A road snow melting and de-icing method and system based on geothermal energy tunnel heat storage

Abstract

A method and system for melting snow and de-icing road surfaces based on geothermal energy tunnel heat storage relates to the field of road paving. In this method, the second heat exchange network is closed and the first heat exchange network is opened during a first time period; the second heat exchange network is opened during a second time period and when the road surface temperature is lower than a preset first temperature threshold; the target heat is calculated; the first heat exchange network is controlled to dissipate the current heat to the road surface; and when it is determined that the current heat stored in the first heat exchange network is less than the target heat, the circulating working fluid flow of the first heat exchange network and the second heat exchange network is adjusted, and the heat pump system is controlled to heat the circulating working fluid to maintain the road surface temperature within a preset temperature range. This application realizes the dual functions of collecting and storing road surface heat in summer and melting snow and de-icing in winter by combining the heat exchange network of the tunnel floor sub-layer and the road surface structure layer into a closed-loop circulation system and combining it with a heat pump system, thereby improving the system's heat supply capacity and the snow melting and de-icing effect.

Description

Technical Field

[0001] The present application relates to the field of road paving, and in particular to a method and system for melting snow and de-icing road surfaces based on heat storage in geothermal energy tunnels. Background Art

[0002] In cold regions, snow and ice on roads can threaten traffic safety. Traditional methods of melting snow and de-icing roads mainly include spreading snow-melting agents and mechanical snow removal. These methods are not only costly, but also cause pollution and damage to the environment and road structures.

[0003] Among related technologies, a ground-source heat pump road snow-melting and de-icing system can be used. This system uses geothermal energy to melt snow and de-icer roads by burying a heat exchange pipe network within the pavement structure. This solution avoids the environmental pollution caused by chemical de-icing agents and has lower operating costs and better environmental performance than electric de-icing systems.

[0004] However, the existing ground-source heat pump road snow melting and de-icing system mainly relies on the underground constant temperature layer to provide heat in actual operation. In continuous snowfall weather, the supply of a single heat source is often unable to meet the needs of continuous snow melting and de-icing on the road surface. During the snow melting and de-icing process, the underground temperature will gradually decrease due to the continuous heat extraction from the underground constant temperature layer, and the heat exchange efficiency of the system will decrease accordingly, affecting the snow melting and de-icing effect. Summary of the Invention

[0005] The present application provides a method and system for melting snow and de-icing on a road surface based on heat storage in a geothermal energy tunnel. By forming a closed-loop circulation system with a heat exchange pipe network of the tunnel floor sub-layer and the road surface structure layer, and combining it with a heat pump system, it achieves the dual functions of collecting and storing heat from the road surface in summer and melting snow and de-icing in winter, thereby improving the system's heat supply capacity and the snow melting and de-icing effect.

[0006] In a first aspect, the present application provides a method for melting snow and de-icing road surfaces based on geothermal energy tunnel heat storage. During a first time period, a second heat exchange network is closed and a first heat exchange network is opened, so that the heat absorbed from the road surface is transported to the first heat exchange network via a circulating working fluid for heat storage. The first heat exchange network is arranged in a sub-base layer under the tunnel floor, and the second heat exchange network is arranged in a cement-stabilized gravel screed layer of the road surface structure. The first and second heat exchange networks are connected via a pipeline system to form a closed-loop circulation system.

[0007] During the second time period, if the road surface temperature detected by the temperature sensor is lower than a preset first temperature threshold, the second heat exchange pipe network is opened, the ambient temperature during the first time period is higher than the preset second temperature threshold, the ambient temperature during the second time period is not higher than the preset second temperature threshold, and the preset first temperature threshold is lower than the preset second temperature threshold;

[0008] Calculate the target heat required for snow melting and ice removal based on the road surface temperature;

[0009] When it is determined that the current heat stored in the first heat exchange pipe network is not less than the target heat, controlling the first heat exchange pipe network to dissipate the current heat to the road surface;

[0010] When it is determined that the current heat stored in the first heat exchange network is less than the target heat, the circulating working fluid flow of the first heat exchange network and the second heat exchange network is adjusted, and the heat pump system is controlled to heat the circulating working fluid so that the road surface temperature is maintained within a preset temperature range.

[0011] By adopting the above technical solution, by closing the second heat exchange network and opening the first heat exchange network during a first time period, the system can transfer heat absorbed by the road surface to the first heat exchange network in the tunnel floor substructure via a circulating working fluid for heat storage. When the road surface temperature is detected to be below a preset first temperature threshold during the second time period, the system opens the second heat exchange network and calculates the required target heat based on the road surface temperature. If the heat stored in the first heat exchange network is sufficient, the heat is directly dissipated to the road surface; if the stored heat is insufficient, the road surface temperature is maintained by adjusting the circulating working fluid flow rate and heating the heat pump system. This fully utilizes the heat absorbed by the road surface during high-temperature periods, storing it in the first heat exchange network under the tunnel floor and releasing it when snow and ice are needed, saving energy and improving system efficiency. Furthermore, through real-time monitoring and automatic control by temperature sensors, heat supply can be precisely adjusted according to actual needs, reducing energy waste. By forming a closed-loop circulation system with the heat exchange pipe network of the tunnel floor sub-layer and the pavement structure layer, and combining it with a heat pump system, the dual functions of collecting and storing road surface heat in summer and melting snow and de-icing in winter are achieved, thereby improving the system's heat supply capacity and the snow melting and de-icing effect.

[0012] In conjunction with some embodiments of the first aspect, in some embodiments, calculating the target heat required for snow melting and de-icing based on the road surface temperature specifically includes:

[0013] Acquire environmental parameters for the second time period, the environmental parameters including wind speed and humidity;

[0014] The target heat required for snow melting and de-icing is calculated based on road surface temperature, wind speed, humidity and heat calculation function.

[0015] By employing this technical solution, the system uses a heat calculation function to accurately calculate the target heat required for snow melting and de-icing by acquiring environmental parameters such as wind speed and humidity during the second time period and combining them with road surface temperature. This multi-parameter heat calculation method considers the main environmental factors that affect snow melting and de-icing effectiveness, enabling the system to determine the required heat supply based on actual conditions.

[0016] In conjunction with some embodiments of the first aspect, in some embodiments, the heat calculation function is:

[0017] ;

[0018] In the above function, For target calories, is the wind speed correction factor, is the latent heat of melting, is convective heat transfer, For heat conduction, For radiation heat transfer.

[0019] By adopting the above technical solution, the heat calculation function incorporates factors such as wind speed correction coefficient, latent heat of melting, convective heat transfer, heat conduction, and radiation heat transfer, making the heat calculation results more accurate and complete. The introduction of the wind speed correction coefficient can compensate for the impact of wind speed on heat loss. The calculation of latent heat of melting ensures the heat required to completely melt the ice and snow. Convective heat transfer takes into account heat loss caused by air flow, heat conduction reflects the heat transfer between different media, and radiation heat transfer includes the influence of ambient radiation. This multi-factor comprehensive calculation method enables the system to more accurately estimate the required heat, thereby better controlling the heat supply and improving the efficiency of snow melting and de-icing.

[0020] In conjunction with some embodiments of the first aspect, in some embodiments, after controlling the heat pump system to heat the circulating working medium so that the road surface temperature is maintained within a preset temperature range, the method further includes:

[0021] Obtaining the inlet water temperature and the outlet water temperature of the first heat exchange pipe network and the inlet water temperature and the outlet water temperature of the second heat exchange pipe network;

[0022] Calculating the heat storage capacity of the first heat exchange network based on the inlet and outlet water temperatures of the first heat exchange network, and calculating the heat dissipation power of the second heat exchange network based on the inlet and outlet water temperatures of the second heat exchange network;

[0023] When the heat dissipation power of the second heat exchange network is less than a preset power threshold, determining the releasable heat and the maximum heat dissipation power of the first heat exchange network based on the heat storage capacity;

[0024] The heating power of the heat pump system and the heat release power of the first heat exchange pipe network are adjusted according to the releasable heat and the maximum heat release power, so that the total heat dissipation power of the road surface is maximized.

