A bus air conditioning supply and return air structure, air conditioning system and control method thereof

Abstract

The present invention discloses an air supply and return structure for a bus air conditioner, an air conditioning system, and a control method thereof, belonging to the technical field of air conditioning equipment. The present invention adopts a technical solution in which the air supply and return structure includes an air supply duct, a return air duct, a return air box, a return air chamber, an air valve group, and a connecting air duct. The air conditioning system and control method employing the air supply and return structure utilize periodic intermittent control of multiple air valve groups to regularly switch the supply and return air vents in operation, allowing the delivered cold air flow to cool more of the middle and lower interior space where passengers are located. Furthermore, different airflow organization modes can be formed to meet different actual needs, achieving more reasonable airflow organization and cooling capacity distribution.

Description

Technical Field

[0001] The present invention belongs to the technical field of air-conditioning equipment, and in particular relates to an air-conditioning supply and return air structure, an air-conditioning system and a control method thereof for buses. Background Art

[0002] The widely used air conditioning supply and return system for buses currently uses an "upward supply and upward return" airflow organization method. The air conditioner supplies air to the air supply duct that runs through the front and back of the bus body. The air supply duct then supplies air into the bus through the strip grilles on the roof above the window seats on both sides. The air conditioner returns air through the rectangular return air vents on the roof above the aisle in the middle of the bus. In this existing solution, the distance between many supply and return air vents is too short. From the perspective of airflow organization, when the air conditioner is operating at a low supply air speed, the airflow from the supply vents will change direction and flow back upward to the return air vents just as it moves downward to the space where the passengers are located due to the close distance between the return air vents and the supply air vents. The supplied cold air mainly cools the space near the upper part of the bus roof, but the cooling effect on the lower and middle spaces where the passengers sit is insufficient. This results in a technical problem in which the spatial distribution of cold air does not meet the actual cooling needs, resulting in a certain degree of energy waste. While using a higher air speed can expand the cooling area to cover the entire space, it can cause passengers to experience a strong draft and feel uncomfortable. Furthermore, a higher air speed means a greater air volume, which is detrimental to air conditioning energy conservation. Furthermore, for passengers at the ends of the vehicle, far from the return air vents, polluted air mixed with their respiratory exhaust cannot be quickly expelled, resulting in a certain degree of deterioration in air quality.

[0003] In order to reduce energy waste and achieve more reasonable and comfortable air-conditioning supply, it is necessary to improve the airflow organization form in the bus, so that the airflow path from supply air to return air passes more through the middle and lower part of the car where the passengers are located, and can achieve sufficient and uniform heat exchange between the cold air flow and the air inside the car.

[0004] On the other hand, different passengers have distinctly different requirements for in-car temperature comfort. Compared to younger and middle-aged people, middle-aged and elderly passengers have lower requirements for cooling temperatures and air speeds, sometimes even feeling a bit cold. Younger and middle-aged passengers, on the other hand, prefer lower air-conditioning temperatures. This difference in demand has led to the need for differentiated compartments with strong and weak cooling in urban rail transit. However, existing bus air conditioning systems lack a simple, effective, and flexible way to differentiate spatial temperature. Summary of the Invention

[0005] In order to solve the technical problem of unreasonable airflow organization and unsatisfactory cooling effect caused by the close distance between the air supply and return air outlets of the air conditioners in existing buses, the purpose of the present invention is to provide an air conditioning supply and return air structure, an air conditioning system and a control method for buses, so as to achieve sufficient and uniform heat exchange between the cold air flow and the air inside the vehicle, and at the same time, have the function of differentiating the temperature of the space inside the bus.

[0006] In order to achieve the above purpose, the present invention adopts the following technical solutions: an air-conditioning supply and return air structure for a bus, the air-conditioning supply and return air structure is arranged at the top of the bus compartment, comprising: an air supply channel, the air supply channel comprising a first air supply channel and a second air supply channel symmetrically arranged on both sides of the top of the compartment, the middle upper ends of the first air supply channel and the second air supply channel are provided with an inlet connected to the air outlet of the air conditioner, and the lower ends of the first air supply channel and the second air supply channel are provided with an air supply outlet; a return air channel, the return air channel comprising a first return air channel adjacent to the first air supply channel and adjacent to the second air supply channel The second return air channel is adjacent to the channel, and the sides of the first return air channel and the second return air channel are provided with an outlet, and the lower ends of the first return air channel and the second return air channel are both provided with a return air outlet; a return air chamber, the openings on both sides of the return air chamber are respectively connected to the outlets of the first return air channel and the second return air channel, the upper end opening of the return air chamber is connected to the air intake of the air conditioner, the side opening of the return air chamber is connected to the side opening of the return air box, and the return air box is provided with a lower end opening; a connecting air duct, the connecting air duct includes a front connecting duct that connects the front end of the first air supply channel and the front end of the second air supply channel The air duct is connected to the rear end of the first air supply channel and the rear end of the second air supply channel; the air valve group is driven by a motor, and the air valve group includes an air supply air valve, a return air valve, a connecting air valve, and a central air valve. The air supply air valve is used to control the air intake of the air conditioner through the inlet, and the return air valve is used to control the air out of the return air cavity through the outlet. The connecting air valve is used to connect the first air supply channel with the second air supply channel; the air supply air valve includes a first air supply front air valve and a first air supply rear air valve provided on both sides of the inlet of the first air supply channel, And a second air supply front air valve and a second air supply rear air valve are arranged on both sides of the inlet of the second air supply channel; the return air valve includes a first return air front air valve and a first return air rear air valve arranged on both sides of the outlet of the first return air channel, and a second return air front air valve and a second return air rear air valve on both sides of the outlet of the second return air channel; the connecting air valve includes a front connecting ventilation valve arranged in the front connecting air duct and a rear connecting ventilation valve arranged in the rear connecting air duct; the central air valve is arranged at the connection between the side opening of the return air box and the side opening of the return air chamber.

[0007] The air supply channel is arranged on the top side of the car and extends from the front end to the rear end of the car. The shape of the inlet is rectangular, and the air supply outlet is a strip grille; the shape of the outlet is rectangular, and the return air outlet is equipped with a grille-type protective filter; the return air chamber is arranged at the top center of the car; the return air box is square, and the side opening of the return air box is rectangular.

[0008] The cross-sectional area of ​​the air supply channel decreases proportionally from the middle portion close to the air conditioner to the two ends away from the air conditioner.

[0009] An air-conditioning system includes an air conditioner, the above-mentioned air-conditioning supply and return air structure, and a command input panel, a detection module, a control device, and a body temperature calculation module. The detection module includes a temperature detection module, a humidity detection module, and a light detection module. The body temperature calculation module is used to calculate the temperature and humidity data obtained by the temperature detection module and the humidity detection module. The command input panel is used by the driver to input commands to the control device. The control device includes an interaction module, a decision module, a deployment module, a control module, and a storage module. The control device is used to receive data from the body temperature calculation module and the detection module. The control module controls the opening or closing of each air valve by driving a motor.

