A locomotive thermal control method and management system based on a multi-connected air conditioner

Abstract

The present application relates to the field of locomotive thermal control technology, solves the technical problem that the existing technology cannot adjust the temperature in time when the working condition changes, causing discomfort, and particularly relates to a locomotive thermal control method based on a multi-connected air conditioner, which comprises the following steps: S1, based on the humidity value R of the location of the station c The starting threshold is set as D a When the motor train unit is about to start, the air conditioner main machine and the multiple terminals thereof are started; S2, the temperature inside the car is collected by the temperature sensor of the terminal and pre-processed to obtain the actual temperature Q b The present application monitors the temperature and humidity inside and outside the car through the air conditioner main machine and the multiple terminals, and according to the result of the cyclic comparison of the preset threshold and the actual detection value, the internal temperature of the car is within the comfortable range, avoiding inaccurate temperature detection, improving the working efficiency of the automatic thermal control, saving human resources and increasing comfort.

Description

Technical Field

[0001] This invention relates to the field of locomotive thermal control technology, and in particular to a locomotive thermal control method and management system based on a multi-split air conditioning system. Background Technology

[0002] China's high-speed rail network now exceeds 40,000 km, with over 4,000 trains operating daily. These trains traverse the country at high speeds, both long and short distances, constantly changing the outside climate while maintaining a stable interior temperature of around 25 degrees Celsius. This requires a significant amount of electricity. Currently, the air conditioning load of each high-speed train carriage ranges from 30 to 40 kW. As each train operates, its operating range changes continuously, leading to fluctuating loads within the carriages. Traditional independent air conditioning systems struggle to adapt to these changing conditions. Because they only monitor temperature and humidity at specific locations within the carriage, they cannot provide overall temperature and humidity monitoring. This often results in passengers feeling too cold, reducing comfort for both passengers and staff. Furthermore, the constant adjustment of indoor temperature and humidity by staff is inefficient and increases energy consumption. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a locomotive thermal control method and management system based on a multi-split air conditioning system. This solves the technical problem in existing technologies where the temperature cannot be adjusted in a timely manner when operating conditions change, resulting in discomfort. It achieves the goal of real-time temperature and humidity detection at multiple locations within the carriage to ensure a comfortable overall temperature in the carriage.

[0004] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a locomotive thermal control method based on a multi-split air conditioning system, the method comprising the following steps:

[0005] S1, Humidity value R based on the location of the station c Set the startup threshold to D a The air conditioning unit and its multiple terminals are activated when the high-speed train is about to depart.

[0006] S2. The temperature inside the carriage is collected by the temperature sensor at the end and preprocessed to obtain the actual temperature Q. b ;

[0007] S3. The actual vapor pressure P is collected by the sensor at the end. a According to the actual vapor pressure P a and actual temperature Q b Calculate relative humidity (RH) z ;

[0008] S4, based on the actual temperature Q b and relative humidity (RH)z Calculate the start-up index D, and control the start-up of the independent dehumidification and cooling module according to the start-up index D;

[0009] If D≥D a If so, the process ends and returns to step S2;

[0010] If D <D a If so, the independent dehumidification and cooling module will be activated and the process will proceed to step S5;

[0011] S5. Obtain the control opening degree K from the independent dehumidification and cooling module. a And establish a system based on the actual temperature Q b and control opening degree K a The fitted curve P;

[0012] S6. Obtain the predicted opening degree K based on the fitted curve P. y And based on the predicted opening degree K y Adjust the opening of the electronic expansion valve of the independent dehumidification and cooling module;

[0013] S7, Preset interval time t a The distance S between the high-speed train and the station is obtained from the train's operation data. a And according to the distance S a Control the air conditioning unit to shut down;

[0014] If S a If the value is 0, then the air conditioner unit is turned off and the process returns to step S1;

[0015] If S a If the value is not equal to 0, then the process ends at interval t. a Then repeat step S7.

[0016] Preferably, in step S1, the specific implementation steps are as follows:

[0017] S11. Based on the station's geographical location, obtain the station's latitude and longitude using information from map websites;

[0018] S12. Obtain the local humidity values ​​R for different months based on latitude and longitude. c , where R c Let c represent the humidity value in month c, where 1 ≤ c ≤ 12;

[0019] S13. Calculate the activation threshold D a The calculation formula is:

[0020]

[0021] Among them, D a This indicates the start-up threshold, and d represents the humidity value R. c The quantity, Rc This indicates the humidity value.