[0025] By adopting the above technical solution, by obtaining the inlet and outlet water temperatures of the first and second heat exchange pipe networks, the system can calculate the heat storage capacity of the first heat exchange pipe network and the heat dissipation power of the second heat exchange pipe network. When the heat dissipation power of the second heat exchange pipe network is small, the system will determine the releasable heat and maximum heat release power of the first heat exchange pipe network based on the heat storage capacity, and adjust the heating power of the heat pump system and the heat release power of the first heat exchange pipe network accordingly, so that the system can dynamically adjust the working status of each component to maximize the total heat dissipation power of the road surface. By coordinating the heat storage and release of the first heat exchange pipe network and the heating power of the heat pump system, the system can achieve optimal energy utilization while ensuring the snow melting and de-icing effect, thereby improving the operating efficiency of the entire system. This precise power regulation mechanism ensures that each component of the system can operate in the best working state, thereby achieving the optimal snow melting and de-icing effect.

[0026] In conjunction with some embodiments of the first aspect, in some embodiments, calculating the heat storage capacity of the first heat exchange network based on the inlet water temperature and the outlet water temperature of the first heat exchange network, and calculating the heat dissipation power of the second heat exchange network based on the inlet water temperature and the outlet water temperature of the second heat exchange network, specifically includes:

[0027] Obtaining the circulating working fluid flow rate of the first heat exchange pipe network, the circulating working fluid flow rate of the second heat exchange pipe network, and the specific heat capacity of the circulating working fluid;

[0028] Calculating the heat storage capacity of the first heat exchange network based on the circulating working fluid flow rate of the first heat exchange network, the specific heat capacity of the circulating working fluid, the temperature difference between the inlet and outlet water temperatures of the first heat exchange network, and the heat storage time;

[0029] The heat dissipation power of the second heat exchange network is calculated based on the circulating working medium flow rate of the second heat exchange network, the specific heat capacity of the circulating working medium, and the temperature difference between the inlet and outlet water temperatures of the second heat exchange network.

[0030] By adopting the above technical solution, by obtaining parameters such as the circulating working fluid flow rate, specific heat capacity, and inlet and outlet water temperatures of the first heat exchange network and the second heat exchange network, the actual heat storage capacity of the first heat exchange network and the real-time heat dissipation power of the second heat exchange network can be calculated. This can reflect the actual heat storage and release status of the system during operation, avoiding the errors that may be caused by relying solely on empirical values ​​or preset values. Accurate heat storage capacity and heat dissipation power data enable the system to reasonably allocate heat resources, and neither insufficient actual heating due to overestimation of heat storage capacity nor waste of heat due to underestimation of heat storage capacity. At the same time, this calculation method takes into account the influence of heat storage time, and can more comprehensively reflect the distribution characteristics of heat in the time dimension, providing more reliable data support for the dynamic adjustment of the system.

[0031] In conjunction with some embodiments of the first aspect, in some embodiments, determining the releasable heat and the maximum heat release power of the first heat exchange network based on the heat storage capacity specifically includes:

[0032] Obtaining the minimum allowable outlet water temperature and preset release time of the first heat exchange pipe network;

[0033] The releasable heat is calculated based on the product of the heat storage capacity and the preset heat utilization efficiency;

[0034] Divide the releasable heat by the preset release time to obtain the maximum heat release power.

[0035] By adopting the above technical solution, the system can reasonably determine the releasable heat and maximum heat release power based on the heat storage capacity of the first heat exchange network, combined with constraints such as the minimum allowable outlet water temperature and the preset release time. By introducing a preset heat utilization efficiency parameter, the system considers the inevitable losses during heat transfer and release when calculating the releasable heat, making the calculation more realistic. Combining the releasable heat with the preset release time to determine the maximum heat release power ensures the smoothness and continuity of the heat release process, avoiding system instability or reduced heat utilization efficiency due to excessive instantaneous heat release power.

[0036] In conjunction with some embodiments of the first aspect, in some embodiments, the heating power of the heat pump system and the heat release power of the first heat exchange network are adjusted according to the releasable heat and the maximum heat release power to maximize the total heat release power of the road surface, specifically including:

[0037] Obtain the target heat dissipation power required by the road surface;

[0038] Determine the actual heat release power of the first heat exchange network according to the releasable heat and the target heat release power within the range not exceeding the maximum heat release power;

[0039] Determining the heating power required by the heat pump system based on the target heat dissipation power, the actual heat release power of the first heat exchange pipe network, and the heat dissipation power of the second heat exchange pipe network;

[0040] The power ratio of the first heat exchange network and the heat pump system is adjusted so that the sum of the actual heat release power of the first heat exchange network, the heat dissipation power of the second heat exchange network and the heating power of the heat pump system reaches the maximum value.

[0041] By adopting the above technical solution, by obtaining the target heat dissipation power required by the road surface and determining the actual heat release power of the first heat exchange network within the maximum heat release power range, the system can reasonably allocate power according to the current heat demand and supply capacity. By coordinating the actual heat release power of the first heat exchange network, the heat dissipation power of the second heat exchange network, and the heating power of the heat pump system, the optimal coordination of multiple heat sources can be achieved. By adjusting the power ratio of the first heat exchange network and the heat pump system, the system can maximize the utilization of stored heat and reduce the additional energy consumption of the heat pump system while ensuring the total heating demand. This dynamic power adjustment method based on actual working conditions enables the system to always maintain the optimal operating state, which not only meets the actual needs of snow melting and ice removal on the road surface, but also achieves efficient energy utilization and reduces the operating cost of the system.

[0042] In the second aspect, an embodiment of the present application provides a road snow melting and de-icing system based on geothermal energy tunnel heat storage, and the road snow melting and de-icing system based on geothermal energy tunnel heat storage includes: one or more processors and a memory; the memory is coupled to the one or more processors, and the memory is used to store computer program code, and the computer program code includes computer instructions, and one or more processors call the computer instructions to enable the system to execute the method described in the first aspect and any possible implementation method of the first aspect.

[0043] In a third aspect, an embodiment of the present application provides a computer-readable storage medium comprising instructions, which, when executed on a system, enables the system to execute the method described in the first aspect and any possible implementation of the first aspect.

[0044] In a fourth aspect, an embodiment of the present application provides a computer program product, which, when executed on a system, enables the system to execute the method described in any possible implementation manner in the first aspect.

[0045] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0046] 1. This application provides a method for pavement snowmelt and de-icing based on geothermal tunnel heat storage. By closing the second heat exchange network and opening the first heat exchange network during a first time period, the system transfers heat absorbed by the pavement via a circulating working fluid to the first heat exchange network in the tunnel floor substructure for heat storage. When the pavement temperature drops below a preset first temperature threshold during the second time period, the system opens the second heat exchange network and calculates the target heat required based on the pavement temperature. If the first heat exchange network stores sufficient heat, the heat is directly dissipated to the pavement. If the stored heat is insufficient, the pavement temperature is maintained by adjusting the circulating working fluid flow rate and heating the heat pump system. This method fully utilizes the heat absorbed by the pavement during high-temperature periods, storing it in the first heat exchange network under the tunnel floor and releasing it when needed for snowmelt and de-icing, saving energy and improving system efficiency. Furthermore, through real-time monitoring and automatic control using temperature sensors, the heat supply can be precisely adjusted according to actual needs, reducing energy waste. By forming a closed-loop circulation system with the heat exchange pipe network of the tunnel floor sub-layer and the pavement structure layer, and combining it with a heat pump system, the dual functions of collecting and storing road surface heat in summer and melting snow and de-icing in winter are achieved, thereby improving the system's heat supply capacity and the snow melting and de-icing effect.

[0047] 2. The present application provides a method for snow melting and de-icing on the road surface based on heat storage in geothermal energy tunnels. By obtaining the inlet and outlet water temperatures of the first and second heat exchange pipe networks, the system can calculate the heat storage capacity of the first heat exchange pipe network and the heat dissipation power of the second heat exchange pipe network. When the heat dissipation power of the second heat exchange pipe network is relatively small, the system will determine the releasable heat and maximum heat release power of the first heat exchange pipe network based on the heat storage capacity, and adjust the heating power of the heat pump system and the heat release power of the first heat exchange pipe network accordingly, so that the system can dynamically adjust the working status of each component to maximize the total heat dissipation power of the road surface. By coordinating the heat storage release of the first heat exchange pipe network and the heating power of the heat pump system, the system can achieve optimal energy utilization while ensuring the effect of snow melting and de-icing, thereby improving the operating efficiency of the entire system. This precise power regulation mechanism ensures that each component of the system can operate in the best working state, thereby achieving the best snow melting and de-icing effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 It is a flow chart of a method for melting snow and de-icing road surfaces based on heat storage in geothermal energy tunnels in an embodiment of the present application.

[0049] Figure 2 This is another flow chart of a method for melting snow and de-icing a road surface based on heat storage in a geothermal energy tunnel in an embodiment of the present application.