[0010] A control method for the air-conditioning system adopts the above-mentioned control method, the control method includes control methods for different working modes, the working mode includes a normal mode, and the control method for the normal mode includes: in a first phase, the front air valve of the first supply air channel, the rear air valve of the second supply air channel, the rear air valve of the first return air channel and the front air valve of the second return air are turned to an open state, and the other air valves are turned to a closed state; in a second phase, the rear air valve of the first supply air channel, the front air valve of the second supply air channel, the front air valve of the first return air and the rear air valve of the second return air are turned to an open state, and the other air valves are turned to a closed state; and the time of the first phase and the second phase are the same.

[0011] The working mode also includes a peak mode, and the control method of the peak mode includes: in the first phase, the front air valve of the first supply air channel, the front air valve of the second supply air channel, the rear air valve of the first return air channel, and the rear air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the rear air valve of the second supply air channel, the front air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase is greater than the time of the second phase.

[0012] The working mode also includes a strong and weak cooling mode, and the control method of the strong and weak cooling mode includes: in the first phase, the front air valve of the first air supply channel, the front air valve of the second air supply channel, the rear air valve of the first return air channel, and the rear air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first air supply channel, the rear air valve of the second air supply channel, the front air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase is less than the time of the second phase. The working mode also includes a light adaptation mode, and the control method of the light adaptation mode includes: the connecting air valve is turned to the open state to connect the airflow of the first air supply channel and the second air supply channel.

[0013] The working mode also includes an automatic mode, and the control method of the automatic mode includes: while executing the current working mode, the control device confirms whether to switch to other working modes based on decision condition data.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] (1) When the working mode is normal mode, in the two phases of a cycle, the cold air flow is sent out from the air supply port of the air supply channel on one side of the bus and returns to the return air port of the return air channel on the other side, basically flowing through the left and right horizontal spans of the entire bus. The air flow goes down more thoroughly, mixes better with the air in the bus, and has a more uniform cooling effect. Especially at a relatively small air supply speed, compared with the existing technical solution in which part of the cold air will quickly flow back to the nearby return air port, resulting in low cooling efficiency, the technical solution of the present invention can better achieve cooling of the middle and lower part of the space where passengers are located under the same air supply volume, with higher utilization rate of cold capacity and better cooling effect, thereby saving energy and reducing emissions. In the two phases of a cycle, the positions of the supply and return air vents are different. In the first phase, one side serves as the supply vent, while the second phase serves as the return vent. Similarly, in the first phase, the other side serves as the return vent. After multiple cycles of cyclic control, the cooling capacity received by both sides is always the same, and the temperature difference is controlled within a very small range. This can compensate for the temperature difference between the two sides of the space caused by one side supplying air and the other side returning air during a certain period of time in a cycle, achieving better air conditioning uniformity. The continuously switching supply and return air flow organization can also effectively avoid the convection dead zone phenomenon caused by long-term stable air supply in confined spaces, and has a better effect on improving air quality.

[0016] (2) When the working mode is peak mode, by differentially allocating the air supply time to the front and rear parts within a cycle, the cooling capacity delivered to the front of the bus is controlled to be greater than that to the rear of the bus within a cycle. This can adapt to the situation during peak hours where the cooling demand at the front of the bus is higher than that at the rear due to the large space at the front of the bus, crowded standing passengers, frequent door opening and closing, and longer door opening and closing times, thereby ensuring a balanced comfort level for the front and rear passengers.

[0017] (3) When the working mode is strong or weak cooling mode, by differentially allocating the air supply time to the front and rear parts of the interior space within a cycle, the cooling amount delivered to the rear of the car is controlled to be greater than that to the front of the car within a cycle. This allows a large number of elderly people riding the bus to be in a relatively comfortable temperature condition, while the higher cooling requirements of young and middle-aged people can also be met by actively choosing seats in the strong cooling zone.

[0018] (4) When the working mode is the light adaptation mode, the ventilation valve is turned to the open state to achieve uneven distribution of cooling capacity on both sides of the vehicle within one cycle, so that passengers on the side that receives extra heat due to direct sunlight can receive a relatively greater cooling effect, thereby maintaining a balance in the comfort level on both sides of the vehicle.

[0019] (5) The present invention realizes more flexible control of the supply and return air by designing the air-conditioning supply and return air structure for buses, while not placing more requirements on the bus air-conditioner. It is basically compatible with the existing bus space structure and on-board air-conditioning equipment, and the corresponding cost of improving the supply and return air is relatively low. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a plan view of the air supply and return structure of the present invention;

[0021] Figure 2 It is a three-dimensional schematic diagram of a part of the air supply and return structure of the present invention;

[0022] Figure 3 This is a schematic diagram of the position distribution of the air valves in the air supply and return structure of the present invention;

[0023] Figure 4 It is a schematic diagram of the location of buses;

[0024] Figure 5 It is a structural schematic diagram of the air-conditioning system of the present invention;

[0025] Figure 6 Schematic diagram of the airflow organization changes in the front space of the vehicle during one cycle in Example 1;

[0026] Figure 7 1 is a diagram showing the relationship between the damper status and the cycle time in Example 1.

[0027] Among them, 11 is the first air supply channel, 12 is the second air supply channel, 111 is the front section of the first air supply channel, 112 is the middle section of the first air supply channel, 113 is the rear section of the first air supply channel, 121 is the front section of the second air supply channel, 122 is the middle section of the second air supply channel, 123 is the rear section of the second air supply channel, 21 is the first return air channel, 22 is the second return air channel, 211 is the front section of the first return air channel, 212 is the middle section of the first return air channel, 213 is the rear section of the first return air channel, 221 is the front section of the second return air channel, 222 is the middle section of the second return air channel, 223 is the The rear section of the second return air channel, 231 is the first return air box, 232 is the second return air box, 24 is the return air chamber, 311 is the first supply air front air valve, 312 is the first supply air rear air valve, 313 is the second supply air front air valve, 314 is the second supply air rear air valve, 321 is the first return air front air valve, 322 is the first return air rear air valve, 323 is the second return air front air valve, 324 is the second return air rear air valve, 325 is the first central air valve, 326 is the second central air valve, 341 is the front ventilation valve, 342 is the rear ventilation valve, 41 is the front connecting channel, and 42 is the rear connecting channel. DETAILED DESCRIPTION

[0028] The present invention will be further described below with reference to the accompanying drawings and examples.

[0029] In this description, the "front" of a bus refers to the end of the bus where the driver and the entrance door are located, which is also the direction the bus generally travels forward. The "rear" of a bus refers to the end of the bus opposite the "front," where there are more rows of seats and the end of the aisle, which is also the direction the bus travels when reversing. The "top" of a bus refers to the surface-related structures parallel to the ground, away from the tires and facing the sky when the bus is normally on the ground. The "up" of a bus refers to the space within the bus away from the tires and near the roof. The "right" of a bus refers to the direction perpendicular to the front-to-back direction, with the driver's body as the reference point and the center aisle as the dividing line, which is closer to the "right side" of the driver's reference frame. Generally, buses have doors on the right side for passengers to get on and off. The "left" refers to the direction opposite to the "right." Generally, buses have the driver's seat and "special seats for the elderly, the weak, the sick, and the disabled" on the left side. The "side" direction is the direction with the aisle in the bus as the central axis, biased towards the seats on both sides, and closer to the bus windows and other surfaces.