[0022] Preferably, in step S2, the specific implementation steps are as follows:

[0023] S21. Select one terminal from multiple terminals, and collect the temperature inside the carriage at different time points through the temperature sensor at this terminal to generate a temperature set T. a , among which, T a This represents the a-th temperature;

[0024] S22, based on the temperature set T a The pretreatment temperature T was obtained using the mean interpolation method. b ;

[0025] S23, based on the pretreatment temperature T b Calculate the actual temperature Q b The calculation formula is:

[0026]

[0027] Among them, Q b The actual temperature is represented by 'n', and the pretreatment temperature is represented by 'T'. b The quantity, T b This indicates the b-th pretreatment temperature.

[0028] Preferably, in step S3, the specific implementation steps are as follows:

[0029] S31. Select one terminal from multiple terminals and collect the vapor pressure P inside the carriage at different time points through the sensor at this terminal. g And calculate the actual vapor pressure P. a The calculation formula is:

[0030]

[0031] Among them, P a P represents the actual vapor pressure, and f represents the vapor pressure at different time points. g Quantity;

[0032] S32, Calculate the saturated vapor pressure e S The calculation formula is:

[0033]

[0034] Among them, e S Q represents the saturated vapor pressure. b Indicates the actual temperature;

[0035] S33, Calculate relative humidity (RH) z The calculation formula is:

[0036]

[0037] Among them, RH z P represents relative humidity. a e represents the actual vapor pressure. S It represents the saturated vapor pressure.

[0038] Preferably, in step S4, the specific implementation steps are as follows:

[0039] S41. Based on the temperature and humidity data of the train's past journeys, the weighting coefficients w1 and w2 are obtained through the analytic hierarchy process.

[0040] S42, based on the actual temperature Q b and relative humidity (RH) z The starting index D is calculated using the following formula:

[0041] D = w1 × Q b +w2×RH z

[0042] Where D represents the initiation index, and w1 and w2 represent the weighting coefficients.

[0043] Preferably, in step S5, the specific implementation steps are as follows:

[0044] S51. The evaporator outlet temperature T is collected through the independent dehumidification and cooling module after startup. ck ;

[0045] S52. Set the target temperature T according to the latitude and longitude of the station location. mb and the desired temperature T at the evaporator outlet qw ;

[0046] S53, Calculate the control opening degree K a The calculation formula is:

[0047]

[0048] Among them, K a Q represents the control opening degree. b T represents the actual temperature. mb T represents the target temperature. ck T represents the evaporator outlet temperature. qw Indicates the desired temperature;

[0049] S54, based on several actual temperatures Q b and control opening degree K a Establish the initial curve S x Preliminary curve S x The expression is:

[0050] K a=lQ b 2 +kQ b +h

[0051] Where l, k, and h represent coefficients;

[0052] S55, Obtain the current actual temperature Q through the temperature sensor at the end. d ;

[0053] S56. Obtain the actual opening value K based on the opening degree of the electronic expansion valve of the independent dehumidification and cooling module. j ;

[0054] S57, change the actual temperature Q d Substitute the initial curve S x The predicted opening degree K is obtained from the middle x ;

[0055] S58, Based on the opening value K j And predicted opening degree K x The error value G is calculated using the following formula:

[0056]

[0057] Where G represents the error value, K j K represents the j-th actual opening value. x Let m represent the x-th predicted aperture, and let m represent the aperture value K. j And predicted opening degree K x The number of groups;

[0058] S59. Obtain the judgment value F using the maximum likelihood method to determine the preliminary curve S. x Does it need optimization?

[0059] If G≥F, then optimization is needed, and we return to step S54;

[0060] If G≥F, then no optimization is needed to obtain the fitted curve P.

[0061] Preferably, in step S6, the specific implementation steps are as follows:

[0062] S61. Obtain the predicted temperature based on the historical temperature data of the EMU, and obtain the corresponding predicted opening degree K on the fitted curve P. y ;

[0063] S62, predict the opening degree K y Send to the independent dehumidification and cooling module;

[0064] S63, Independent dehumidification and cooling module based on predicted opening degree K y Control the electronic expansion valve to adjust its opening.