[0050] Figure 3 This is a flow chart of a refined control method based on heat loss zoning provided in an embodiment of the present application.

[0051] Figure 4 This is a schematic diagram of the physical device structure of a road snow melting and de-icing system based on geothermal energy tunnel heat storage provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] The terms used in the following examples of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification and appended claims of this application, the singular expressions "a," "an," "said," "above," "the," and "this" are intended to include plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in this application refers to any or all possible combinations comprising one or more of the listed items.

[0053] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of the technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "plurality" means two or more.

[0054] The following uses an embodiment and combines Figure 1 , a method for melting snow and de-icing a road surface based on heat storage in a geothermal energy tunnel according to an embodiment of the present application is described:

[0055] See also Figure 1 , which is a flow chart of a road snow melting and ice removal method based on geothermal energy tunnel heat storage in an embodiment of the present application.

[0056] S101. During a first time period, close the second heat exchange network and open the first heat exchange network, so that the absorbed road heat is transferred to the first heat exchange network through the circulating working medium for heat storage;

[0057] During the first time period, the system closes the second heat exchange network and opens the first heat exchange network, so that the absorbed road heat is transported to the first heat exchange network through the circulating working fluid for heat storage. The first heat exchange network is set in the sub-layer under the tunnel floor, and the second heat exchange network is set in the cement-stabilized gravel leveling layer of the road surface structure. The first heat exchange network and the second heat exchange network are connected through a pipeline system to form a closed-loop circulation system.

[0058] In this step, the system first determines whether the current time is within the first time period. This first time period is typically summer or other periods of high road surface temperatures. During this time period, the system shuts down the second heat exchange network located in the cement-stabilized crushed stone screed layer of the pavement structure, while simultaneously opening the first heat exchange network located in the sub-base layer of the tunnel floor. This allows heat absorbed by the pavement to be transferred to the first heat exchange network via the circulating working fluid, where it is stored.

[0059] In specific implementations, the system can monitor the road surface temperature in real time via temperature sensors installed in the road surface structure. When the road surface temperature exceeds a preset temperature threshold, the system determines that the current time is within the first time period. Furthermore, the system can also comprehensively determine whether the current time period is within the first time period based on factors such as ambient temperature and sunlight intensity. If the current time period is within the first time period, the system controls the valves on the second heat exchange network to close and the valves on the first heat exchange network to open, allowing the circulating medium to circulate in the first heat exchange network, transferring heat absorbed by the road surface to the first heat exchange network for storage.

[0060] In actual applications, the first heat exchange network's heat storage capacity may reach saturation. To address this, the system can set an upper heat storage threshold. When the system detects that the first heat exchange network's heat storage capacity has reached the upper threshold, it controls the first heat exchange network to stop storing heat and discharge excess heat outside the tunnel to prevent excessive heat from affecting the tunnel environment. Furthermore, the system can dynamically adjust the upper heat storage threshold based on the first heat exchange network's actual heat storage capacity to fully utilize the network's heat storage capacity.

[0061] S102: within a second time period, if the road surface temperature detected by the temperature sensor is lower than a preset first temperature threshold, opening the second heat exchange pipe network;

[0062] During the second time period, when the road surface temperature detected by the temperature sensor is lower than the preset first temperature threshold, the system opens the second heat exchange network, the ambient temperature during the first time period is greater than the preset second temperature threshold, the ambient temperature during the second time period is not greater than the preset second temperature threshold, and the preset first temperature threshold is less than the preset second temperature threshold.

[0063] In this step, the system determines whether the current time falls within the second time period. This second time period typically occurs during winter or other periods of low road surface temperatures. During this time period, the system monitors the road surface temperature in real time using temperature sensors embedded in the pavement structure. When the temperature falls below a preset first temperature threshold, the system controls the valves on the second heat exchange network within the cement-stabilized gravel screed layer of the pavement structure to open, allowing the circulating fluid to circulate within the second heat exchange network, providing heat to the road surface for snow and ice melting.

[0064] In specific implementations, the system can dynamically adjust the preset first temperature threshold based on parameters such as ambient temperature and humidity to adapt to varying weather conditions. For example, in conditions of low ambient temperature and high humidity, the road surface is more prone to icing. Therefore, the first temperature threshold can be appropriately raised to activate the second heat exchange network for snow and ice melting in advance. Furthermore, the system can also deploy multiple temperature sensors distributed across the road surface to monitor its temperature distribution, enabling more precise control of the second heat exchange network's startup time and operating parameters.

[0065] S103, calculating the target heat required for snow melting and de-icing based on the road surface temperature;

[0066] The system calculates the target heat required for snow melting and de-icing based on the road surface temperature. Specifically, the system obtains the environmental parameters of the second time period, including wind speed and humidity. The target heat required for snow melting and de-icing is calculated based on the road surface temperature, wind speed, humidity, and a heat calculation function, where the heat calculation function is:

[0067] ;

[0068] In the above function, For target calories, is the wind speed correction factor, is the latent heat of melting, is convective heat transfer, For heat conduction, For radiation heat transfer.

[0069] is the wind speed correction coefficient, dimensionless, and can be calculated as follows: , is the ambient wind speed;

[0070] The latent heat of melting, that is, the heat required to melt ice and snow into water, can be calculated as follows: , where The value is approximately , The value is approximately , unit , unit ;

[0071] is the convective heat transfer, that is, the convective heat transfer between the road surface and the air, which can be calculated as follows: , where is the convective heat transfer coefficient, in units of , it is desirable ; and The unit is ℃;

[0072] Heat conduction, that is, heat conduction inside the pavement, is generally small and can be ignored here; It is radiation heat transfer, that is, the radiation heat transfer between the road surface and the environment, which can be ignored in snow melting and ice removal.

[0073] Once the system determines the target heat quantity, Q, it controls the flow and temperature of the circulating fluid, providing the appropriate heat to the secondary heat exchange network, thereby de-icing and melting snow on the road surface. Furthermore, during actual operation, the system dynamically adjusts the target heat quantity based on real-time data from road surface temperature sensors to better adapt to environmental changes and enhance de-icing and snow-melting effectiveness.

[0074] When it is determined that the current heat stored in the first heat exchange pipe network is not less than the target heat, controlling the first heat exchange pipe network to dissipate the current heat to the road surface;

[0075] In this step, the system determines whether the current heat stored in the first heat exchange network can meet the target heat requirement for snow and ice melting. If the heat stored in the first heat exchange network is not less than the target heat, the system controls the first heat exchange network to dissipate the stored heat to the road surface, providing the required heat for snow and ice melting.

[0076] In specific implementations, the system uses flowmeters and temperature sensors installed in the first heat exchange network to monitor the flow and temperature of the circulating fluid in real time, thereby calculating the current heat storage capacity of the first heat exchange network. Furthermore, based on the specific heat capacity, density, and other physical properties of the circulating fluid, the system can establish a relationship model between the current heat storage capacity and the flow and temperature of the circulating fluid, using this model to quickly estimate the current heat storage capacity. Once the current heat storage capacity is determined to be no less than the target heat capacity, the system controls the valves on the first heat exchange network to open, allowing the circulating fluid to flow to the second heat exchange network, transferring heat to the road surface.

[0077] In actual applications, the current heat storage capacity of the first heat exchange network may not be sufficient to sustain the entire snow melting and de-icing process. To address this, the system can adopt a segmented heating strategy to dynamically adjust the heat release power of the first heat exchange network based on the progress of snow melting and de-icing. Specifically, the system can divide the entire snow melting and de-icing process into multiple stages. In each stage, the heat required for that stage is calculated based on the changes in road surface temperature and compared with the remaining heat storage capacity of the first heat exchange network. If the remaining heat storage capacity is sufficient to meet the heat demand for that stage, the first heat exchange network will continue to be used for heating; otherwise, the system can start the heat pump system in advance to heat the circulating working fluid to ensure the continuous progress of the snow melting and de-icing process.

[0078] S105. When it is determined that the current heat stored in the first heat exchange network is less than the target heat, the circulating working fluid flow rates of the first heat exchange network and the second heat exchange network are adjusted, and the heat pump system is controlled to heat the circulating working fluid so that the road surface temperature is maintained within a preset temperature range.

[0079] In this step, the system determines whether the current heat stored in the first heat exchange network is less than the target heat required for snow and ice melting. If the heat stored in the first heat exchange network is insufficient to meet the target heat requirement, the system adjusts the flow rate of the circulating fluid in the first and second heat exchange networks and controls the heat pump system to heat the circulating fluid, thereby maintaining the road surface temperature within a preset range and ensuring safe passage.