[0030] The present invention provides a bus air conditioning air supply and return structure, such as Figures 1 to 4As shown, the air-conditioning supply and return air structure is arranged at the top of the bus compartment, and the air-conditioning supply and return air structure includes: an air supply channel, the air supply channel includes a first air supply channel 11 and a second air supply channel 12 symmetrically arranged on both sides of the top of the compartment, the middle upper ends of the first air supply channel 11 and the second air supply channel 12 are provided with an inlet connected to the air outlet of the air conditioner, and the lower ends of the first air supply channel 11 and the second air supply channel 12 are provided with an air supply outlet; a return air channel, the return air channel includes a first return air channel 21 adjacent to the first air supply channel 11, and a second return air channel 22 adjacent to the second air supply channel 12, the sides of the first return air channel 21 and the second return air channel 22 are provided with outlets, and the first return air channel 21 and the second return air channel 22 are provided with outlets. The lower ends of the air duct 21 and the second return air duct 22 are both provided with return air outlets; a return air cavity 24, the openings on both sides of the return air cavity are respectively connected to the outlets of the first return air duct 21 and the second return air duct 22, the upper end opening of the return air cavity 24 is connected to the air intake of the air conditioner, the side openings of the return air cavity 24 are connected to the side openings of the return air box, and the return air box is provided with a lower end opening, and the return air box includes a first return air box 231 and a second return air box 232 symmetrically connected on both sides of the return air cavity; a connecting air duct, the connecting air duct includes a front connecting air duct 41 connecting the front end of the first air supply channel 11 and the front end of the second air supply channel 12, and the rear end of the first air supply channel 11 is connected to the rear end of the second air supply channel 12 The rear connected ventilation duct 42; an air valve group, the air valve group is driven by a motor, the air valve group includes an air supply air valve, a return air valve, a connecting air valve, and a central air valve, the air supply air valve is used to control the air intake of the air conditioner through the inlet, the return air valve is used to control the air outflow of the return air chamber 24 through the outlet, and the connecting air valve is used to connect the first air supply channel and the second air supply channel; the air supply air valve includes a first air supply front air valve 311 and a first air supply rear air valve 312 provided on both sides of the inlet of the first air supply channel 11, and a second air supply front air valve 313 and a second air supply rear air valve 314 provided on both sides of the inlet of the second air supply channel 12; the return air valve is included in the first return The air duct 21 is provided with a first return air front air valve 321 and a first return air rear air valve 322 on both sides of its outlet, and the second return air front air valve 323 and the second return air rear air valve 324 are provided on both sides of its outlet in the second return air duct 22; the connecting air valves include a front connecting ventilation valve 341 provided in the front connecting air duct 41 and a rear connecting ventilation valve 342 provided in the rear connecting air duct 42; the central air valve is provided at the connection between the side opening of the return air box and the side opening of the return air cavity, and the central air valve includes a first central air valve 325 provided at the connection between the first return air box 231 and the return air cavity 24 and a second central air valve 326 provided at the connection between the second return air box 232 and the return air cavity 24.

[0031] Each air supply channel is divided into three sections: front, middle and rear by the air supply valve. Specifically, the first air supply channel 11 is divided into a first air supply channel front section 111, a first air supply channel middle section 112 and a first air supply channel rear section 113 by the first air supply front air valve 311 and the first air supply rear air valve 312. The second air supply channel 12 is divided into a second air supply channel front section 121, a second air supply channel middle section 122 and a second air supply channel rear section 113 by the second air supply front air valve 323 and the second air supply rear air valve 324. 23; Each return air channel is divided into three sections by the return air valve. Specifically, the first return air channel 21 is divided into the first return air channel front section 211, the first return air channel middle section 212, and the first return air channel rear section 213 by the first return air front air valve 321 and the first return air rear air valve 322. The second return air channel 22 is divided into the second return air channel front section 221, the second return air channel middle section 222, and the second return air channel rear section 223 by the second return air front air valve 323 and the second return air rear air valve 324.

[0032] Preferably, the air supply duct is arranged on the top side of the vehicle compartment and extends from the front end to the rear end of the vehicle compartment. The inlet is arranged in the middle of the air supply duct, the inlet is in the shape of a rectangle, and the air supply outlet is a bar grille. The outlet is arranged in the middle of the return air duct, the outlet is in the shape of a rectangle, and the return air outlet is equipped with a grille-type protective filter. The return air chamber is arranged at the top center of the vehicle compartment. The return air box is square, and the side opening of the return air box is in the shape of a rectangle. The design of the inlet allows the cold air to flow into the air supply duct through the inlet and supply air to various places in the vehicle compartment. The design of the outlet allows the air returning from the return air duct to flow back to the return air chamber through the outlet. The side opening of the return air box allows the air returning from the return air box to flow back to the return air chamber through the opening of the return air box. Furthermore, in order to balance the reduction in return air pressure difference caused by the structures of the first return air channel and the second return air channel, a small fan can be installed above the return air cavity to provide return air suction to assist air return flow, and adjust the speed according to actual conditions.

[0033] Preferably, the cross-sectional area of ​​the air supply duct decreases proportionally from the middle portion near the air conditioner to the ends away from the air conditioner. This balances pressure and achieves a certain degree of uniform air supply from front to back. The cross-sectional area of ​​the middle section of the air supply duct is larger than the cross-sectional areas of the front and rear sections of the air supply duct. The cross-sectional areas of the front and rear sections of the air supply duct gradually increase from farther away from the middle section to closer to the middle section, until they reach the same cross-sectional dimensions as the middle section of the air supply duct, where they then connect to the middle section to achieve a smooth transition of airflow.

[0034] The size of each air valve of the present invention is adapted to the cross-sectional size of the corresponding channel. Specifically, the air valve rotates in the channel around the axis of its connection position to adjust the amount of air that can enter. When the blades of the air valve rotate to be completely perpendicular to the upper and lower walls of the channel, the amount of air that can enter the channel per unit time is almost zero, and the channel is in a closed state. When the blades of the air valve rotate to be completely parallel to the upper and lower walls of the channel, the amount of air that can enter the channel per unit time is almost the same as when no air valve is provided, and the channel is in an open state.

[0035] The present invention also provides an air conditioning system, such as Figure 5 As shown, it includes an air conditioner, the above-mentioned air conditioning supply and return air structure, and also includes a command input panel, a detection module, a control device, and a body temperature calculation module. The detection module includes a temperature detection module, a humidity detection module, and a light detection module. The body temperature calculation module is used to calculate the temperature and humidity data obtained by the temperature detection module and the humidity detection module. The command input panel is used by the driver to input commands to the control device. The control device includes an interaction module, a decision module, a deployment module, a control module, and a storage module. The control device is used to receive data from the body temperature calculation module and the detection module. The control module controls the opening or closing of each air valve by driving the motor.

