An automatic control system for subway piston wind

Abstract

The present invention relates to an automatic control system for subway piston air. It includes piston air ducts, multi-leaf combined air valves, air shafts, and infrared sensors and corresponding network management arranged at both ends of each station. The working states of the piston air ducts are all controlled by the control center based on the sensor information received in real time and in accordance with the network management agreement. Instructions are sent to the relevant air valves for control. When the train stops within the station, the piston air ducts at both ends of the station are closed and stop working. When the train runs in the track tunnel section, the piston air ducts in front of and behind the train are both open. Their working states are driven by the positive pressure and negative pressure in front of and behind the train to transfer the corresponding piston air ducts in front and behind into the states of continuous exhaust air and continuous intake air. Since the flow direction is single and the air flow is unobstructed, it can avoid the mutual collision and interference of reverse airflows in the same piston air duct, which affects the ventilation efficiency. The structure is simple, novel and reasonable, the work is reliable and the ventilation efficiency is high, which can fully meet the high-quality environmental protection requirements of subway air.

Description

Technical Field

[0001] The present invention relates to the technical field of subway air supply and exhaust control, in particular to an automatic subway piston wind control system that helps improve the air quality in the station. Background Art

[0002] With the progress of social technology and the rapid development of China's economic construction, urban subways have developed rapidly in large and medium-sized cities in China and have now become the preferred means of transportation for people to travel. According to the piston principle, when a subway train is running, it will drive the air flow in the tunnel section and the station platform track area. This flowing air is called "subway piston wind", and the dedicated air flow channel provided for the subway piston wind is called "piston air duct". Since the world's first subway was built in London, UK in 1863, the pattern of the subway piston wind system has basically remained unchanged, and its structural layout is as Figure 1 shown. The subway piston wind system mainly includes piston air ducts F1, F2, F3, F4, etc. arranged in pairs at both ends of the subway station, multi-leaf combined air valves D1, D2, D3, D4 (arranged on the floor of the concourse level), etc. correspondingly arranged in the piston air ducts F1, F2, F3, F4, etc., piston wind pavilions S1, S2, S3, S4, etc. arranged outside the station, and multi-leaf combined air valves D11, D12, D13, D14, etc. in the air duct, and accident fans TVF1, TVF2, TVF3, TVF4, etc. The basic layout is as Figure 2 shown. The cross-section at the intersection of the platform section and the track tunnel section of each station is H-H, I-I, J-J, K-K, etc. Each cross-section intersects with the outer and inner walls of the train to form a line, which is collectively called a longitudinal break line. The infrared pair-sensor is installed on the longitudinal break line 2.0 m above the cross-section. When the train runs from section 1 along the A direction and passes through the H-H cross-section, under the action of the extrusion force at the front of the train, most of the piston wind will pass through the multi-leaf combined air valve D3 installed on the roof of the platform level and D in the air duct 11Enter the piston air duct F3, and then be discharged to the outside through the ventilation pavilion S3. At this time, all the piston air ducts and ventilation pavilions at the front of the train are in the working state of exhausting air to the outside (unless there is interference from the train and piston wind); when the train starts and enters the section 2 after stopping at Station 1 for several seconds, due to the negative pressure in the air at the tail of the train, an internal suction force is generated, causing most of the piston wind to enter through the ventilation pavilion S1 and the piston air duct F1, and enter the station track area through the multi-leaf combined air valves D13 and D1; at this time, the two piston air ducts F3, F1 and the ventilation pavilions S3, S1 behind the tail of the train are in the working state of sending air into the station (unless there is interference from the train and piston wind), while the two piston air ducts F5, F7 and the ventilation pavilions S5, S7 in the section of Station 2 in front of the train are in the exhaust working state. Since under normal operating conditions, all the piston air ducts are always in the open state, the pressure changes at the front and rear generated by the train operation drive the exhaust or intake state. As can be seen from the above, when the train runs in section 1 along direction A, the two piston air ducts F3 and F1 in the section of Station 1 in front of it are in the exhaust state, and when the train leaves Station 1 and enters section 2 for operation, the previous two piston air ducts F3 and F1 are converted to the air suction state. The working state conversion occurs only a few seconds after the train stops at the station, causing two airflows with a certain speed and opposite directions to collide with each other in the piston air duct, resulting in interference and affecting the ventilation effect. It makes the turbid air with a certain temperature in the subway station unable to be directly discharged to the outside, and also makes the fresh air outside unable to enter the station unobstructedly, thus making it difficult to guarantee the air quality on the platform. Especially in recent years, with the increasing subway passenger flow, the contradiction is particularly prominent. Therefore, the current piston air duct can both exhaust and suck air, and sometimes the structural pattern and disorderly working mode of automatic operation at the same time are not scientific and reasonable, the working stability is poor, and the actual working effect is even worse. It cannot meet the environmental protection quality requirements of the subway system, and has now become a major issue that has been widely concerned in the industry and urgently needs to be solved. Summary of the Invention