[0065] Preferably, in step S7, the specific implementation steps are as follows:

[0066] S71, based on the interval time t a For distance S a-1 The new distance S is obtained by updating. a ;

[0067] S72, based on distance S a The size controls the start and stop of the air conditioning unit.

[0068] The technical solution also provides a system for the above-mentioned locomotive thermal control method, the system comprising:

[0069] The startup module is used to determine the humidity value R at the station's location. c Set the startup threshold to D a The air conditioning unit and its multiple terminals are activated when the high-speed train is about to depart.

[0070] The temperature module is used to collect the temperature inside the carriage through the temperature sensor at the end and preprocess it to obtain the actual temperature Q. b ;

[0071] The humidity module is used to collect the actual vapor pressure P via a sensor at the end. a According to the actual vapor pressure P a and actual temperature Q b Calculate relative humidity (RH) z ;

[0072] Start the control module to adjust the temperature based on the actual temperature Q. b and relative humidity (RH) z Calculate the start-up index D, and control the start-up of the independent dehumidification and cooling module according to the start-up index D;

[0073] The fitting module is used to obtain the control opening K from the independent dehumidification and cooling module. a And establish a system based on the actual temperature Q b and control opening degree K a The fitted curve P;

[0074] The opening adjustment module is used to obtain the predicted opening K based on the fitted curve P. y And based on the predicted opening degree K y Adjust the opening of the electronic expansion valve of the independent dehumidification and cooling module;

[0075] The air conditioning control module is used to preset the interval time t. a The distance S between the high-speed train and the station is obtained from the train's operation data. a And according to the distance S a Control the air conditioning unit to turn off.

[0076] By employing the above technical solution, the present invention provides a locomotive thermal control method and management system based on a multi-split air conditioning system, which has at least the following beneficial effects:

[0077] 1. This invention monitors the temperature and humidity inside and outside the vehicle compartment through the air conditioning unit and multiple terminals. Based on the cyclic comparison of preset thresholds and actual detection values, it controls the start and stop of independent dehumidification and cooling modules. In turn, the opening of the electronic expansion valve is adjusted through the independent dehumidification and cooling modules, so that the temperature in multiple locations inside the vehicle compartment is within a comfortable range. This avoids inaccurate temperature detection caused by only detecting the temperature in a certain location in the vehicle compartment. The automated detection and control improves the efficiency of thermal control, saves manpower, and increases comfort.

[0078] 2. This invention, through the function of the fitting module, can predict the adjustment of the opening degree based on the temperature change inside the carriage, form a fitting curve, and adjust the opening degree according to the fitting curve, thereby making the temperature change curve smoother. This mutual feedback mechanism increases the comfort of passengers and staff, and can also reduce energy loss caused by large temperature changes, thus saving energy.

[0079] 3. This invention, through the operation of the air conditioning control module, can monitor the distance of the EMU from the station at regular intervals. When the train enters the station, the air conditioning unit will automatically stop working, which improves the automation efficiency of the system, avoids power failures during train maintenance and refitting, and prevents further impact on the passenger experience, thus ensuring the smoothness and safety of the overall train operation. Attached Figure Description

[0080] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0081] Figure 1 This is a flowchart of a locomotive thermal control method based on a multi-split air conditioner according to the present invention;

[0082] Figure 2 This is a structural block diagram of a locomotive thermal control management system based on a multi-split air conditioner according to the present invention. Detailed Implementation

[0083] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. This will allow for a full understanding of how the present application uses technical means to solve technical problems and achieve technical effects, and to facilitate its implementation.