[0036] The detection module includes a first supply air temperature sensor and a first supply air humidity sensor located in the middle of the first supply air channel, a second supply air temperature sensor and a second supply air humidity sensor located in the middle of the second supply air channel, and a return air temperature sensor and a return air humidity sensor located in the return air cavity. A total of six sensors are detected every time T s Output the detection data of temperature and humidity once, among which the first supply air temperature sensor outputs the current measured first supply air temperature t1, the first supply air humidity sensor outputs the current measured first supply air humidity h1, the second supply air temperature sensor outputs the current measured second supply air temperature t2, the second supply air humidity sensor outputs the current measured second supply air humidity h2, and the return air temperature sensor outputs the current measured return air temperature t b , the return air humidity sensor outputs the current measured return air humidity h b The above sensors output data to the body temperature calculation module synchronously at the same time. The detection module also includes a light detection module, which includes light sensors installed on both sides of the vehicle.

[0037] The sensible temperature calculation module calculates the current measured first sensible supply air temperature t1 according to the current measured first supply air temperature t1 and the current measured first supply air humidity h1. g1 Calculate the current measured second sensible air supply temperature t according to the current measured second air supply temperature t1 and the current measured second air supply humidity h1 g2 ; According to the current measured return air temperature tb and the current measured return air humidity h b Calculate the current measured perceived return air temperature t gb .

[0038] The present invention also provides a control method for the above-mentioned air-conditioning system, and the control method includes control methods for different working modes.

[0039] To better represent the control process, similar to how intersection signal control allocates different travel times for each road within a signal cycle, the present invention allocates the duration of use of each supply and return air duct segment within a cycle for the air supply and return air control method of an air conditioning system. The time period between two consecutive times when the control module outputs control instructions to the air valve is defined as a supply / return air phase, or simply a phase. The control instructions output by the control module to the air valve within a cycle are divided into different phases. The different phases are referred to as the first phase, the second phase, the third phase, the fourth phase, and so on, according to their temporal order within a cycle.

[0040] The control method includes control methods for different working modes, and the working mode includes a normal mode. The control method for the normal mode includes: in the first phase, the front air valve of the first supply air channel, the rear air valve of the second supply air channel, the rear air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the front air valve of the second supply air channel, the front air valve of the first return air, and the rear air valve of the second return air are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase and the second phase are the same.

[0041] The working mode also includes a peak mode, and the control method of the peak mode includes: in the first phase, the front air valve of the first supply air channel, the front air valve of the second supply air channel, the rear air valve of the first return air channel, and the rear air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the rear air valve of the second supply air channel, the front air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase is greater than the time of the second phase.

[0042] The working mode also includes strong and weak cooling modes, and the control method of the strong and weak cooling modes includes: in the first phase, the front air valve of the first supply air channel, the front air valve of the second supply air channel, the rear air valve of the first return air channel, and the rear air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the rear air valve of the second supply air channel, the front air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase is less than the time of the second phase.

[0043] The working mode also includes a light adaptation mode, and a control method for the light adaptation mode includes: turning the connecting air valve to an open state to connect the airflow of the first air supply channel and the second air supply channel.

[0044] The operating modes also include an automatic mode. The control method for the automatic mode includes: while executing any of the above operating modes, the control device determines whether to switch to another operating mode based on decision condition data. The decision condition data includes time data (24-hour format) obtained through connection with other on-board systems, the number of boarding passengers and the corresponding time, the number of senior citizen card boardings and the corresponding time, the air conditioning operating target temperature, and data obtained by the detection module.

[0045] The working mode also includes a full air supply mode, in which all air supply valves and central air valves are opened and other air valves are closed.

[0046] Example 1

[0047] The control method of the normal mode includes the following steps:

[0048] S101: In the first phase, at 0 sec after the cycle starts, the control device controls the first air supply front air valve and the second air supply rear air valve to be turned to the open state, and controls the first air supply rear air valve and the second air supply front air valve to be turned to the closed state. Specifically, the control device controls the execution motor of the air volume regulating valve to rotate the blades of each air valve to achieve the desired opening and closing state, so that the cold air flow entering the middle section of the first air supply channel from the air inlet of the middle section of the first air supply channel does not enter the rear section of the first air supply channel, but can be sent into the bus from the various bar grille air outlets of the front section of the first air supply channel, and the cold air flow entering the middle section of the second air supply channel from the air outlet of the middle section of the second air supply channel does not enter the front section of the second air supply channel, but can be sent into the bus from the various bar grille air outlets of the rear section of the second air supply channel;

[0049] The control device controls the first return air rear air valve and the second return air front air valve to be turned to the open state, and controls the first return air front air valve and the second return air rear air valve to be turned to the closed state, so that the air returning to the air conditioner is drawn into the bus from the return air outlets of the first return air duct front section and the second return air duct rear section, and the return air outlets of the first return air duct rear section and the second return air duct front section do not draw in the bus air. The control device controls the connecting air valve and the central air valve to be turned to the closed state, and the connecting air valve and the central air valve remain in the closed state throughout the entire cycle thereafter;

[0050] S102: In the period of 0 seconds after the cycle starts, at time T c The control module receives the data of the cycle length T of the current cycle calculated by the allocation module. It can be guaranteed that

[0051] S103: The opening and closing process of the air valve lasts for about 5 seconds. The cycle begins During this time period, the control device does not issue any control instructions to the actuator of the air valve, and the air valve remains in its current state. T is the duration of the current cycle.

[0052] S104: Cycle starts When the air conditioner enters the second phase, the control device controls the first air supply front air valve and the second air supply rear air valve to be closed, and controls the first air supply rear air valve and the second air supply front air valve to be opened. The control device controls the first return air rear air valve and the second return air front air valve to be closed, and controls the first return air rear air valve and the second return air front air valve to be opened.

[0053] S105: The opening and closing process of the air valve lasts for about 5 seconds. The cycle begins During the time period, the control device does not issue any control instructions to the actuator of the air valve, and the air valve maintains its current state.

[0054] In the next cycle, the steps are the same as above, except that in S102, within the period of 0 sec after the cycle starts, at time T c , the control module receives data of the cycle duration T' of the current cycle calculated by the allocation module.

[0055] Comparison of airflow organization in two phases within a cycle, such as Figure 6 As shown in the figure, taking the front space of a bus as an example, the two airflow organizations are constantly changing, with the airflow supplying from one side and returning to the other side, so that the cold airflow can cool the middle and lower space of the bus where the passengers are located. The change law of the air valve state in a cycle is as follows: Figure 7 shown.

[0056] In S102, the sub-control method for the allocation module to calculate the cycle durations T and T' includes the following sub-steps:

[0057] SA01: The deployment module obtains from the decision module whether the current working mode is normal mode. If so, it continues to execute the following steps. If not, it ends the control process.