[0080] During specific implementation, the system can establish a relationship model between the circulating working fluid flow rate and the heat exchange power based on parameters such as the heat exchange coefficient and pipe diameter of the first and second heat exchange pipe networks. By adjusting the flow rate of the circulating working fluid, the heat release power of the first and second heat exchange pipe networks can be dynamically adjusted to match the target heat demand. At the same time, the system can also control the heat pump system to heat the circulating working fluid, increase the temperature of the circulating working fluid, thereby increasing the heat release power of the second heat exchange pipe network and accelerating the rate of increase in road surface temperature. In the process of adjusting the circulating working fluid flow rate and controlling the heating of the heat pump system, the system needs to monitor the road surface temperature in real time and dynamically adjust the control strategy according to the changes in the road surface temperature to ensure that the road surface temperature is always maintained within the preset temperature range.

[0081] In actual applications, even with adjustments to the circulating fluid flow and heat pump heating, the road surface temperature may still not reach the preset temperature range under severe weather conditions. To address this, the system can employ a multi-level control strategy. Besides adjusting the circulating fluid flow and heat pump heating, it can also employ other auxiliary measures, such as spraying snowmelt and increasing the density of the heat exchange pipe network. This multi-faceted approach improves the reliability and adaptability of the snow-melting and de-icing system. Furthermore, the system can pre-activate the snow-melting and de-icing system based on weather forecasts, raising the road surface temperature before inclement weather arrives and minimizing its impact on road safety.

[0082] In the above embodiment, by shutting down the second heat exchange network and opening the first heat exchange network during a first time period, the system can transfer heat absorbed by the road surface to the first heat exchange network in the tunnel floor substructure via a circulating working fluid for heat storage. When the road surface temperature is detected to be below a preset first temperature threshold during the second time period, the system opens the second heat exchange network and calculates the target heat required based on the road surface temperature. If the first heat exchange network has sufficient stored heat, the heat is directly dissipated to the road surface. If the stored heat is insufficient, the road surface temperature is maintained by adjusting the circulating working fluid flow rate and heating by the heat pump system. This fully utilizes the heat absorbed by the road surface during high-temperature periods, storing it in the first heat exchange network under the tunnel floor and releasing it when snow and ice are needed, saving energy and improving system efficiency. Furthermore, through real-time monitoring and automatic control using temperature sensors, heat supply can be precisely adjusted according to actual needs, reducing energy waste. By forming a closed-loop circulation system consisting of the heat exchange network in the tunnel floor substructure and the road surface structure, combined with a heat pump system, this system achieves the dual functions of collecting and storing road surface heat in summer and melting snow and ice in winter, improving the system's heat supply capacity and snow melting and ice removal effectiveness.

[0083] On the basis of the above basic embodiments, in order to further improve the control accuracy and operation efficiency of the system, this application also provides an optimized control scheme. This scheme realizes more refined heat management by real-time monitoring of the inlet and outlet water temperatures of the heat exchange network, and combining system parameters for heat calculation and power regulation. Specifically, after completing the heat supply judgment and preliminary adjustment, the system also needs to dynamically monitor and optimize the various parameters during operation to ensure the snow melting and ice removal effect and maximize the use of existing heat resources. Figure 2 , another method for melting snow and de-icing roads based on geothermal energy tunnel heat storage in the embodiment of the present application is described:

[0084] See also Figure 2 , is another flow chart of a road snow melting and de-icing method based on geothermal energy tunnel heat storage in an embodiment of the present application.

[0085] S201, obtaining the inlet water temperature and the outlet water temperature of the first heat exchange pipe network and the inlet water temperature and the outlet water temperature of the second heat exchange pipe network;

[0086] In this step, the system monitors the inlet and outlet temperatures of the first and second heat exchange networks in real time. These temperature parameters are crucial for the system's heat calculation and power regulation. By monitoring the inlet and outlet temperatures, the system can understand the temperature variations of the circulating fluid in the heat exchange network and analyze its operating status and efficiency.

[0087] During implementation, the system can install temperature sensors at the water inlet and outlet of the first and second heat exchange networks to collect real-time temperature data of the circulating fluid. These temperature sensors can use common temperature measurement elements such as thermocouples and thermal resistors, and a signal conversion circuit converts the temperature signal into an electrical signal readable by the system. To improve the reliability and accuracy of temperature measurement, the system can also employ multi-point temperature measurement, deploying multiple temperature sensors at different locations in the heat exchange network. By comprehensively analyzing the temperatures at these multiple measurement points, a more accurate and comprehensive temperature distribution can be obtained.

[0088] S202: Calculate the heat storage capacity of the first heat exchange network based on the inlet and outlet water temperatures of the first heat exchange network, and calculate the heat dissipation power of the second heat exchange network based on the inlet and outlet water temperatures of the second heat exchange network.

[0089] The system calculates the heat storage capacity of the first heat exchange network based on the inlet water temperature and the outlet water temperature of the first heat exchange network, and calculates the heat dissipation power of the second heat exchange network based on the inlet water temperature and the outlet water temperature of the second heat exchange network, specifically including: obtaining the circulating working fluid flow rate of the first heat exchange network, the circulating working fluid flow rate of the second heat exchange network and the specific heat capacity of the circulating working fluid; calculating the heat storage capacity of the first heat exchange network based on the circulating working fluid flow rate of the first heat exchange network, the specific heat capacity of the circulating working fluid, the temperature difference between the inlet water temperature and the outlet water temperature of the first heat exchange network and the heat storage time; calculating the heat dissipation power of the second heat exchange network based on the circulating working fluid flow rate of the second heat exchange network, the specific heat capacity of the circulating working fluid and the temperature difference between the inlet water temperature and the outlet water temperature of the second heat exchange network.

[0090] In this step, the system calculates the heat storage capacity of the first heat exchange network and the heat dissipation power of the second heat exchange network based on the acquired inlet and outlet water temperatures. The heat storage capacity reflects the first heat exchange network's ability to store heat, while the heat dissipation power reflects the rate at which the second heat exchange network transfers heat to the road surface. By calculating these two parameters, the system can understand the heat storage and release status of the heat exchange network, providing a basis for subsequent decision-making on heat allocation and power optimization.

[0091] During implementation, the system can utilize the basic principles of thermodynamics to establish a calculation model for heat storage capacity and heat dissipation power. For the heat storage capacity of the first heat exchange network, the system needs to obtain the circulating fluid flow rate, specific heat capacity, and inlet and outlet water temperature difference of the heat exchange network, and then calculate it using the formula Q=cm(t1-t2), where Q is the heat storage capacity, c is the specific heat capacity, m is the circulating fluid flow rate, and t1 and t2 are the inlet and outlet water temperatures, respectively. For the heat dissipation power of the second heat exchange network, the system can use a similar method and calculate it using the formula P=cm(t1-t2) / Δt, where P is the heat dissipation power and Δt is the heat dissipation time.

[0092] In actual applications, the heat storage capacity or heat dissipation power of the heat exchange network may exceed the design range. To this end, the system can set upper and lower thresholds for the heat storage capacity and heat dissipation power. When the calculated results exceed the threshold range, the system can issue an early warning signal to prompt relevant personnel to check and handle the situation. Specifically, if the heat storage capacity is too low, it may mean that the first heat exchange network has problems such as heat leakage or decreased heat exchange efficiency, and the network needs to be inspected and maintained; if the heat dissipation power is too low, it may mean that the second heat exchange network has problems such as blockage or poor circulation, and needs to be unblocked and cleaned. At the same time, the system can also adaptively adjust the heat allocation strategy and power optimization plan according to the dynamic changes in heat storage capacity and heat dissipation power, while ensuring the effect of snow melting and ice removal, while maximizing the energy utilization efficiency of the system.

[0093] S203: When the heat dissipation power of the second heat exchange network is less than a preset power threshold, determining the releasable heat and the maximum heat dissipation power of the first heat exchange network based on the heat storage capacity;

[0094] When the heat dissipation power of the second heat exchange network is less than the preset power threshold, the system determines the releasable heat and the maximum heat release power of the first heat exchange network based on the heat storage capacity, specifically including: obtaining the minimum allowable water outlet temperature and the preset release time of the first heat exchange network; calculating the releasable heat based on the product of the heat storage capacity and the preset heat utilization efficiency; and dividing the releasable heat by the preset release time to obtain the maximum heat release power.