[0084] The technical problem of discomfort caused by the inability to adjust temperature promptly when operating conditions change in existing technologies is something please refer to. Figure 1 and Figure 2 This embodiment provides a locomotive thermal control method and management system based on multi-split air conditioning, which can detect temperature and humidity at multiple locations in the carriage in real time to make the overall temperature of the carriage comfortable and pleasant. The method includes the following steps:

[0085] S1, Humidity value R based on the location of the station c Set the startup threshold to D a When the high-speed train is about to depart, the air conditioning unit and its multiple terminals are activated. Because the external environment varies significantly between stations, for example, on a train traveling from Wuhan to Northeast China, the temperature and humidity are higher around Wuhan stations and lower around Northeast stations. Therefore, a starting threshold D needs to be set for the independent dehumidification and cooling modules. a This enables automation, allowing the air conditioning unit and multiple terminals to detect and regulate the temperature and humidity inside the vehicle. The specific implementation steps in step S1 are as follows:

[0086] S11. Obtain the latitude and longitude of the station's location based on information from map websites; the station's location and latitude and longitude can be found on map websites, such as the official website of Baidu Maps.

[0087] S12. Obtain the local humidity values ​​R for different months based on latitude and longitude. c , where R c Let c represent the humidity value for month c, where 1 ≤ c ≤ 12. Due to the different months, the temperature and humidity at the same location can vary significantly. For example, in Changsha, summer is longer, warmer, and more humid, while winter is shorter, with lower temperatures and moderate humidity. Therefore, it is necessary to obtain different humidity values ​​for different months to facilitate the calculation of the trigger threshold D. a .

[0088] S13. Calculate the activation threshold D a The calculation formula is:

[0089]

[0090] Among them, D a This indicates the start-up threshold, and d represents the humidity value R. c The quantity, R c This indicates the humidity value, which can be determined by setting different start-up thresholds D. aThis invention enables high-speed trains to automatically control independent dehumidification and cooling modules throughout the year. Through the air conditioning unit and multiple terminals, it measures the interior and exterior of the carriages at multiple points, significantly improving detection accuracy. This invention only describes the measurement method for a single terminal; data collection at other locations within the carriage, including the external environment, is performed using the same method. However, when collecting external temperature and humidity data, calculations based on the carriage's heat transfer coefficient are necessary, which are not detailed here. Through this multi-point temperature and humidity measurement, the independent dehumidification and cooling module is controlled by cyclically comparing preset thresholds with actual measured values. This, in turn, adjusts the opening of the electronic expansion valve via the independent dehumidification and cooling module, ensuring that the temperature at multiple locations within the carriage remains within a comfortable range. This avoids inaccurate temperature detection caused by only detecting the temperature at a single location. Automated detection and control improves the efficiency of thermal control, saves manpower, and increases comfort.

[0091] S2. The temperature inside the carriage is collected by the temperature sensor at the end and preprocessed to obtain the actual temperature Q. b Because the internal space or wind speed can easily cause significant temperature fluctuations during temperature acquisition, affecting the continuity of temperature data acquisition, the specific implementation steps in step S2 are as follows:

[0092] S21. Select one terminal from multiple terminals, and collect the temperature inside the carriage at different time points through the temperature sensor at this terminal to generate a temperature set T. a , among which, T a This represents the a-th temperature;

[0093] S22, based on the temperature set T a The pretreatment temperature T was obtained using the mean interpolation method. b ;

[0094] S23, based on the pretreatment temperature T b Calculate the actual temperature Q b The calculation formula is:

[0095]

[0096] Among them, Q b The actual temperature is represented by 'n', and the pretreatment temperature is represented by 'T'. b The quantity, T b This represents the b-th preprocessing temperature. During the temperature and humidity collection process, temperature and humidity sensors are installed at the terminal to directly collect the temperature and humidity inside the carriage. Mean interpolation is a missing value handling method used to estimate the possible values ​​of data when missing values ​​exist, making the data more coherent. Using mean interpolation to preprocess the data can complete the preprocessing of temperature T. bThe acquisition of temperature data is impossible without other steps. Since mean interpolation is a common method, it will not be elaborated here. By preprocessing the temperature data, the actual temperature value is obtained, making the temperature more consistent and effective, facilitating subsequent measurements, and increasing the reliability and continuity of the data.