[0003] The object of the present invention is to overcome the deficiency that it is difficult to guarantee the air quality in the existing subway station, and provide a novel-structured subway piston wind automatic control system that has the function of controlling the working state of the subway piston air duct as needed and can significantly improve the air quality in the subway platform.

[0004] The subway piston wind automatic control system of the present invention mainly includes several piston air ducts F, several multi-leaf combined air valves D and DM, several piston ventilation pavilions S and several emergency fans TVF, and is characterized in that it further includes several infrared pair sensors Z and corresponding network management that have the functions of instantaneously collecting and feeding back the train position information to the control center, and the control center orderly controls the opening / closing of the multi-leaf combined air valve D according to the network management agreement to realize the orderly intelligent control function of the air intake and exhaust of the piston air duct F, wherein:

[0005] The described infrared pair - emission sensor Z and the corresponding network management are additionally arranged at the front and rear ends of each station where piston - type air ducts F, multi - leaf combination air valves D, piston - type ventilation pavilions S, and emergency fans TVF (piston - type ventilation facilities) are already installed. Two groups are set at each end, and each group contains two sensors.

[0006] The described infrared pair - emission sensor Z and the corresponding network management are arranged on the inner and outer walls of the platform - level track area near the longitudinal break lines at the front and rear ends of each station.

[0007] The described infrared pair - emission sensor Z and the corresponding network management are respectively arranged on the inner and outer wall panels of the track area corresponding to both sides of the up - and - down train lanes at the front and rear ends of each station.

[0008] The vertical distance from the installation position of the described infrared pair - emission sensor Z and the corresponding network management on the inner and outer wall panels of the track area to the ground is 1.5 meters - 2 meters.

[0009] The described multi - leaf combination air valve D is located inside the corresponding piston - type air duct F and is respectively fixed on the floor of the concourse level or the ceiling of the platform level, and has the function of controlling the piston - type air flow direction in the corresponding piston - type air duct F according to the instructions of the control center.

[0010] The described infrared pair - emission sensor Z and the corresponding network management are integrated, and can either form an independent automatic control system or be incorporated into the subway BA system.

[0011] During operation, the working states of all piston air ducts F are controlled by the control center. Based on the infrared pair sensors Z received in real time and the train operation position signals sent by the corresponding network management, in accordance with the agreements of the network management, and as needed, the control center issues open / close commands to the corresponding multi-leaf combined air valves D: When the train is running and stopping within the section of Station 1, the piston air ducts F before and after the track area of this station are controlled by the closed multi-leaf combined air valves D and are in the closed stopped working state. At this time, the subway piston air system does not perform internal and external air exchange operation; when the train is running in the relatively long track tunnel section 2, all piston air ducts F in front of and behind the train are controlled by the opened multi-leaf combined air valves D and are in the open waiting working state. At this time, the forward positive pressure extrusion force generated during the train operation in this period drives the piston air duct F in front to turn into and maintain the exhaust air working state, and the rear negative pressure suction force generated at the same time drives the piston air duct F behind to turn into and maintain the intake air working state. At this time, the subway piston air system performs internal and external air exchange operation; during this period, the piston air duct F only involves the unidirectional flow of air after starting work, and there is no situation of air flow redirection and working state conversion. Therefore, during the continuous driving of the train in the relatively long track tunnel section 2, under the action of the piston principle, there is sufficient time for most of the piston air in the tunnel in front of the train to be continuously and unobstructedly discharged outward through the piston air duct F and the piston air pavilion S, and the fresh air outside can also be unobstructedly sucked in and continuously enter the tunnel behind the train, fully supplementing the subway piston air and fully updating the piston air in the subway tunnel, thus greatly improving the air quality in the subway system and meeting the high-quality environmental protection requirements for the air in the subway station.