[0095] In this step, the system determines whether the heat dissipation capacity of the second heat exchange network meets the power requirements for snow and ice melting. If the heat dissipation capacity is less than the preset power threshold, the second heat exchange network's own heat release capacity is insufficient, and the first heat exchange network's heat storage is required to provide additional heat support. Therefore, the system determines the amount of heat that can be released and the maximum heat release capacity based on the first heat exchange network's heat storage capacity to provide guidance for subsequent heat allocation.

[0096] During specific implementation, the system first needs to set the power threshold of the second heat exchange network, which can be determined based on the actual needs of road snow melting and de-icing and the system design parameters. When it is detected that the heat dissipation power of the second heat exchange network is lower than the threshold, the system starts to calculate the releasable heat and maximum heat release power of the first heat exchange network. For the releasable heat, the system needs to obtain the minimum allowable outlet water temperature of the first heat exchange network, that is, the temperature limit that the network cannot be lower than during the heat release process, and then estimate the total amount of heat that can be released based on the heat storage capacity and the set heat utilization efficiency. For the maximum heat release power, the system needs to calculate the maximum amount of heat that can be released per unit time based on the releasable heat and the set heat release time, as the upper limit of the power of the first heat exchange network.

[0097] In actual applications, there may be a situation where the heat that can be released by the first heat exchange network cannot fully meet the needs of snow melting and de-icing. To this end, the system can adopt a phased heating strategy to divide the snow melting and de-icing process into multiple stages. In each stage, the heat release power of the first heat exchange network is dynamically adjusted according to the road surface conditions and environmental conditions to extend the heating time as much as possible. At the same time, the system can also be linked with the weather forecast system to adjust the heat storage strategy of the first heat exchange network in advance according to the temperature change trend in the future. Before the arrival of bad weather, as much heat as possible is stored to cope with possible extreme working conditions. In addition, the system can also set a safety protection mechanism. When the outlet water temperature of the first heat exchange network is lower than the minimum allowable value, the system can automatically cut off the heat release circuit to avoid damage to the network and the circulating working fluid.

[0098] S204: Adjust the heating power of the heat pump system and the heat release power of the first heat exchange pipe network according to the releasable heat and the maximum heat release power, so that the total heat release power of the road surface is maximized.

[0099] The system adjusts the heating power of the heat pump system and the heat release power of the first heat exchange network according to the releasable heat and the maximum heat release power, so that the total heat dissipation power of the road surface is maximized, specifically including: obtaining the target heat dissipation power required for the road surface; determining the actual heat release power of the first heat exchange network according to the releasable heat and the target heat release power within the range not exceeding the maximum heat release power; determining the heating power required by the heat pump system based on the target heat release power, the actual heat release power of the first heat exchange network and the heat dissipation power of the second heat exchange network; adjusting the power ratio of the first heat exchange network and the heat pump system so that the sum of the actual heat release power of the first heat exchange network, the heat dissipation power of the second heat exchange network and the heating power of the heat pump system reaches the maximum value.

[0100] In this step, the system optimizes the power distribution between the heat pump system and the first heat exchange network, leveraging the heat storage capacity of the first heat exchange network to maximize heat dissipation from the road surface. This is a dynamic optimization process, requiring the system to continuously adjust the heat distribution strategy based on real-time road conditions and environmental parameters to meet road deicing requirements while minimizing system energy consumption and costs.

[0101] Specifically, the system first calculates the heat dissipation power required for the target road surface based on the road surface conditions and meteorological conditions. The system then compares this target power with the real-time heat dissipation power of the second heat exchange network to determine the amount of heat that needs to be added. On this basis, the system comprehensively considers the releasable heat, maximum heat release power, and the heating capacity of the heat pump system of the first heat exchange network, and uses an optimization algorithm to solve the optimal power ratio between the two. On the one hand, the system needs to maximize the use of the heat storage of the first heat exchange network to reduce the energy consumption of the heat pump system; on the other hand, the system needs to ensure that the sum of the heating power of the heat pump system and the heat release power of the first heat exchange network is sufficient to fill the heat dissipation gap and meet the needs of road deicing. When solving the optimal power ratio, the system also needs to take into account factors such as the operating parameters and energy efficiency characteristics of the equipment to ensure the feasibility and cost-effectiveness of the optimization results.

[0102] The following is a specific example to illustrate the implementation of this step:

[0103] Option 1: Linear programming optimization

[0104] Assume that at a certain moment, the system detects that the target road surface requires 500kW of heat dissipation power, the second heat exchange network's real-time heat dissipation power is 300kW, and an additional 200kW of heat dissipation is required. Calculations show that the first heat exchange network can release 1000kWh of heat, with a maximum heat dissipation power of 150kW. The rated heating power of the heat pump system is 200kW.

[0105] The system can use linear programming method to establish the following optimization model:

[0106] Objective function: Minimize C_HP·P_HP + C_HE·P_HE

[0107] Constraints: (1) P_HP + P_HE ≥ 200;

[0108] P_HE ≤ 150;

[0109] P_HP ≤ 200;

[0110] P_HE ≤ 1000 / t.

[0111] Where P_HP and P_HE are the heating powers of the heat pump system and the first heat exchange network, respectively; C_HP and C_HE are their unit energy costs, respectively; and t is the expected heat dissipation duration. Constraints (1) ensure that the supplementary heat dissipation meets the road surface requirements; (2) and (3) limit the maximum heating power of the two heat sources; and (4) limit the cumulative heat release of the first heat exchange network to not exceed its total releasable capacity.

[0112] By solving the linear programming model, the optimal power ratio of the heat pump system and the first heat exchange network can be obtained, so that the operating cost of the system is minimized while meeting the heat dissipation requirements.

[0113] Option 2: Fuzzy Control Optimization

[0114] In actual operation, the factors that affect the system's optimal control are complex and it is difficult to establish an accurate mathematical model. In this case, fuzzy control methods can be used to transform expert experience and control strategies into a series of fuzzy rules to guide the system's optimal control.

[0115] First, the system identifies several key factors affecting heat dissipation control, such as road surface temperature, humidity, wind speed, and sunlight intensity, based on parameters such as road conditions and environmental conditions. It then sets several fuzzy subsets for each factor, such as "high," "medium," and "low," and determines their membership functions. Based on this, the system draws on expert experience and historical data to develop a series of fuzzy control rules, such as:

[0116] If the road surface temperature is low and the humidity is high, the heat pump heating power is high and the first heat exchange pipe network heat release power is high;

[0117] If the road surface temperature is high and the sunlight is strong, the heat pump heating power is low and the heat release power of the first heat exchange pipe network is low;

[0118] If the wind speed is high and the humidity is low, the heat pump heating power is medium and the heat release power of the first heat exchange pipe network is high;

[0119] The system calculates the membership of various parameters detected in real time. Then, through fuzzy reasoning and defuzzification, it determines the control variables for the heat pump system and the primary heat exchange network—in other words, the optimal power ratio. Compared to traditional precise control methods, fuzzy control offers greater robustness and adaptability, enabling it to cope with complex and changing operating conditions.

[0120] In the above embodiment, by obtaining the inlet and outlet water temperatures of the first and second heat exchange pipe networks, the system can calculate the heat storage capacity of the first heat exchange pipe network and the heat dissipation power of the second heat exchange pipe network. When the heat dissipation power of the second heat exchange pipe network is relatively small, the system will determine the releasable heat and maximum heat release power of the first heat exchange pipe network based on the heat storage capacity, and adjust the heating power of the heat pump system and the heat release power of the first heat exchange pipe network accordingly, so that the system can dynamically adjust the working status of each component to maximize the total heat dissipation power of the road surface. By coordinating the heat storage and release of the first heat exchange pipe network and the heating power of the heat pump system, the system can achieve optimal energy utilization while ensuring the snow melting and de-icing effect, thereby improving the operating efficiency of the entire system. This precise power regulation mechanism ensures that each component of the system can operate in the best working state, thereby achieving the optimal snow melting and de-icing effect.

[0121] In the above embodiment, the system realizes the basic snow melting and ice removal function by monitoring the inlet and outlet water temperatures of the heat exchange pipe network and adjusting the power ratio of the heat pump system. However, due to the significant differences in heat loss in various areas of the road surface, the use of a unified control strategy may lead to insufficient heating or energy waste in some areas. Therefore, the present application also provides a refined control method based on heat loss zoning. This method calculates the heat loss status of each area of ​​the road surface in real time, divides the heat loss level accordingly, and adopts a differentiated flow regulation strategy to achieve more accurate heat compensation. The following is combined with Figure 3 , a refined control method based on heat loss zoning in an embodiment of the present application is described:

[0122] See also Figure 3 , which is a flow chart of a refined control method based on heat loss zoning in an embodiment of the present application.