[0058] SA02: The allocation module sends a control instruction to the body temperature calculation module to control the body temperature calculation module to execute the temperature calculation algorithm executed when the supply and return air mode is the normal mode;

[0059] SA03: The body temperature calculation module obtains t1, h1, t2, h2, t from the detection module b 、h b ;

[0060] SA04: The sensory temperature calculation module is set every time T s , calculate t through t1 and h1 g1 , through t b 、h b Calculate t gb ;

[0061] SA05: The sensory temperature calculation module is set every time T s , according to t g1 , t g2 , take the average of the two to get the current average measured body temperature t gi ;

[0062] SA06: The sensory temperature calculation module is set every time T s When receiving sensor data, the current phase in the current cycle and the start time of the current phase T are obtained from the allocation module. x , and according to the phase timestamp information, read the last output sensible return air temperature value t of the previous phase stored temporarily mo ;

[0063] SA07: Based on the obtained time information, calculate {a} represents the largest integer not less than a, and the order number n of the sensor data received in the current phase is obtained, that is, the nth reception;

[0064] SA08: If n=1, the sensible temperature calculation module calculates the current output sensible return air temperature t o =k1·t mo +k2·t gb , where k1 and k2 satisfy k1=f(T x ), k2=1-k1, where k1 varies with T xIncreases monotonically, k2 decreases with T x The increase is monotonically increasing, and k1, k2∈(0,1). If n>1, read the last time, T x -T s The current measured return air temperature t gb ", that is, n-1 times of measured perceived return air temperature t lb , and T x The current measured return air temperature t received at the moment gb , subtract the measured return air temperature difference Δt=|t lb -t gb |,f(T x ) will be adjusted according to a certain functional relationship with the current cycle time T, so that when n = 2, k1 = 2, and when k1 = 0, the corresponding

[0065] SA09: If n=2, the sensible temperature calculation module calculates the current simulated sensible return air temperature t sb =t mo -Δt, if n>2, first read the current simulated return air temperature t sb , that is, for time n, it is the previous simulated body temperature t sb ′, then calculate the current simulated body-felt return air temperature t at time n sb =t sb ′-Δt;

[0066] SA10: If n>1, the sensible temperature calculation module calculates the current output sensible return air temperature t o =k1·t sb +k2·t gb , where k1 and k2 are the same as when n=1, and both satisfy k1=f(T x ), k2=1-k1, where k1 varies with T x Increases monotonically, k2 decreases with T x The increase is monotonically increasing;

[0067] SA11: Calculate the current output sensible return air temperature t o Compared with the current measured return air temperature t gb The difference t d , t d =|t o -t gb |, when t d ≤Permitted difference range t k When the front output sensible return air temperature t o = Current measured return air temperature t gb ;

[0068] SA12: If the last output sensible return air temperature value of the previous phase cannot be read, mo , that is, this phase is the first phase of the first cycle in normal mode, then the actual measured return air temperature t gb Output sensible return air temperature t o ;

[0069] SA13: When the allocation module determines that a cycle T has ended, it reads the output sensible return air temperature t of the last output of the cycle that just ended. o , and the current average measured body temperature t gi Calculate the supply and return air temperature difference Δt i , Δt i =|t o -t gi |, according to the supply and return air temperature difference Δt i The length of the adjustment cycle T, the mathematical relationship between T and Δt is as follows:

[0070] T=T0+log a (kΔt+b)

[0071] SA14: The deployment module outputs the new cycle T to the control module. From the end of the previous cycle, that is, the start of the new cycle 0 seconds, to the deployment module outputting the new cycle T data, it takes T c Since the output data process is calculated by electronic equipment, generally T c <3sec, and generally T min >30sec, generally T c <<T.

[0072] Where T0 is the minimum cycle duration, k, b, and a are function parameters. If k < 0, T will be minimized at T0 and increase as Δt decreases. These parameters need to be adjusted based on the actual conditions, such as the spatial information corresponding to different bus models.

[0073] Because the control method of continuously switching the supply and return air ducts within a cycle constantly changes the location of the return air from each area within the vehicle. For each phase, the return air location in the subsequent phase corresponds to the supply air location in the previous phase. This can cause significant temperature fluctuations in the return air chamber after switching the return air duct's return air outlet during the initial cooling period, when the temperature fluctuates rapidly. If this significant temperature fluctuation were directly output to the control device and air conditioning system as a measurement result, it would significantly impact the operation of systems that are sensitive to return air temperature in a short period of time, resulting in unnecessary adjustments and increased system instability. Therefore, this output temperature algorithm ensures a smooth transition of the output return air temperature from the measured temperature in the previous phase to the measured temperature in the next phase, providing a more objective, comprehensive, and reasonable assessment of the overall vehicle interior temperature. By adjusting the cycle time within each cycle, the temperature differences between different locations within a given time interval, caused by different air supply time periods, can be controlled to a certain level. Furthermore, when the interior temperature is stable and uniform, the number of damper rotations during the cycle change is reduced, further reducing energy consumption and emissions.

[0074] Example 2

[0075] The above-mentioned peak mode control method comprises the following steps:

[0076] S201: The cycle begins at 0 seconds and enters the first phase. The control module issues control commands to each air valve, causing the first supply air front valve, the second supply air front valve, the first return air rear valve, and the second return air rear valve to be turned to the open state, and the first supply air rear valve, the second supply air rear valve, the first return air front valve, and the second return air front valve to be turned to the closed state. Air is supplied to the bus from the front sections of the two supply air ducts, but not from the rear sections of the two supply air ducts. Air is supplied to the bus from the rear sections of the two supply air ducts, but not from the front sections of the two return air ducts. In addition, the connecting air valve and the central air valve are controlled to be turned to the closed state, and remain closed throughout all cycles in the peak mode.

[0077] S202: In the period after the 0th second of the cycle start, at time T c The control module receives the data of the cycle duration T of the current cycle and the first phase duration T1 and the second phase duration T2 calculated by the allocation module. It can be guaranteed that T c <T1, T=T1+T2;

[0078] S203: The damper opening and closing process lasts for about 5 seconds. During the period (T1-5) seconds after the damper is closed, that is, from 5 seconds to T1 seconds at the beginning of the cycle, the control device does not issue a control command to the damper actuator, and the damper remains in its current state.

[0079] S204: At T1 seconds after the cycle begins, the second phase begins. The control module controls the first supply air front air valve, the second supply air front air valve, the first return air rear air valve, and the second return air rear air valve to switch from an open state to a closed state, and the first supply air rear air valve, the second supply air rear air valve, the first return air front air valve, and the second return air front air valve to switch from a closed state to an open state.

[0080] S205: The damper opening and closing process lasts for about 5 seconds. During the following period T2-5 seconds, i.e., the period from T1-5 seconds to T seconds after the start of the cycle, the control device does not issue any control instructions to the damper actuator, and the damper remains in its current state.

[0081] S206: The cycle starts Tsec, the current cycle ends, and the next cycle starts, and S201 to S206 are repeated. The difference between the next cycle and the previous cycle is that T is adjusted to the newly calculated T', T1 and T2 are adjusted to the newly calculated T1' and T2', and the duration of each phase is different.

[0082] In S202, the allocation module calculates the cycle duration T, and the sub-control method of the first phase duration T1 and the second phase duration T2, including the following sub-steps:

[0083] SB01: The dispatching module obtains information from the decision module regarding whether the current supply and return air mode is the peak mode. If so, the following steps are continued; if not, the control process ends.