[0097] S3. The actual vapor pressure P is collected by the sensor at the end. a According to the actual vapor pressure P a and actual temperature Q b Calculate relative humidity (RH) z Since the humidity inside the carriage directly affects the passenger's riding experience, to prevent discomfort caused by rapid changes in humidity, the specific implementation steps in step S3 are as follows:

[0098] S31. Select one terminal from multiple terminals and collect the vapor pressure P inside the carriage at different time points through the sensor at this terminal. g And calculate the actual vapor pressure P. a The calculation formula is:

[0099]

[0100] Among them, P a P represents the actual vapor pressure, and f represents the vapor pressure at different time points. g Quantity;

[0101] S32, Calculate the saturated vapor pressure e S The calculation formula is:

[0102]

[0103] Among them, e S Q represents the saturated vapor pressure. b Indicates the actual temperature;

[0104] S33, Calculate relative humidity (RH) z The calculation formula is:

[0105]

[0106] Among them, RH z P represents relative humidity. a e represents the actual vapor pressure. S Represents the saturated vapor pressure, expressed as e. S and actual vapor pressure P a The calculation can yield the relative humidity (RH). z By relative humidity RH z Furthermore, with Q bThe system determines the start and stop of the independent dehumidification and cooling module based on the actual temperature, further optimizing passenger comfort and enhancing the riding experience for both passengers and staff.

[0107] S4, based on the actual temperature Q b and relative humidity (RH) z Calculate the start-up index D, and control the start-up of the independent dehumidification and cooling module according to the start-up index D;

[0108] If D≥D a If so, the process ends and returns to step S2;

[0109] If D <D a If the independent dehumidification and cooling module is activated, the process proceeds to step S5. Since controlling the activation and deactivation of the independent dehumidification and cooling module solely by temperature or humidity cannot accurately improve the comfort level inside the vehicle, the specific implementation steps in step S4 are as follows:

[0110] S41. Based on the temperature and humidity data of the train's past journeys, the weighting coefficients w1 and w2 are obtained through the analytic hierarchy process.

[0111] S42, based on the actual temperature Q b and relative humidity (RH) z The starting index D is calculated using the following formula:

[0112] D = w1 × Q b +w2×RH z

[0113] Where D represents the starting index, and w1 and w2 represent weighting coefficients, determined by the actual temperature Q. b and relative humidity (RH) z By comprehensively analyzing the two physical quantities, the activation index D of the independent dehumidification and cooling module is obtained. This allows for a more accurate determination of when to activate the independent dehumidification and cooling module, thereby maintaining accurate control of the temperature and humidity inside the vehicle. Furthermore, the entire process is automated and requires no human intervention, which not only improves the riding experience but also increases the automation rate and reduces human intervention.

[0114] S5. Obtain the control opening degree K from the independent dehumidification and cooling module. a And establish a system based on the actual temperature Q b and control opening degree K a The fitted curve P; because the electronic expansion valve in the existing technology always adjusts after the temperature has spread to the entire compartment, it exhibits a significant lag. Therefore, the opening of the electronic expansion valve of the independent dehumidification and cooling module needs to be adjusted immediately after the temperature is adjusted. To avoid this in step S5, the specific implementation steps are as follows:

[0115] S51. The evaporator outlet temperature T is collected through the independent dehumidification and cooling module after startup. ck ;

[0116] S52. Set the target temperature T according to the latitude and longitude of the station location. mb and the desired temperature T at the evaporator outlet qw ;

[0117] S53, Calculate the control opening degree K a The calculation formula is:

[0118]

[0119] Among them, K a Q represents the control opening degree. b T represents the actual temperature. mb T represents the target temperature. ck T represents the evaporator outlet temperature. qw This indicates the desired temperature; the desired temperature is the expected value of the temperature inside the carriage, and the evaporator outlet temperature is the temperature value of the evaporator outlet during operation.

[0120] S54, based on several actual temperatures Q b and control opening degree K a Establish the initial curve S x Preliminary curve S x The expression is:

[0121] K a =lQ b 2 +kQ b +h

[0122] Where l, k, and h represent coefficients; the preliminary curve S x It is about the actual temperature Q b and control opening degree K a Due to the lag in existing technology, the electronic expansion valve only begins to adjust its opening after the temperature has fully changed to a certain level. This lag makes passengers and staff perceive large temperature changes, leading to reduced ride comfort. Furthermore, energy consumption increases with significant temperature fluctuations. This invention addresses this issue by using a preliminary curve S... x For actual temperature Q b and control opening degree K a Accurate prediction enables timely adjustment of the opening degree of the electronic expansion valve.