[0123] S301, obtaining the inlet and outlet water temperatures and the circulating working medium flow rate of the first and second heat exchange pipe networks, and calculating the real-time heat loss of the first and second heat exchange pipe networks;

[0124] In this step, the system first obtains operating parameters such as the inlet and outlet temperatures of the first and second heat exchange networks, as well as the circulating fluid flow rate. These parameters can be collected in real time by installing temperature sensors and flow meters at the inlet and outlet of the heat exchange networks. In addition to temperature and flow rate, the system can also obtain other parameters that affect heat loss, such as ambient temperature, wind speed, and humidity. Based on these parameters, the system calculates the real-time heat loss of the first and second heat exchange networks.

[0125] There are several methods for calculating heat loss. One common approach uses the principle of heat conservation based on the inlet and outlet water temperature difference and the circulating fluid flow rate to calculate the real-time heat loss of the heat exchange network. Subtracting this from the rated heating power of the network yields the real-time heat loss. Another approach is to establish a heat loss model for the heat exchange network, using operating parameters as input to directly predict the real-time heat loss. Heat loss models can be constructed using techniques such as finite element analysis and machine learning.

[0126] In practical applications, due to the length of heat exchange pipe networks, heat loss in different pipe sections can vary significantly. To improve calculation accuracy, the system can divide the heat exchange pipe network into multiple sub-areas, obtain the operating parameters of each sub-area, calculate the real-time heat loss of each sub-area, and then sum the results to obtain the total heat loss of the entire pipe network. This partitioned calculation method can more accurately reflect the local heat loss of the pipe network.

[0127] S302, calculating the heat loss per unit area using the real-time heat loss;

[0128] After obtaining the real-time heat loss from the heat exchange network, the system needs to further calculate the heat loss per unit area to facilitate subsequent heat loss zoning. The heat loss per unit area reflects the average heat loss per square meter of road surface. The system calculates the heat loss per unit area by dividing the heat exchange network's paved area and the real-time heat loss.

[0129] In addition to simple division, the system can also use other methods to calculate heat loss per unit area to improve accuracy. For example, the system can take into account differences in pipe density across different areas of the network and perform a weighted average of real-time heat loss to obtain a more accurate estimate of heat loss per unit area. Furthermore, the system can incorporate parameters such as pavement material and thickness to establish a mathematical model linking heat loss and these parameters, using which it can predict heat loss per unit area.

[0130] It's important to note that when calculating heat loss per unit area, the system should select an appropriate time scale. If the time scale is too small (e.g., calculating once per second), the resulting heat loss per unit area may fluctuate significantly, hindering subsequent zoning control. Conversely, if the time scale is too large (e.g., calculating once per hour), changes in pavement heat loss may not be reflected promptly. Therefore, the system can select an appropriate calculation interval based on actual needs, fully reflecting heat loss dynamics while avoiding overly frequent calculations.

[0131] S303, correcting the heat loss per unit area based on the soil thermal conductivity, ambient temperature, and wind speed coefficient to obtain a corrected heat loss;

[0132] After calculating the initial heat loss per unit area, the system needs to consider the influence of other factors and make corrections. In this step, the system mainly adjusts the heat loss per unit area based on three parameters: soil thermal conductivity, ambient temperature, and wind speed coefficient. These three parameters significantly affect the heat dissipation of the road surface, thereby affecting the actual heat loss.

[0133] The soil thermal conductivity reflects the thermal conductivity of the soil beneath the road surface. The greater the thermal conductivity, the faster the heat dissipates, and the greater the heat loss per unit area. The system can query the corresponding thermal conductivity from a material thermal property parameter table based on the soil type of the road section, or it can be measured on-site using a soil thermal conductivity tester. Ambient temperature directly affects the temperature difference between the road surface and the environment. The greater the temperature difference, the stronger the heat exchange and the greater the heat loss per unit area. The system can collect ambient temperature data in real time through temperature sensors placed near the road surface. The wind speed coefficient reflects the intensity of air flow above the road surface. The higher the wind speed, the stronger the convective heat dissipation and the greater the heat loss per unit area. The system can use an anemometer to measure the local wind speed on the road surface in real time and calculate the wind speed coefficient.

[0134] After obtaining the above three parameters, the system can establish a correction model for unit area heat loss, comprehensively considering the influence of various parameters and correcting the initial heat loss. This correction model can be constructed using various algorithms, such as linear weighting and BP neural networks. The model inputs are the initial unit area heat loss, soil thermal conductivity, ambient temperature, and wind speed coefficient, and the output is the corrected unit area heat loss. The system can also train and optimize the correction model using a large amount of historical operating data to improve correction accuracy.

[0135] In addition to the three parameters mentioned above, the system can also incorporate other factors that affect heat loss, such as snowfall and sunlight intensity, to further improve the accuracy of heat loss correction. However, it is important to avoid introducing too many parameters, as this will significantly increase the complexity of the correction model and may be counterproductive. Therefore, the system needs to select the most critical influencing factors based on actual project needs, striking a balance between correction accuracy and computational efficiency.

[0136] S304: Divide the road surface into a high heat loss area, a medium heat loss area, and a low heat loss area based on the corrected heat loss, and record the heat exchange pipe network section corresponding to each heat loss area;

[0137] Based on the corrected heat loss per unit area data, the system can zoning the road surface for heat loss. In this step, the system divides the road surface into three levels: high, medium, and low heat loss zones. High heat loss zones correspond to areas with the highest heat loss per unit area, experiencing the most severe heat loss and requiring focused heating compensation. Low heat loss zones correspond to areas with the lowest heat loss per unit area, experiencing relatively little heat loss and requiring reduced heating compensation. Medium heat loss zones fall somewhere in between.

[0138] Heat loss zoning of the pavement can be achieved using a clustering algorithm. The system inputs the corrected heat loss per unit area data into a K-means clustering model, setting the number of clusters to three, to obtain three heat loss zones: high, medium, and low. The clustering algorithm automatically divides the heat loss data into three categories, ensuring that data characteristics within each category are similar and that data characteristics between different categories vary significantly. After clustering is complete, the system further processes the clustering results to extract the pavement location information contained in each heat loss zone.

[0139] In actual engineering, heat exchange pipe networks are typically composed of multiple pipe segments, with different pipe segments corresponding to different areas of the road surface. Therefore, after completing the heat loss zoning, the system needs to further associate each pipe segment with the heat loss zone. Based on the pipe network layout drawings, the system can identify the spatial position and length of each pipe segment, and then overlay this with the heat loss zoning map to identify the heat loss zone primarily covered by each pipe segment. For pipe segments that span multiple heat loss zones, the system can determine their primary area based on the length proportion within each zone.

[0140] When recording the correspondence between pipe segments and heat loss zones, the system also generates a pipe segment-heat loss zone mapping table for subsequent refined control. Each entry in this mapping table contains the pipe segment number and the corresponding heat loss zone level. Using this mapping table, the system can quickly retrieve all pipe segments within each heat loss zone, providing a basis for differentiated flow regulation.

[0141] S305, adjusting the circulating working medium flow rate of the heat exchange pipe network section corresponding to each heat loss area according to the preset flow adjustment ratio;

[0142] Based on the heat loss zoning results, the system needs to implement differentiated flow regulation strategies for pipe sections within different heat loss zones, thereby achieving more refined heat compensation control. In this step, the system first needs to determine the flow regulation ratios for different heat loss zones. The flow regulation ratio reflects the adjustment range of the flow rate of each pipe section within each zone relative to the rated flow rate.

[0143] For high heat loss areas, due to severe heat loss, the system needs to appropriately increase the circulating working fluid flow rate and strengthen heat compensation. Therefore, the flow regulation ratio in high heat loss areas should be set to a value greater than 1, such as 1.2 times, 1.5 times, etc. For low heat loss areas, due to less heat loss, the system can appropriately reduce the circulating working fluid flow rate to avoid energy waste caused by excessive heating. Therefore, the flow regulation ratio in low heat loss areas should be set to a value less than 1, such as 0.8 times, 0.6 times, etc. For medium heat loss areas, the system can maintain the circulating working fluid flow rate the same as the rated value, that is, the flow regulation ratio is set to 1.