[0084] SB02: The allocation module sends a control instruction to the body temperature calculation module to control the body temperature calculation module to execute the temperature calculation algorithm executed when the supply and return air mode is the peak mode;

[0085] SB03 to SB07: Same process as SA04 to SA07;

[0086] SB08: If n=1, the sensible temperature calculation module calculates the current output sensible return air temperature t o =k1·t mo +k2·t gb , where k1 and k2 satisfy k1=f(T x ), k2=1-k1, where k1 varies with T x Increases monotonically, k2 decreases with T x The increase is monotonically increasing, and k1, k2∈(0,1). If n>1, read the last time, T x -T s The current measured return air temperature t gb ", that is, n-1 times of measured perceived return air temperature t lb , and T xThe current measured return air temperature t received at the moment gb , subtract the measured return air temperature difference = |t lb -t gb |,f(T x ) will be adjusted according to a certain functional relationship with the current cycle time T, so that when n = 1, k1 = 1, and when k1 = 0.5, the corresponding When k1 = 0.3, it corresponds to

[0087] SB09: If n=2, the sensible temperature calculation module calculates the current simulated sensible return air temperature t sb =t mo -Δt, if n>2, first read the current simulated return air temperature t at time n-1 sb , that is, for time n, it is the previous simulated sensible return air temperature t′ sb , then calculate the current simulated body temperature t at time n sb =t′ sb -Δt;

[0088] SB10: If n>1, the sensible temperature calculation module calculates the current output sensible return air temperature t o =k1·t sb +k2·t gb , where k1 and k2 are the same as when n=1, and both satisfy k1=f(T x ), k2=1-k1, where k1 varies with T x Increases monotonically, k2 decreases with T x The increase is monotonically increasing;

[0089] SB11: Calculate the current output sensible return air temperature t o Compared with the current measured return air temperature t gb The difference t d , t d =|t o -t gb |, when t d ≤Permitted difference range t k When the front output sensible return air temperature t o = Current measured return air temperature t gb ;

[0090] SB12: If the last output sensible return air temperature value of the previous phase cannot be read, mo , that is, this phase is the first phase of the first cycle in normal mode, then the actual measured return air temperature t gb Output sensible return air temperature t o ;

[0091] SB13: When the allocation module determines that a cycle T has ended, it reads the output sensible return air temperature t of the last output of the cycle that just ended. o , and the current average measured body temperature t gi Calculate the supply and return air temperature difference Δt i , Δt i =|t o -t gi |, according to the supply and return air temperature difference Δt i Adjust the time length of the cycle T. The mathematical relationship between T and Δt is as follows:

[0092] T=T0+log a (kΔt+b)

[0093] SB14: The deployment module outputs the new cycle T to the control module. From the end of the previous cycle, that is, the start of the new cycle 0 seconds, to the deployment module outputting the new cycle T data duration T c ; Since the output data process is calculated by electronic equipment, generally T c <3sec, and generally T min >30sec, generally T c <<T;

[0094] SB15: Starts at the same time as SB13. When the first measured return air temperature t of a new cycle is read, gb 1 When the last measured temperature t is read, mg , calculate the temperature change rate k=(t gb 1 -t mg ) / T s , read the nth measured return air temperature t in a new cycle gb n When (n≥2), calculate the temperature change rate k=(t gb n -t gb n-1 ) / T s , t gb n-1 T s The n-2th measured return air temperature read before time;

[0095] SB16:k t is the temperature measurement stability threshold, and |k|≤k t Is it true? If so, read the current measured return air temperature t gb , as the stable initial measured sensible return air temperature t wb, calculate the difference in perceived temperature between the front and rear spaces Δt k , Δt k = the actual body temperature detected last time in the previous cycle t mg -Stable initial measured perceived return air temperature t wb ;

[0096] SB17: In a period T, the proportional relationship between T1 and T2 is determined by the unevenness coefficient m. After calculating the difference in perceived temperature between the front and rear spaces after the previous cycle, Δt k Then, according to m=g(Δt k , T), according to the difference in perceived temperature between the front and rear spaces Δt k , the new cycle length T, calculate the new cycle m, and then calculate the duration of the two phases T1 and T2, and send it to the control module by the allocation module. k >Δt 许可 When m increases accordingly, Δt k <-Δt 许可 When T is very large or very small, the range of change of m will be narrowed.

[0097] Where T0 is the shortest cycle duration, k, b, and a are function parameters, and if k < 0, T will be at its minimum at T0 and increase as Δt decreases. These parameters need to be adjusted based on the actual conditions, such as the spatial information corresponding to different bus models.

[0098] In the above formula, 2≤m≤10, so T1≥T2. This unbalanced time distribution causes the cumulative amount of cold air delivered to the front of the bus compartment to be significantly more than that to the rear of the bus over the cycle time length.

[0099] During peak bus travel times, when buses are packed and full, with standing passengers filling the cabin, the front compartment has a significantly higher passenger density than the rear seats due to fewer seats and more standing room, necessitating a greater cooling requirement. Secondly, the rear compartment, due to its raised floor structure, is vertically shorter than the front, requiring less cooling space. Thirdly, during peak travel times, with many passengers boarding and alighting, the front and rear doors remain open longer than during off-peak hours, resulting in significant heat exchange and cooling losses. Fourthly, the proportion of standing passengers is higher in the front compartment than in the rear, and the need for cooling and ventilation is higher when standing than when seated. This results in a greater need for cooling air in the front compartment than in the rear. This peak-time supply and return air control method ensures that the distribution of air conditioning cooling capacity within the bus is more consistent with actual cooling needs.

[0100] Example 3

[0101] The control method of the strong and weak cooling modes includes the following specific steps:

[0102] Steps S301 to S306 are the same as the process of S201 to S206.

[0103] In S302, the allocation module calculates the cycle duration T, and the sub-control method of the first phase duration T1 and the second phase duration T2, including the following steps:

[0104] SC01: The allocation module obtains from the decision module whether the current supply and return air mode is the strong or weak cooling mode. If so, it continues to execute the following steps. If not, it ends the control process.

[0105] SC02: The allocation module sends a control instruction to the body temperature calculation module to control the body temperature calculation module to execute the temperature calculation algorithm when the supply and return air mode is the strong or weak cooling mode;

[0106] SC03~SC07: Same as SB03~SB07;

[0107] SC08: Based on the acquired time information, when a new phase is detected, that is, when n=2, the actual return air temperature t received last time in the same phase of the previous cycle is read. sg , read the first measured return air temperature t of the new phase gb 1 When the last measured body temperature t is read, mg , calculate the temperature change rate k=(t gb 1 -t mg ) / T s , read the nth measured return air temperature t in a new cycle gb n When (n≥2), calculate the temperature change rate k=(t gb n -t gb n-1 ) / T s , t gb n-1 T s The n-2th measured return air temperature read before time;

[0108] SC09:k t is the temperature measurement stability threshold, and |k|≤k t Is it true? If so, read the current measured return air temperature t gb , as the stable initial measured sensible return air temperature t wb , according to the stable initial measured body temperature twb The actual perceived return air temperature t received last time in the same phase as the previous cycle sg , the independent variable is time T x , the linear equation h(T x ), the simulated temperature t in the cooling zone can be obtained mn , that is, t mn =h(T x );

[0109] SC10: The sensory temperature calculation module calculates the current output sensory return air temperature t o =k1·t mn +k2·t gb , where k1 and k2 satisfy k1=f(T x ), k2=1-k1, where k1 varies with T x Increases monotonically, k2 decreases with T x The increase is monotonically increasing, and k1, k2∈(0,1), f(T x ) will be adjusted according to a certain functional relationship with the current cycle time T, so that when n = 1, k1 = 1, and when k1 = 0.6, the corresponding When k1 = 0.4, it corresponds to