[0123] S55, Obtain the current actual temperature Q through the temperature sensor at the end. d ;

[0124] S56. Obtain the actual opening value K based on the opening degree of the electronic expansion valve of the independent dehumidification and cooling module. j ;

[0125] S57, change the actual temperature Q d Substitute the initial curve S x The predicted opening degree K is obtained from the middle x ;

[0126] S58, Based on the opening value K j And predicted opening degree K x The error value G is calculated using the following formula:

[0127]

[0128] Where G represents the error value, K j K represents the j-th actual opening value. x Let m represent the x-th predicted aperture, and let m represent the aperture value K. j And predicted opening degree K x The number of groups;

[0129] S59. Obtain the judgment value F using the maximum likelihood method to determine the preliminary curve S. x Does it need optimization?

[0130] If G≥F, then optimization is needed, and we return to step S54;

[0131] If G≥F, then optimization and obtaining the fitted curve P are unnecessary. The optimized fitted curve P allows the opening of the electronic expansion valve of the independent dehumidification and cooling module to be adjusted in a timely manner, facilitating subsequent adjustments based on the actual temperature. Through the function of the fitting module, the adjustment of the opening can be predicted based on the temperature change inside the carriage, forming a fitted curve and adjusting the opening according to the fitted curve, thereby making the temperature change curve smoother. This mutual feedback mechanism increases the comfort of passengers and staff and also reduces energy loss caused by large temperature changes, saving energy.

[0132] S6. Obtain the predicted opening degree K based on the fitted curve P. y And based on the predicted opening degree K y The electronic expansion valve of the independent dehumidification and cooling module is adjusted to change its opening degree. Since the fitting curve P can be used to predict the opening degree of the electronic expansion valve based on the temperature, the temperature can be controlled to fluctuate within a small range. In step S6, the specific implementation steps are as follows:

[0133] S61. Obtain the predicted temperature based on the historical temperature data of the EMU, and obtain the corresponding predicted opening degree K on the fitted curve P. y ;

[0134] S62, predict the opening degree K y Send to the independent dehumidification and cooling module;

[0135] S63, Independent dehumidification and cooling module based on predicted opening degree K y The electronic expansion valve is controlled to adjust its opening degree. By using the fitted curve P, the predicted opening degree K can be obtained based on the predicted temperature. y Furthermore, the opening of the electronic expansion valve is controlled by an independent dehumidification and cooling module to control the temperature, so that the temperature inside the carriage fluctuates within a small range. Such temperature changes can make people feel comfortable and also reduce energy consumption and save energy.

[0136] S7, Preset interval time t a The distance S between the high-speed train and the station is obtained from the train's operation data. a And according to the distance S a Control the air conditioning unit to shut down;

[0137] If S a If the value is 0, then the air conditioner unit is turned off and the process returns to step S1;

[0138] If S a If the value is not equal to 0, then the process ends at interval t. a Then repeat step S7. Since staff need to perform maintenance and inspection on the EMU during the station stop process, and may also need to perform coupling and disembarkation operations, if the power supply is not stopped, equipment failure may occur. The specific implementation steps in step S7 are as follows:

[0139] S71, based on the interval time t a For distance S a-1 The new distance S is obtained by updating. a ;

[0140] S72, based on distance S a The system controls the start and stop of the air conditioning unit. Through the operation of the air conditioning control module, the distance between the train and the station can be monitored at regular intervals. When the train enters the station, the air conditioning unit will automatically stop working, which increases the system's automation efficiency, avoids power failures during train maintenance and refitting, and prevents further impact on the passenger experience, thus ensuring the smoothness and safety of the overall train operation.

[0141] Please see Figure 2 The diagram shown is a structural block diagram of the locomotive thermal control management system provided in this embodiment. The locomotive thermal control management system includes a start-up module, a temperature module, a humidity module, a start-up control module, a fitting module, an opening degree adjustment module, and an air conditioning control module.