[0144] After determining the flow control ratio for each heat loss zone, the system sequentially searches for pipe sections within each heat loss zone and calculates the target flow rate for each section based on the flow control ratio for that zone. For example, if a pipe section in a high heat loss zone has a rated flow rate of 2 m³ / h and the flow control ratio for that zone is 1.5 times, the target flow rate for that section should be 2 × 1.5 = 3 m³ / h. Based on the target flow rate, the system controls the opening of the flow control valve on the pipe section to achieve flow regulation.

[0145] In actual control, the system also needs to comprehensively consider the hydraulic balance of the entire pipeline network. To avoid hydraulic imbalance caused by local flow regulation, the system needs to coordinate the flow of other pipeline sections while adjusting the flow of a single pipeline section to ensure that the total supply and return flow of the pipeline network are basically stable. This may require the use of more complex control algorithms, such as model predictive control and optimal control, to achieve hydraulic optimization for the entire pipeline network. At the same time, the system should also set upper and lower limits for pipeline section flow to prevent excessive flow regulation from causing excessive pressure in the pipeline section or excessively low working fluid flow rate.

[0146] S306, detecting the inlet and outlet water temperatures of the heat exchange pipe network in each heat loss area after adjustment, and calculating the actual heat exchange amount;

[0147] After completing flow regulation, the system needs to monitor the effectiveness of the regulation and evaluate whether the actual heat exchange rate in each heat loss zone meets expectations. In this step, the system focuses on measuring the inlet and outlet temperatures of the heat exchange network in each heat loss zone. These two temperatures reflect the thermal state of the fluid as it enters and exits the pipe section and are key parameters for calculating the actual heat exchange rate.

[0148] To obtain the inlet and outlet temperatures of each heat loss zone, the system requires temperature sensors to be placed at the pipe inlet and outlet of each heat loss zone. Select sensors with appropriate ranges and high accuracy, such as PT100 platinum resistance thermometers (RTDs) or NTC thermistors. Furthermore, the sensors must be insulated to prevent interference from the outside world. The system can utilize a multi-channel temperature acquisition module to collect data from each sensor in real time and transmit it to a central control unit for processing.

[0149] After obtaining the inlet and outlet water temperature data, the system can calculate the actual heat transfer rate for each heat loss zone. The calculation formula is: Q = c·ρ·q·(Tin-Tout), where Q is the heat transfer rate, c is the specific heat capacity of the working fluid, ρ is the working fluid density, q is the working fluid volume flow rate, and Tin and Tout are the inlet and outlet water temperatures, respectively. This formula, based on the law of conservation of heat, reflects the heat transfer process of the fluid within the pipe section.

[0150] Based on the pipe segment-heat loss zone mapping table, the system identifies all pipe segments within each heat loss zone, calculates the actual heat transfer for each segment, and then accumulates the total heat transfer for the zone. To improve calculation efficiency, the system also pre-stores the working fluid's physical properties (such as specific heat capacity and density) to avoid repeated calculations.

[0151] It's important to note that the actual heat transfer calculations may be affected by various factors, such as temperature sensor measurement errors and aging of pipe insulation. To minimize the impact of these errors, the system can regularly calibrate sensors to ensure measurement accuracy. For pipe sections with aging insulation, the system can appropriately increase the heat loss correction factor to compensate for heat loss caused by reduced insulation performance.

[0152] S307, calculating a heat compensation rate based on the actual heat exchange amount and the corrected heat loss;

[0153] After obtaining the actual heat exchange rate, the system needs to evaluate the effectiveness of heat compensation—that is, to what extent the actual heat exchange rate compensates for heat loss. In this step, the system introduces a new metric—the heat compensation rate—to quantify the effectiveness of heat compensation. The heat compensation rate is calculated as: η = Q / QL, where η is the heat compensation rate, Q is the actual heat exchange rate, and QL is the corrected heat loss.

[0154] Corrected heat loss refers to the unit area heat loss value obtained in step S303 after correction for soil thermal conductivity, ambient temperature, and wind speed coefficient. To align this with the actual heat exchange unit, the system multiplies the unit area heat loss by the area of ​​the heat loss zone to obtain the total corrected heat loss for that zone.

[0155] The physical meaning of the heat compensation rate is the percentage of actual heat exchange to heat loss. A higher heat compensation rate indicates a closer approximation of actual heat exchange to heat loss, resulting in better compensation. Conversely, a lower heat compensation rate indicates a larger gap between actual heat exchange and heat loss, resulting in poorer compensation. Ideally, the heat compensation rate should be as close to 100% as possible, at which point actual heat exchange and heat loss are essentially equal. The road surface receives adequate heat compensation, preventing ice and snow accumulation and overheating.

[0156] In actual control, the system calculates the heat compensation rates for high, medium, and low heat loss zones to assess the effectiveness of heat compensation in different areas. These three compensation rates serve as the basis for the system to readjust flow. If the heat compensation rate in a particular zone is far below 100%, it indicates insufficient heat supply in that zone, and the system needs to further increase the flow regulation ratio in that section of the pipe. Conversely, if the heat compensation rate in a particular zone is far above 100%, it indicates excessive heat supply in that zone, and the system needs to further reduce the flow regulation ratio in that section of the pipe. Through this dynamic feedback adjustment mechanism, the system can continuously optimize the heat compensation effect in each zone, ultimately bringing the heat compensation rate of the entire road surface as close to 100% as possible.

[0157] S308. When the heat compensation rate is less than a first preset threshold, increase the circulating working fluid flow rate of the corresponding heat loss area; when the heat compensation rate is greater than a second preset threshold, reduce the circulating working fluid flow rate of the corresponding heat loss area.

[0158] Based on the heat compensation rate calculated in step S307, the system can further optimize the circulating working fluid flow rate in each heat loss zone to achieve dynamic adjustment of the heat compensation effect. This step introduces two preset thresholds—a first preset threshold and a second preset threshold—to determine whether the heat compensation rate is within a reasonable range.

[0159] The first preset threshold is the lower limit of the heat compensation rate. When the heat compensation rate in a heat loss zone falls below this threshold, it indicates a severe heat shortage in that zone and the risk of road icing and snow accumulation. The system needs to increase the circulating fluid flow in that zone to strengthen heat compensation. The flow rate increase step size can be set to a fixed value, such as a 0.2m³ / h increase, or proportional control can be used, such as a 10% increase.

[0160] The second preset threshold is the upper limit of the heat compensation rate. When the heat compensation rate of a heat loss zone exceeds this threshold, it indicates that the zone is overheating and wasting energy. The system needs to reduce the circulating fluid flow in this zone to reduce heat compensation. The step size for reducing the flow rate can be similar to the step size for increasing the flow rate, using a fixed value or proportional control method.

[0161] When determining the first and second preset thresholds, the system must comprehensively consider the needs of road anti-freeze and snow removal and energy conservation. If the thresholds are set too low, the system may frequently increase traffic flow, resulting in energy waste. If the thresholds are set too high, the system may not respond promptly to the risk of road icing, affecting traffic safety. Therefore, the selection of thresholds requires extensive field testing in the early stages and optimization based on actual results. Typically, the first preset threshold can be set between 80% and 90%, and the second preset threshold can be set between 110% and 120%.

[0162] In addition to determining traffic flow based on preset thresholds, the system can also incorporate other conditions as triggers for flow regulation, such as a sudden drop in ambient temperature or excessive snowfall. When these extreme conditions occur, even if the heat compensation rate is within the normal range, the system can proactively increase traffic flow to proactively address the risk of road icing. This predictive control strategy can further enhance the system's anti-freeze and snow removal capabilities.

[0163] Furthermore, when executing flow control instructions, the system must also coordinate with other devices. For example, when increasing the circulating fluid flow in a certain area, the system needs to check the operating status of the water supply pump and, if necessary, increase the pump speed or activate a backup pump to meet the increased flow demand in the pipeline network. Simultaneously, the system also needs to coordinate the flow in other heat loss areas to ensure a balance in the total supply and return water volume of the pipeline network. This requires the system to have strong collaborative control capabilities, able to comprehensively consider the operating conditions of various devices and pipeline sections to achieve optimized operation of the entire system.

[0164] In the above embodiment, heat loss zoning is achieved by real-time monitoring of the operating parameters of the heat exchange network, calculating and correcting the heat loss per unit area. A differentiated flow regulation strategy and dynamic feedback mechanism are employed to precisely adjust the circulating fluid flow rate in each heat loss zone. Heat compensation rate calculation and threshold determination are used to achieve adaptive optimization of heat compensation in each zone. This method overcomes the limitations of traditional unified control strategies, avoids problems such as insufficient heating or energy waste, and improves system operating efficiency and road deicing effectiveness. Furthermore, this method is highly practical and scalable, allowing for flexible adjustment of control parameters and optimization strategies based on actual project requirements.