[0012] The automatic control system for subway piston wind of the present invention based on the above concept, by adding an infrared pair of sensors and corresponding network management in the existing subway piston wind system, which can instantaneously collect and feedback train position information, control the opening / closing of the multi-leaf combined air valve in an orderly manner according to an agreement, and realize the orderly automatic intelligent control of the air intake and exhaust of the piston air duct. When the train stops at the station, the air valve can be automatically closed, making the piston air duct in a stopped working state. When the train enters the track tunnel section for operation, the air valve is automatically opened, making the piston air duct enter the waiting working state allowing air to flow in and out. And driven by the front and rear air pressures generated during the train operation, the piston air duct in front of the train is transferred to and maintained in the exhaust air working state, and the piston air duct behind the train is transferred to and maintained in the intake air working state. Since the internal and external air exchange operation of the subway system is concentrated and arranged in a relatively long track tunnel section, it ensures the full update of the subway piston wind in terms of time. During the ventilation operation, the piston air duct responsible for exhaust air is always in a single exhaust air working state, and the piston air duct responsible for intake air is always in a single intake air working state, overcoming the disorderly working mode in the prior art where the same piston air duct sometimes exhausts air, sometimes intakes air, sometimes both at the same time, and when the working state is switched, the two high-speed air flows in opposite directions collide and interfere with each other in the piston air duct, affecting the flow rate and ventilation efficiency. The present invention innovates in the combination of structure and working mode, enabling each piston air duct to have a reasonable division of labor and orderly control, with unobstructed air flow during operation, ensuring high-efficiency ventilation, significantly improving the air quality of the subway piston wind, meeting environmental protection requirements. Although an infrared pair of sensors and corresponding network management are added to the subway piston wind system, the overall cost increase is not much. Compared with the advantages of making the structure more scientific and reasonable, having stronger stability in reliable operation, novel working mode, convenient installation and setting, high ventilation efficiency and good effect, and being able to fully meet the environmental protection requirements of the subway air quality, it is indeed a major innovation in this technical field and has strong practicability and valuable market application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 is a schematic layout diagram of piston wind facilities in the concourse level of an existing subway station;

[0014] Figure 2 is a schematic diagram of the structure and working process of an existing subway station piston wind system;

[0015] Figure 3 is a schematic layout diagram of piston wind facilities on the platform level of an embodiment of the present invention;

[0016] Figure 4 is a schematic diagram of the structure and working process of the piston wind system of an embodiment of the present invention.

[0017] In the figures:

[0018] F. are the piston air ducts provided at both ends of the station;

[0019] TVF is an emergency fan that is only activated when a system failure occurs.

[0020] D is a multi - leaf combination air valve. Among them, D1, D2, D3, D4, D5, D6, D7, and D8 are installed on the concourse floor (which is also the platform ceiling). Under the normal operating conditions of the existing system, they are all in the normally open state. The piston air duct connects the piston air in the concourse air duct and the platform track area through D1, D2, D3, D4, D5, D6, D7, and D8; D11, D12, D13, D14, D15, D16, D17, and D18 are installed in the piston air duct. Under normal operating conditions, they are all in the normally open state and are only used when the emergency fan TVF is used.

[0021] DM is a spare multi - leaf combination air valve installed in the piston air duct. DM1, DM2, DM3, DM4, DM5, DM6, DM7, DM8, DM9, DM10, DM11, DM12... are in the closed state under normal operating conditions and are only activated in case of an accident.

[0022] Z is an infrared pair - beam sensor and a network management system (matched with Z).

[0023] S is a piston air pavilion. Detailed implementation mode

[0024] The present invention will be further described below in conjunction with the accompanying drawings and typical embodiments.