[0110] SC11: When the sensory temperature calculation module detects the end of a phase and the beginning of a new phase, it calculates the sensory temperature difference Δt between the front and rear spaces. k , Δt k = the actual body temperature t detected last time in the previous phase mg - This phase stabilizes the initial measured return air temperature t wb ;

[0111] SC12: When the sensory temperature calculation module detects the end of a cycle and a new cycle begins, it calculates the sensory temperature difference Δt between the front and rear spaces. k , and then read the calculated value at the beginning of the previous phase k3<k4, k3+k4=1; read the output sensible return air temperature t of the last output of the cycle just ended o , and the current average measured body temperature t gi Calculate the supply and return air temperature difference Δt i , Δt i =|t o -t gi |; Same as SB12, get the new cycle length T;

[0112] sC13: As in sB17, according to the mathematical relationship m=g'(Δt k均, T) calculate the uneven coefficient of the return air, where m is opposite to SB17, m < 2. Calculate the m of the new cycle, and then calculate the duration of the two phases T1 and T2, and send it to the control module by the deployment module. Among them, Δt k均 >Δt max When m increases accordingly, Δt k均 <Δt min When T is very large or very small, the range of change of m will be narrowed.

[0113] In this way, according to the measured Δt k均 The size of the cooling mode is used to judge the difference in cooling effect between the front and rear parts of the vehicle under strong and weak cooling modes. By adjusting the difference in cooling capacity allocated to the front and rear parts during the cycle, a controllable temperature difference between the front and rear parts is formed to meet the required strong cooling and weak cooling differences, thereby meeting the reasonable needs of the middle-aged and elderly people who make up a large proportion of bus passengers and have low requirements for air conditioning or are even sensitive to cold air, as well as other people in a relatively weak state who need to be protected.

[0114] The difference between the strong and weak cooling modes and the peak mode is that the temperature in the rear of the car is lower and controllable than that in the front. Because the top and bottom distance of the rear is short and the space is small, there is no additional heat exchange caused by opening and closing doors, so it is easier to form a lower temperature than the front. At the same time, the special seats for the elderly are all located in the middle and front part. In addition, the existence of the phenomenon of giving up seats makes the elderly more inclined to sit in the middle and front part, and the young and middle-aged people more inclined to sit in the rear part. This makes the rear of the car a strong cooling area and the front a weak cooling area, which is more in line with the actual situation.

[0115] Example 4

[0116] The above-mentioned full air supply mode includes the following steps:

[0117] The control module opens the first supply air front valve, the second supply air front valve, the first supply air rear valve, the second supply air rear valve, the first central return air valve, and the second central return air valve; and closes the first return air front valve, the second return air front valve, the first return air rear valve, the second return air rear valve, the front connecting valve, and the rear connecting valve. Once in this mode, all air valves remain in the same state.

[0118] When the target air supply temperature is very different from the measured indoor temperature, the air conditioning power is adjusted to a large value, the air supply volume is large, and the corresponding air supply speed is very high (for example, above 3m / s), the cold air flow can be fully transported to the middle and lower parts of the bus with its large kinetic energy. There is no need to consider the problem of air supply only cooling the middle and upper parts. At this time, the full air supply mode can also achieve more uniform air supply.

[0119] Example 5

[0120] The above-mentioned light adaptation mode includes the following steps:

[0121] S501: The light sensors installed on both sides of the vehicle are r Output light sensor data once;

[0122] S502: Analyze the light sensor data to determine which side is the bright side. If the left side corresponding to the first air supply channel and the first return air channel is determined to be the bright side, execute the following steps. If the right side corresponding to the second air supply channel and the second return air channel is determined to be the bright side, execute the steps in the same order as the following steps, except that "first" in the execution object is changed to "second" and "second" is changed to "first".

[0123] S503: The cycle starts at 0 sec and enters the first phase. The control module controls the first air supply front air valve and the second air supply rear air valve to be opened, and controls the first air supply rear air valve and the second air supply front air valve to be closed, so that the air conditioner does not supply air to the vehicle from the rear section of the first air supply duct and the front section of the second air supply duct; controls the first return air rear air valve and the second return air front air valve to be opened, and controls the first return air front air valve and the second return air rear air valve to be closed, so that the air conditioner does not return air from the front section of the first return air duct and the rear section of the second return air duct. All other air valves remain closed during this phase.

[0124] S504: In the period 0 sec after the cycle starts, at time T c The control module receives the data of the cycle duration T, the first phase duration T1, the second phase duration T2, the third phase duration T3, and the fourth phase duration T4 of the current cycle calculated by the allocation module. It can be guaranteed that T c <T1;

[0125] S505: The damper opening and closing process lasts for about 5 seconds. During the period (T1-5) seconds after the damper is closed, that is, from 5 seconds to T1 seconds at the beginning of the cycle, the control device does not issue a control command to the damper actuator, and the damper remains in its current state.

[0126] S506: The cycle starts T1 sec and enters the second phase. The control module controls the first supply air rear valve to switch from closed to open, controls the first return air rear valve to switch from open to closed, and controls the back-connecting ventilation valve to switch from closed to open. The states of other valves remain unchanged from the first phase.

[0127] S507: The cycle starts at T1+T2 seconds and enters the third phase. The control module controls the first supply air front air valve and the second supply air rear air valve to turn from open to closed, controls the second supply air front air valve to turn from closed to open, controls the first return air front air valve and the second return air rear air valve to turn from closed to open, controls the second return air front air valve and the rear connecting valve to turn from open to closed. The states of other air valves remain unchanged from the second phase.

[0128] S508: The cycle starts at T1+T2+T3 seconds and enters the fourth phase. The control module controls the first supply air front air valve and the front connecting valve to turn from closed to open, and controls the first return air front air valve to turn from open to closed.

[0129] S509: The cycle starts T1+T2+T3+T4sec, i.e. Tsec. The four phases of the first cycle end and the next cycle begins. Steps S502 to S508 are re-executed, and due to the change in light sensor data, T1, T2, T3, and T4 are also updated in the new T.

[0130] S504 involves the calculation of the total duration of each cycle and the duration of each phase. The calculation method of T is basically the same as the process from SA01 to SA14. After calculating T, the compensation air supply coefficient p of the illuminated surface under strong unilateral sunlight is obtained according to the light sensor data obtained in the previous cycle and the algorithm. The greater the difference in solar radiation received by the two sides, the larger p is, and the more cooling energy is delivered to the illuminated side.

[0131] The principle of achieving unbalanced distribution between the left and right sides while maintaining the relevant working conditions of the air conditioner unchanged is that the connecting air valve is opened to connect the air supply ducts on the left and right sides. At this time, the air supply duct on one side needs to supply air from both the front and rear sections, while the air supply duct on the other side needs to supply air from only the front or rear section. At this time, when the total air supply volume on both sides is the same, the air pressure acting on the air supply outlet on the left and right sides is different due to the different sections of the air supply duct being opened. The air supply velocity of the side with only one section open is higher than that of the side with both sections open. When the two are connected, due to the effect of air pressure balance, the side with only one section open will receive the cold air flow from the other side with only one section open, thereby increasing the air supply volume on the side with both sections open and decreasing the air supply volume on the other side with only one section open. Combined with the normal cyclic phase shift, the cooling volume received by one side during a cycle period is higher than that of the other side, theoretically reaching about 1.3 times the original amount. At the same time, the proportion of the time this mechanism is in effect to the duration of the entire cycle, specifically expressed as the compensation coefficient p, is used to control the degree of cooling compensation of one side compared to the other side.