[0142] The startup module is used to determine the humidity value R at the station's location. c Set the startup threshold to D a When the high-speed train is about to depart, the air conditioning unit and its multiple terminals are activated; the temperature module is used to collect the temperature inside the carriage through the temperature sensors at the terminals and preprocess it to obtain the actual temperature Q. b The humidity module is used to collect the actual vapor pressure P via a sensor at the end. a According to the actual vapor pressure P a and actual temperature Q b Calculate relative humidity (RH) z ;Start the control module to adjust the temperature based on the actual temperature Q b and relative humidity (RH) z Calculate the start-up index D, and control the start-up of the independent dehumidification and cooling module based on the start-up index D; a fitting module is used to obtain the control opening degree K from the independent dehumidification and cooling module. a And establish a system based on the actual temperature Q b and control opening degree K a The fitted curve P; the opening adjustment module, used to obtain the predicted opening K based on the fitted curve P. y And based on the predicted opening degree K y The electronic expansion valve of the independent dehumidification and cooling module adjusts its opening; the air conditioning control module is used to preset the interval time t. a The distance S between the high-speed train and the station is obtained from the train's operation data. a And according to the distance S a Control the air conditioning unit to shut down.

[0143] Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing related hardware. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0144] The above embodiments provide a detailed description of the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A locomotive thermal control method based on a multi-split air conditioning system, characterized in that, The method includes the following steps: S1, Humidity value R based on the location of the station c Set the startup threshold to D a When the high-speed train is about to depart, the air conditioning unit and its multiple terminals will be activated. The specific steps are as follows: S11. Based on the station's geographical location, obtain the station's latitude and longitude using information from map websites; S12. Obtain the local humidity values ​​R for different months based on latitude and longitude. c , where R c Let c represent the humidity value in month c, where 1 ≤ c ≤ 12; S13. Calculate the activation threshold D a The calculation formula is: Among them, D a This indicates the start-up threshold, and d represents the humidity value R. c The quantity, R c Indicates humidity value; S2. The temperature inside the carriage is collected by the temperature sensor at the end and preprocessed to obtain the actual temperature Q. b ; S3. The actual vapor pressure P is collected by the sensor at the end. a According to the actual vapor pressure P a and actual temperature Q b Calculate relative humidity (RH) z ; S4, based on the actual temperature Q b and relative humidity (RH) z Calculate the start-up index D, and control the start-up of the independent dehumidification and cooling module according to the start-up index D; If D≥D a If so, the process ends and returns to step S2; If D <D a If so, the independent dehumidification and cooling module will be activated and the process will proceed to step S5; S5. Obtain the control opening degree K from the independent dehumidification and cooling module. a And establish a system based on the actual temperature Q b and control opening degree K a The fitted curve P; S6. Obtain the predicted opening degree K based on the fitted curve P. y And based on the predicted opening degree K y Adjust the opening of the electronic expansion valve of the independent dehumidification and cooling module; S7, Preset interval time t a The distance S between the high-speed train and the station is obtained from the train's operation data. a And according to the distance S a Control the air conditioning unit to shut down; If S a If the value is 0, then the air conditioner unit is turned off and the process returns to step S1; If S a If the value is not equal to 0, then the process ends at interval t. a Then repeat step S7.

2. The locomotive thermal control method according to claim 1, characterized in that, In step S2, the specific implementation steps are as follows: S21. Select one terminal from multiple terminals, and collect the temperature inside the carriage at different time points through the temperature sensor at this terminal to generate a temperature set T. a , among which, T a This represents the a-th temperature; S22, based on the temperature set T a The pretreatment temperature T was obtained using the mean interpolation method. b ; S23, based on the pretreatment temperature T b Calculate the actual temperature Q b The calculation formula is: Among them, Q b The actual temperature is represented by 'n', and the pretreatment temperature is represented by 'T'. b The quantity, T b This indicates the b-th pretreatment temperature.

3. The locomotive thermal control method according to claim 1, characterized in that, In step S3, the specific implementation steps are as follows: S31. Select one terminal from multiple terminals and collect the vapor pressure P inside the carriage at different time points through the sensor at this terminal. g And calculate the actual vapor pressure P. a The calculation formula is: Among them, P a P represents the actual vapor pressure, and f represents the vapor pressure at different time points. g Quantity; S32, Calculate the saturated vapor pressure e S The calculation formula is: Among them, e S Q represents the saturated vapor pressure. b Indicates the actual temperature; S33, Calculate relative humidity (RH) z The calculation formula is: Among them, RH z P represents relative humidity. a e represents the actual vapor pressure. S It represents the saturated vapor pressure.