[0165] The following describes the system in the embodiment of the present invention from the perspective of hardware processing. Figure 4 , which is a schematic diagram of the physical device structure of a road snow melting and de-icing system based on geothermal energy tunnel heat storage provided in an embodiment of the present application.

[0166] It should be noted that Figure 4 The structure of the system shown is only an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0167] like Figure 3 As shown, the system includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in a read-only memory (ROM) 402 or programs loaded from a storage unit 408 into a random access memory (RAM) 403. RAM 403 also stores various programs and data required for system operation. CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to bus 404.

[0168] The following components are connected to the I / O interface 405: an input section 406 including a camera, infrared sensor, and the like; an output section 407 including a liquid crystal display (LCD) and speakers; a storage section 408 including a hard disk and the like; and a communication section 409 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. Removable media 411, such as a magnetic disk, optical disk, magneto-optical disk, semiconductor memory, and the like, is installed in the drive 410 as needed, so that computer programs read from the removable media can be installed in the storage section 408 as needed.

[0169] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for executing the methods illustrated in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409 and / or installed from removable media 411. When executed by central processing unit (CPU) 401, the computer program performs the various functions defined in the present invention.

[0170] It should be noted that the computer-readable medium described in the embodiments of the present invention may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, a computer-readable signal medium may include a data signal transmitted in baseband or as part of a carrier wave, which carries a computer-readable computer program. Such a propagated data signal may take any of a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof.

[0171] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the boxes can also occur in an order different from that marked in the accompanying drawings. For example, two boxes shown in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or can be implemented using a combination of dedicated hardware and computer instructions.

[0172] As another aspect, the present invention further provides a computer-readable storage medium, which may be included in the system described in the above embodiments, or may exist independently and not incorporated into the system. The storage medium carries one or more computer programs, and when executed by a processor of a system, the system implements the methods provided in the above embodiments.

[0173] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0174] As used in the above embodiments, the term “when…” may be interpreted as “if…” or “after…” or “in response to determining…” or “in response to detecting…”, depending on the context. Similarly, the phrases “upon determining…” or “if (stated condition or event) is detected” may be interpreted as “if determining…” or “in response to determining…” or “upon detecting (stated condition or event)” or “in response to detecting (stated condition or event)”, depending on the context.

[0175] In the above embodiments, all or part of the embodiments can be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, hard disk, tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0176] Those skilled in the art will appreciate that all or part of the process steps in the above-described method embodiments can be implemented by a computer program instructing the relevant hardware. The program can be stored in a computer-readable storage medium, and when executed, the program can include the process steps in the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A road snow melting and de-icing method based on geothermal energy tunnel heat storage, characterized in that: include: During a first time period, the second heat exchange network is closed and the first heat exchange network is opened, so that the heat absorbed from the road surface is transported to the first heat exchange network through a circulating working medium for heat storage. The first heat exchange network is arranged in the sub-base layer of the tunnel floor, and the second heat exchange network is arranged in the cement-stabilized crushed stone screed layer of the road surface structure. The first and second heat exchange networks are connected by a pipeline system to form a closed-loop circulation system. During a second time period, if the road surface temperature detected by the temperature sensor is lower than a preset first temperature threshold, the second heat exchange pipe network is opened, the ambient temperature during the first time period is higher than the preset second temperature threshold, the ambient temperature during the second time period is not higher than the preset second temperature threshold, and the preset first temperature threshold is lower than the preset second temperature threshold; Calculating the target heat required for snow melting and ice removal according to the road surface temperature; When it is determined that the current heat stored in the first heat exchange pipe network is not less than the target heat, controlling the first heat exchange pipe network to dissipate the current heat to the road surface; When it is determined that the current heat stored in the first heat exchange pipe network is less than the target heat, adjusting the flow rate of the circulating working medium in the first heat exchange pipe network and the second heat exchange pipe network, and controlling the heat pump system to heat the circulating working medium so that the road surface temperature is maintained within a preset temperature range; Obtaining the inlet water temperature and the outlet water temperature of the first heat exchange pipe network and the inlet water temperature and the outlet water temperature of the second heat exchange pipe network; Calculating the heat storage capacity of the first heat exchange network based on the inlet water temperature and the outlet water temperature of the first heat exchange network, and calculating the heat dissipation power of the second heat exchange network based on the inlet water temperature and the outlet water temperature of the second heat exchange network; When the heat dissipation power of the second heat exchange network is less than a preset power threshold, determining the releasable heat and the maximum heat dissipation power of the first heat exchange network based on the heat storage capacity; The heating power of the heat pump system and the heat release power of the first heat exchange pipe network are adjusted according to the releasable heat and the maximum heat release power, so that the total heat dissipation power of the road surface is maximized.

2. The method according to claim 1, characterized in that The calculation of the target heat required for snow melting and ice removal according to the road surface temperature specifically includes: Acquiring environmental parameters for the second time period, the environmental parameters including wind speed and humidity; The target heat required for snow melting and ice removal is calculated according to the road surface temperature, the wind speed, the humidity and a heat calculation function.

3. The method according to claim 2, characterized in that The heat calculation function is: ； In the above function, is the target calorie, is the wind speed correction coefficient, is the latent heat of fusion, For convective heat transfer, the For heat conduction, the For radiation heat exchange; described is the wind speed correction factor, dimensionless, calculated as follows: , is the ambient wind speed; described The latent heat of melting, that is, the heat required to melt ice and snow into water, is calculated as follows: , The value is , The value is , The unit is m, The unit is s; described is the convective heat transfer, that is, the convective heat transfer between the road surface and the air, which is calculated as follows: , where is the convective heat transfer coefficient, in units of , take 5~30; and stated The unit is ℃; is heat conduction, that is, heat conduction inside the road surface; It is radiation heat transfer, that is, radiation heat transfer between the road surface and the environment.

4. The method according to claim 1, wherein The calculating of the heat storage capacity of the first heat exchange network based on the inlet water temperature and the outlet water temperature of the first heat exchange network, and the calculating of the heat dissipation power of the second heat exchange network based on the inlet water temperature and the outlet water temperature of the second heat exchange network, specifically includes: Obtaining the circulating working fluid flow rate of the first heat exchange pipe network, the circulating working fluid flow rate of the second heat exchange pipe network, and the specific heat capacity of the circulating working fluid; Calculating the heat storage capacity of the first heat exchange network based on the circulating working medium flow rate of the first heat exchange network, the specific heat capacity of the circulating working medium, the temperature difference between the inlet and outlet water temperatures of the first heat exchange network, and the heat storage time; The heat dissipation power of the second heat exchange network is calculated based on the circulating working medium flow rate of the second heat exchange network, the specific heat capacity of the circulating working medium, and the temperature difference between the inlet and outlet water temperatures of the second heat exchange network.

5. The method according to claim 1, wherein The determining of the releasable heat and the maximum heat release power of the first heat exchange network based on the heat storage capacity specifically includes: Obtaining the minimum allowable outlet water temperature and preset release time of the first heat exchange pipe network; Calculating the releasable heat based on the product of the heat storage capacity and the preset heat utilization efficiency; The maximum heat release power is obtained by dividing the releasable heat by the preset release time.

6. The method according to claim 1, characterized in that The step of adjusting the heating power of the heat pump system and the heat release power of the first heat exchange pipe network according to the releasable heat and the maximum heat release power so as to maximize the total heat release power of the road surface specifically includes: Obtain the target heat dissipation power required by the road surface; determining, within a range not exceeding the maximum heat release power, an actual heat release power of the first heat exchange pipe network according to the releasable heat and the target heat release power; determining a heating power required by the heat pump system based on the target heat dissipation power, the actual heat release power of the first heat exchange pipe network, and the heat dissipation power of the second heat exchange pipe network; The power ratio of the first heat exchange network and the heat pump system is adjusted so that the sum of the actual heat release power of the first heat exchange network, the heat dissipation power of the second heat exchange network and the heating power of the heat pump system reaches a maximum value.

7. A road snow melting and de-icing system based on geothermal energy tunnel heat storage, characterized in that: The system comprises: One or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the system to execute the method according to any one of claims 1 to 6.

8. A computer-readable storage medium comprising instructions, characterized in that: When the instructions are executed on a system, the system is caused to perform the method according to any one of claims 1 to 6.

9. A computer program product, characterized in that When the computer program product is run on a system, the system is caused to perform the method according to any one of claims 1 to 6.

Images