[0132] Example 6

[0133] The above automatic mode includes the following steps:

[0134] S601: After receiving the air conditioner start signal, wait for the selection of the working mode. If no relevant working mode selection instruction is received, execute S101 to S111 of the control method corresponding to the normal mode;

[0135] S602: At the end of each cycle, the decision module obtains light detection data and, through connections with other onboard systems, obtains time data (24-hour format), the number of passengers boarding the bus and the corresponding time, the number of senior citizen card boardings and the corresponding time, and makes a decision on the operating mode selection;

[0136] S603: If the condition of uneven illumination on both sides is met, then after the current cycle ends, S501 to S509 of the control method corresponding to the illumination adaptation mode are executed. At the same time, at the end of each cycle, the decision module also executes S602;

[0137] S604: If the peak period judgment condition is met, that is, the number of passengers boarding the bus exceeds the peak period judgment value within a certain time period, then after the current cycle ends, the interactive module prompts the driver to switch the operating mode to the peak period mode. After the driver confirms, S201 to S206 of the control method corresponding to the peak period mode are executed. At the same time, at the end of each cycle, the decision module also executes S602. If the driver vetoes, S602 will not be executed for a period of time.

[0138] S605: If the proportion of elderly passengers in a certain period of time exceeds the high-weight judgment condition for elderly passengers, then after the current cycle ends, the interactive module prompts the driver to switch the working mode to the strong and weak cooling mode. After the driver confirms, the control method corresponding to the strong and weak cooling mode is executed from S301 to S306. At the end of each cycle, the decision module also executes step S602. If the driver rejects, S602 will not be executed for a period of time.

[0139] S606: If the difference between the target air-conditioning operating temperature and the measured indoor temperature is greater than the full air supply start threshold, then after the current cycle ends, S401 to S402 of the full air supply mode are executed, and S602 is executed at a specific interval.

[0140] S607: If the driver receives an instruction to select an operating mode on the instruction input panel, the decision module terminates all other steps after the current cycle ends and executes relevant steps according to the control method corresponding to the selected operating mode.

[0141] In automatic mode, the control device can automatically adjust the working mode control method based on the passenger air-conditioning needs by collecting various environmental information. Compared with traditional technical solutions, it can greatly improve the energy conservation and emission reduction of bus air-conditioning and meet the needs of passengers.

[0142] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A bus air conditioning supply and return air structure, the air conditioning supply and return air structure is arranged on the top of the bus compartment, characterized in that: include:

18. The ventilator as claimed in claim 17, wherein the air inlet of the air duct is connected to the air inlet of the air conditioner by the at least one air inlet port and the air inlet port of the air conditioner are connected. Ventilation duct; an air valve group, the air valve group is driven by a motor, the air valve group includes an air supply air valve, a return air valve, a connecting air valve, and a central air valve, the air supply air valve is used to control the air intake of the air conditioner through the inlet, the return air valve is used to control the air outflow of the return air cavity through the outlet, and the connecting air valve is used to connect the first air supply channel with the second air supply channel; the air supply air valve includes a first air supply front air valve and a first air supply rear air valve arranged on both sides of the inlet of the first air supply channel, and a central air valve arranged on the inlet of the second air supply channel The second air supply front air valve and the second air supply rear air valve on both sides of the flow outlet; the return air valve includes the first return air front air valve and the first return air rear air valve arranged on both sides of its outlet in the first return air channel, and the second return air front air valve and the second return air rear air valve arranged on both sides of its outlet in the second return air channel; the connecting air valve includes the front connecting ventilation valve arranged in the front connecting ventilation duct and the rear connecting ventilation valve arranged in the rear connecting ventilation duct; the central air valve is arranged at the connection between the side opening of the return air box and the side opening of the return air chamber.

2. The bus air conditioning supply and return air structure according to claim 1, characterized in that: The air supply channel is arranged on the top side of the car and extends from the front end to the rear end of the car. The shape of the inlet is rectangular, and the air supply outlet is a strip grille; the shape of the outlet is rectangular, and the return air outlet is equipped with a grille-type protective filter; the return air chamber is arranged at the top center of the car; the return air box is square, and the side opening of the return air box is rectangular.

3. The bus air conditioning supply and return air structure according to claim 1, characterized in that: The cross-sectional area of ​​the air supply channel decreases proportionally from the middle portion close to the air conditioner to the two ends away from the air conditioner.

4. An air conditioning system, comprising an air conditioner, characterized in that: It also includes the air-conditioning supply and return air structure according to any one of claims 1 to 3, and also includes a command input panel, a detection module, a control device, and a body temperature calculation module. The detection module includes a temperature detection module, a humidity detection module, and a light detection module. The body temperature calculation module is used to calculate the temperature and humidity data obtained by the temperature detection module and the humidity detection module. The command input panel is used by the driver to input commands to the control device. The control device includes an interaction module, a decision module, a deployment module, a control module, and a storage module. The control device is used to receive data from the body temperature calculation module and the detection module. The control module controls the opening or closing of each air valve by driving a motor.

5. A control method for the air conditioning system according to claim 4, characterized in that: The control method includes control methods for different working modes, and the working mode includes a normal mode. The control method for the normal mode includes: in the first phase, the front air valve of the first supply air channel, the rear air valve of the second supply air channel, the rear air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the front air valve of the second supply air channel, the front air valve of the first return air, and the rear air valve of the second return air are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase and the second phase are the same.

6. The control method according to claim 5, characterized in that: The working mode also includes a peak mode, and the control method of the peak mode includes: in the first phase, the front air valve of the first supply air channel, the front air valve of the second supply air channel, the rear air valve of the first return air channel, and the rear air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the rear air valve of the second supply air channel, the front air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase is greater than the time of the second phase.

7. The control method according to claim 5, characterized in that: The working mode also includes strong and weak cooling modes, and the control method of the strong and weak cooling modes includes: in the first phase, the front air valve of the first supply air channel, the front air valve of the second supply air channel, the rear air valve of the first return air channel, and the rear air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; in the second phase, the rear air valve of the first supply air channel, the rear air valve of the second supply air channel, the front air valve of the first return air channel, and the front air valve of the second return air channel are turned to the open state, and the other air valves are turned to the closed state; and the time of the first phase is less than the time of the second phase.

8. The control method according to claim 5, characterized in that: The working mode also includes a light adaptation mode, and the control method of the light adaptation mode includes: turning the connecting air valve to an open state to connect the airflow of the first air supply channel and the second air supply channel.

9. The control method according to claim 5, characterized in that: The working mode also includes an automatic mode, and the control method of the automatic mode includes: while executing the current working mode, the control device confirms whether to switch to other working modes based on decision condition data.

Images