[0025] In Figure 3 and Figure 4 The subway piston air automatic control system of the present invention mainly includes several piston air ducts F, several multi - leaf combination air valves D and DM, several piston air pavilions S, and several emergency fans TVF. It is characterized in that it further includes several infrared pair - beam sensors Z with the functions of instantaneously collecting and feeding back the train position information to the control center, and the control center orderly controls the opening / closing of the multi - leaf combination air valve according to the network management agreement, and realizes the orderly intelligent control function of the air inlet and outlet of the piston air duct F, and the corresponding network management system. Among them:

[0026] The said infrared pair - beam sensor Z and the corresponding network management system are additionally arranged at both ends of each station where piston air facilities including piston air ducts F, multi - leaf combination air valves D, piston air pavilions S, and emergency fans TVF are already installed. Two groups are set at each end, and each group contains two.

[0027] The said infrared pair - beam sensor Z and the corresponding network management system are arranged on the inner and outer walls of the platform track area near the longitudinal break line at both ends of each station.

[0028] The infrared pair-beam sensor Z and the corresponding network management device are respectively arranged on the inner and outer wall panels of the track area corresponding to both sides of the up and down train lanes at the front and rear ends of each station;

[0029] The vertical distance from the ground of the arrangement position of the infrared pair-beam sensor Z and the corresponding network management device on the inner and outer wall panels of the track area is 1.5 meters to 2 meters;

[0030] The multi-leaf combined air valve D is located in the corresponding piston air duct F and is respectively fixed on the floor of the concourse level or the roof of the platform level, and has the function of controlling the piston air flow direction in the corresponding piston air duct F according to the instructions of the control center;

[0031] The infrared pair-beam sensor Z and the corresponding network management device are integrated, which can either form an independent automatic control system or be incorporated into the subway BA system.

[0032] In Figure 4 taking the track section with the structure of sequentially interconnected track tunnel sections 1, station 1, section 2, station 2, and section 3, and the cross-sections at the joints being H-H, I-I, J-J, K-K as an example, after adding and setting Z1 and Z2, Z3 and Z4, Z5 and Z6, Z7 and Z8, as well as Z9 and Z10, Z11 and Z12, Z13 and Z14, Z15 and Z16, a total of 8 groups and 16 infrared pair-beam sensors Z and the corresponding network management devices on the corresponding longitudinal sections at the front and rear ends of station 1 and station 2, the working states of all piston air ducts F are based on the train operation position signals received in real time by the control center from the infrared pair-beam sensors Z and the corresponding network management devices, and are subject to the program agreement of the network management device as the criterion, and the control center issues opening / closing instructions to the corresponding multi-leaf combined air valve D as needed for control:

[0033] When the train travels upward along A, crosses the cross-section H-H from section 1 and enters Station 1 for operation, the infrared pair sensors Z1 and Z2 near the cross-section H-H send the train's running position signal entering Station 1 to the control center. After receiving the signal, the control center issues an instruction to close the air valves to the multi-leaf combination air valves D3 and D1 at both ends of Station 1 according to the network management agreement, driving the corresponding piston air ducts F3 and F1 to enter the stopped working state; when the train leaves after the stop, crosses the cross-section I-I and is about to enter section 2 for operation, the infrared pair sensors Z5 and Z6 near the cross-section I-I send signals to the control center. The control center issues an instruction to open the air valves to the multi-leaf combination air valve D1 behind the train and the multi-leaf combination air valve D5 in front of the train at this time according to the network management agreement, enabling the corresponding piston air ducts F1 and F5 to be controlled by the positive pressure in the front and the negative pressure in the rear generated during the train operation respectively to perform the working state conversion, and respectively changing from the original stopped working state to the exhaust air working state of the front piston air duct F and the air intake working state of the rear piston air duct F; when the train is about to cross the cross-section J-J and enter the operation within the section of Station 2, the infrared pair sensors Z9 and Z10 send signals to the control center. The control center issues an instruction to close the air valves to the multi-leaf combination air valves D5 and D7 at both ends of Station 2 respectively, enabling the corresponding piston air ducts F5 and F7 to enter the stopped working state during the train operation and stop at Station 2; and when the train starts to leave after stopping at Station 2 and crosses the cross-section K-K and is about to enter section 3 for operation, the infrared pair sensors Z13 and Z14 send signals to the control center. The control center issues an instruction to open the air valves to the multi-leaf combination air valve D7 behind the train and the corresponding air valve in front of the train, enabling the corresponding piston air duct F7 behind the train to change from the original stopped working state to the air intake working state, and the corresponding piston air duct F in front of the train to change from the original stopped working state to the exhaust air working state. And so on. Thus, it can be seen that after adding the infrared double sensor Z and the network management in the existing subway piston air system, the working states of each piston air duct F are intelligently and orderly allocated, so that the air exchange between the inside and outside of the station does not occur during the few seconds when the train stops at the station, and effective air exchange between the inside and outside of the station is only carried out when the train runs in the track section between stations with a long distance. Moreover, the piston air duct F in front of the train is always in the exhaust air state, and the one behind the train is always in the air intake state, without involving the working state conversion. Therefore, the situation where two reverse high-speed flowing air currents enter the same piston air duct F at the same time, interfere with each other and affect the ventilation efficiency will not occur, which is conducive to the full discharge of the turbid air deep in the station, and the outdoor fresh air can fill the space of the station unobstructed, greatly improving the air quality in the subway.

