Comprehensive evaluation method and system for pressure comfort in train passenger room

Abstract

The invention relates to the technical field of comfort evaluation in a train passenger compartment, and discloses a comprehensive evaluation method and system for pressure comfort in the train passenger compartment, and the method comprises the steps: building a pressure comfort evaluation index based on the sampling number of each pressure amplitude interval, and considering a plurality of pressure fluctuation influence factors, such as pressure change amplitude, action frequency and pressure time; and the influence of pressure fluctuation on the comfort of passengers can be comprehensively evaluated. The method can effectively evaluate the pressure comfort and dissatisfaction of passengers in the train in a plurality of pressure fluctuation scenes when the train passes through a tunnel group, a certain railway section and the like, and can provide important guidance for the operation of the train and the air tightness design of the train body.

Description

Technical Field

[0001] The present invention relates to the technical field of train passenger compartment comfort assessment, and in particular to a comprehensive evaluation method and system for pressure comfort in a train passenger compartment. Background Art

[0002] High-speed rail plays an important role in urban commuting and people's travel. With the continuous improvement of people's living standards and the construction of railway tunnels, more and more passengers pay more attention to travel comfort. Especially with the increase in train speed, the ear pressure comfort caused by the drastic pressure changes when the train passes through the tunnel becomes more and more obvious, which is likely to cause ear discomfort symptoms such as tinnitus and ear pain. In addition, when the tunnel-to-line ratio of the railway line is high, the train passes through multiple tunnels or tunnel groups continuously, which will cause passengers in the car to experience the impact of pressure fluctuations many times, which may cause further discomfort to the passengers. However, the existing research or standards only focus on the amplitude of pressure changes in a single or short period of time, and ignore the impact of pressure action frequency and action time on passengers' pressure comfort, which is difficult to fully reflect the pressure comfort of passengers. Therefore, it is urgent to propose a comprehensive evaluation method for pressure comfort in train passenger compartments that considers multiple pressure fluctuation parameters, so as to comprehensively evaluate the impact of pressure fluctuations on passenger pressure comfort. Summary of the invention

[0003] The present invention provides a comprehensive evaluation method and system for pressure comfort in a train passenger compartment, so as to solve the problem that the prior art only focuses on the amplitude of pressure change in a single time or a short period of time, while ignoring the influence of pressure action frequency and action time on the pressure comfort of passengers.

[0004] In order to achieve the above object, the present invention is implemented by the following technical solutions:

[0005] In a first aspect, the present invention provides a method for comprehensively evaluating pressure comfort in a train passenger compartment, comprising:

[0006] S1: Obtaining survey information of passengers, including the time of boarding, the time of answering questions, subjective pressure comfort vote and pressure environment vote of passengers, and counting the number of samples of each pressure amplitude interval in the car from the boarding time to the time of answering questions;

[0007] S2: establishing a pressure comfort evaluation index based on the sampling number of each pressure amplitude interval, wherein the pressure comfort evaluation index is a pressure intensity including pressure change amplitude, action frequency and action time;

[0008] S3: dividing the passenger survey information into N groups with equal frequency based on the pressure intensity;

[0009] S4: Calculate the pressure intensity value, average pressure comfort score value and pressure comfort dissatisfaction rate of each group of survey information;

[0010] S5: Establishing an evaluation model of the pressure intensity value, the average pressure comfort score value and the pressure comfort dissatisfaction rate, and determining an evaluation result based on the evaluation model.

[0011] In a second aspect, the present application also provides a comprehensive evaluation system for pressure comfort in a train passenger compartment, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method described in the first aspect when executing the computer program.

[0012] Beneficial effects:

[0013] The comprehensive evaluation method for pressure comfort in train passenger compartments provided by the present invention establishes a pressure comfort evaluation index based on the number of samples in each pressure amplitude interval, takes into account multiple pressure fluctuation influencing factors such as pressure change amplitude, action frequency and pressure time, and can comprehensively evaluate the impact of pressure fluctuations on passenger comfort. It can effectively evaluate the pressure comfort and dissatisfaction of passengers in the train under multiple pressure fluctuation scenarios such as when the train passes through a tunnel group and a railway section, and can provide important guidance for the operation of the train and the air tightness design of the car body. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a flow chart of a comprehensive evaluation method for pressure comfort in a train passenger compartment according to a preferred embodiment of the present invention;

[0015] Figure 2 A schematic diagram of subjective questionnaire scoring in a preferred embodiment of the present invention;

[0016] Figure 3 ΔP of the preferred embodiment of the present invention 3s Schematic diagram of the weight distribution of the interval;

[0017] Figure 4 Schematic diagram of the functional relationship between PCV and PI in a preferred embodiment of the present invention;

[0018] Figure 5 Schematic diagram of the functional relationship between PI and PDR in a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0019] The technical solution of the present invention is described clearly and completely below. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0020] Unless otherwise defined, the technical terms or scientific terms used in the present invention shall have the usual meanings understood by persons with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "one" do not indicate quantity restrictions, but indicate the existence of at least one. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship also changes accordingly.