4. The locomotive thermal control method according to claim 1, characterized in that, In step S4, the specific implementation steps are as follows: S41. Based on the temperature and humidity data of the train's past journeys, the weighting coefficients w1 and w2 are obtained through the analytic hierarchy process. S42, based on the actual temperature Q b and relative humidity (RH) z The starting index D is calculated using the following formula: D=w1×Q b +w2×RH z Where D represents the initiation index, and w1 and w2 represent the weighting coefficients.

5. The locomotive thermal control method according to claim 1, characterized in that, In step S5, the specific implementation steps are as follows: S51. The evaporator outlet temperature T is collected through the independent dehumidification and cooling module after startup. ck ; S52. Set the target temperature T according to the latitude and longitude of the station location. mb and the desired temperature T at the evaporator outlet qw ; S53, Calculate the control opening degree K a The calculation formula is: Among them, K a Q represents the control opening degree. b T represents the actual temperature. mb T represents the target temperature. ck T represents the evaporator outlet temperature. qw Indicates the desired temperature; S54, based on several actual temperatures Q b and control opening degree K a Establish the initial curve S x Preliminary curve S x The expression is: K a =lQ b 2 +kQ b +h Where l, k, and h represent coefficients; S55, Obtain the current actual temperature Q through the temperature sensor at the end. d ; S56. Obtain the actual opening value K based on the opening degree of the electronic expansion valve of the independent dehumidification and cooling module. j ; S57, change the actual temperature Q d Substitute the initial curve S x The predicted opening degree K is obtained from the middle x ; S58, Based on the opening value K j And predicted opening degree K x The error value G is calculated using the following formula: Where G represents the error value, K j K represents the j-th actual opening value. x Let m represent the x-th predicted aperture, and let K represent the aperture value. j And predicted opening degree K x The number of groups; S59. Obtain the judgment value F using the maximum likelihood method to determine the preliminary curve S. x Does it need optimization? If G≥F, then optimization is needed, and we return to step S54; If G≥F, then no optimization is needed to obtain the fitted curve P.

6. The locomotive thermal control method according to claim 1, characterized in that, In step S6, the specific implementation steps are as follows: S61. Obtain the predicted temperature based on the historical temperature data of the EMU, and obtain the corresponding predicted opening degree K on the fitted curve P. y ; S62, predict the opening degree K y Send to the independent dehumidification and cooling module; S63, Independent dehumidification and cooling module based on predicted opening degree K y Control the electronic expansion valve to adjust the opening degree.

7. The locomotive thermal control method according to claim 1, characterized in that, In step S7, the specific implementation steps are as follows: S71, based on the interval time t a For distance S a-1 The new distance S is obtained by updating. a ; S72, based on distance S a The size controls the start and stop of the air conditioning unit.

8. A system comprising the locomotive thermal control method according to any one of claims 1-7, characterized in that, The system includes: The startup module is based on the humidity value R at the station's location. c Set the startup threshold to D a The air conditioning unit and its multiple terminals are activated when the high-speed train is about to depart. The temperature module is used to collect the temperature inside the carriage through the temperature sensor at the end and preprocess it to obtain the actual temperature Q. b ; The humidity module is used to collect the actual vapor pressure P via a sensor at the end. a According to the actual vapor pressure P a and actual temperature Q b Calculate relative humidity (RH) z ; Start the control module to adjust the temperature based on the actual temperature Q. b and relative humidity (RH) z Calculate the start-up index D, and control the start-up of the independent dehumidification and cooling module according to the start-up index D; The fitting module is used to obtain the control opening K from the independent dehumidification and cooling module. a And establish a system based on the actual temperature Q b and control opening degree K a The fitted curve P; The opening adjustment module is used to obtain the predicted opening K based on the fitted curve P. y And based on the predicted opening degree K y Adjust the opening of the electronic expansion valve of the independent dehumidification and cooling module; The air conditioning control module is used to preset the interval time t. a The distance S between the high-speed train and the station is obtained from the train's operation data. a And according to the distance S a Control the air conditioning unit to shut down.

Images