Claims

1. An automatic control system for subway piston wind mainly includes several piston air ducts F, several multi - leaf combined air valves D and DM, several piston air shafts S and several emergency fans TVF, characterized in that It also includes a number of infrared pair sensors Z and corresponding network management systems that can instantaneously collect and feed back train position information to the control center, and the control center can orderly control the opening and closing of the multi-leaf combined air valve D according to the network management agreement, so as to realize the orderly intelligent control function of the intake and exhaust of the piston air duct F. Among them: the infrared pair sensor Z and the corresponding network management system are integrated, which can either form an independent automatic control system or be incorporated into the subway BA system; The infrared pair sensor Z and the corresponding network management system are additionally arranged at both the front and rear ends of each station where piston air duct facilities including piston air duct F, multi-leaf combined air valve D, piston air pavilion S and emergency fan TVF are already installed. Two groups are arranged at each end, and each group contains two; The infrared pair sensor Z and the corresponding network management system are arranged on the inner and outer walls of the platform track area near the longitudinal break line at both the front and rear ends of each station; The infrared pair sensor Z and the corresponding network management system are respectively arranged on the inner and outer wall panels of the track area corresponding to both sides of the up and down train lanes at both the front and rear ends of each station; The multi-leaf combined air valve D is located in the corresponding piston air duct F and is respectively fixed on the floor of the concourse level or the roof of the platform level, and has the function of controlling the piston air flow direction in the corresponding piston air duct F according to the instructions of the control center; During operation, the working states of all piston air ducts F are controlled by the control center based on the train operation position signals sent by the infrared pair sensor Z and the corresponding network management system received in real time, following the network management agreement as the criterion, and issuing opening and closing instructions to the corresponding multi-leaf combined air valve D as needed: when the train is running and stopping within the interval of Station 1, the piston air ducts F before and after the track area of this station are both controlled by the closed multi-leaf combined air valve D and are in the closed stop working state. At this time, the subway piston air system does not perform internal and external ventilation operation; When the train is running in the relatively long track tunnel interval 2, all piston air ducts F in front of and behind the train are controlled by the opened multi-leaf combined air valve D and are in the opened waiting working state, and are respectively transferred from the original stop working state to the exhaust air working state of the front piston air duct F and the intake air working state of the rear piston air duct F. At this time, the forward positive pressure extrusion force generated during the train operation in this period drives the front piston air duct F to transfer to and maintain the exhaust air working state, and the rear negative pressure suction force generated at the same time drives the rear piston air duct F to transfer to and maintain the intake air working state. At this time, the subway piston air system performs internal and external ventilation operation; During this period, the piston air duct F is only involved in the one-way air flow after startup, without air flow redirection and working state conversion. Therefore, during the continuous driving of the train in the relatively long track tunnel section 2 with this spacing, under the action of the piston principle, there is sufficient time for the vast majority of the piston air in the tunnel in front of the train to be continuously and unobstructedly discharged outward through the piston air duct F and the piston air pavilion S. At the same time, the fresh air outside can also be unobstructedly inhaled and continuously enter the tunnel behind the train, fully supplementing the subway piston air and fully updating the piston air in the subway tunnel, thus greatly improving the air quality in the subway system and meeting the high-quality environmental protection requirements for the air in the subway station.

2. The automatic control system for piston wind of subway according to claim 1, characterized in that The vertical distance from the ground of the installation positions of the infrared pair sensors Z and the corresponding network management on the inner and outer walls of the track area is 1.5 meters to 2 meters.

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