[0021] See also Figure 1 The present application provides a comprehensive evaluation method for pressure comfort in a train passenger compartment, comprising:

[0022] S1: Obtaining survey information of passengers, including the time of boarding, the time of answering questions, subjective pressure comfort vote and pressure environment vote of passengers, and counting the number of samples of each pressure amplitude interval in the car from the boarding time to the time of answering questions;

[0023] S2: establishing a pressure comfort evaluation index based on the sampling number of each pressure amplitude interval, wherein the pressure comfort evaluation index is a pressure intensity including pressure change amplitude, action frequency and action time;

[0024] S3: dividing the passenger survey information into N groups with equal frequency based on the pressure intensity;

[0025] S4: Calculate the pressure intensity value, average pressure comfort score value and pressure comfort dissatisfaction rate of each group of survey information;

[0026] S5: Establishing an evaluation model of the pressure intensity value, the average pressure comfort score value and the pressure comfort dissatisfaction rate, and determining an evaluation result based on the evaluation model.

[0027] In this embodiment, the passenger survey information can be obtained through a questionnaire survey or through oral questioning. Specifically, the questionnaire survey will be used as an example for detailed description. This is only an example and is not limited.

[0028] The above-mentioned comprehensive evaluation method for pressure comfort in train passenger compartments establishes a pressure comfort evaluation index based on the number of samples in each pressure amplitude interval, taking into account multiple pressure fluctuation influencing factors such as pressure change amplitude, action frequency and pressure time, and can comprehensively evaluate the impact of pressure fluctuations on passenger comfort. It can effectively evaluate the pressure comfort and dissatisfaction of passengers in the train under multiple pressure fluctuation scenarios such as when the train passes through a tunnel group and a certain railway section, and can provide important guidance for the operation of the train and the air tightness design of the car body.

[0029] Next, taking the survey information of passengers obtained by questionnaire survey as an example, the steps of the above-mentioned comprehensive evaluation method of pressure comfort in the train passenger compartment are described in detail as follows:

[0030] By conducting subjective questionnaire surveys and real-time pressure measurement experiments on running trains. The subjective questionnaire includes the time when passengers board the train, the time to fill in the questionnaire, the pressure comfort vote and the pressure environment satisfaction. The pressure comfort vote uses a five-level scale (0 is no feeling, 1 is slight discomfort, 2 is slightly uncomfortable, 3 is obvious discomfort, 4 is very uncomfortable), and the pressure environment satisfaction uses a five-level scale, -2 is very dissatisfied, -1 is dissatisfied, -0.1 is just dissatisfied, 0.1 is just satisfied, 1 is satisfied, and 2 is very satisfied. It is worth noting that the numerical values ​​here are only used as examples and are not limited. In other feasible implementations, the specific values ​​can be adjusted to a certain extent.

[0031] During implementation, questionnaires are distributed to train passengers to collect information such as passengers' boarding time, questionnaire filling time, pressure comfort votes, and pressure environment satisfaction.

[0032] The real-time pressure measurement experiment requires setting the pressure sampling frequency and filtering frequency, and monitoring the real-time pressure changes in the train by arranging absolute pressure sensors and data collectors in the train passenger compartment.

[0033] By conducting multiple on-vehicle surveys, we obtained a certain number of subjective questionnaires and real-time in-vehicle stress data to eliminate the impact of small sample size differences on the results. Based on the boarding time and questionnaire filling time filled in by each passenger, we extracted the stress data collected in the vehicle during the corresponding time period for the next analysis.

[0034] Furthermore, the pressure change amplitude ΔP within 3 seconds is selected 3s As the pressure amplitude variable, the calculation formula is as follows:

[0035] ΔP 3s =max(P j ,P j+1 ,…,P j+3s )-min(P j ,P j+1,...,P j+3s );

[0036] in, P j represents the pressure inside the car at time j, P j+3s Indicates the pressure inside the vehicle at time j+3s.

[0037] Furthermore, based on the boarding time and questionnaire filling time filled in by each passenger, the pressure data collected in the car during the corresponding time period is extracted, and the ΔP experienced by each passenger from the time of boarding to the time of filling in the questionnaire is counted. 3s Number of samples N P , and normalize it by time to get N Pt , in order to eliminate the influence of ride time on the number of samples, the calculation formula is as follows:

[0038]

[0039] Among them, t represents the time when the passenger fills in the questionnaire, in minutes, t0 represents the time when the passenger gets on the bus, in minutes, and N P Indicates the number of samples of the pressure amplitude variable from t to t0, N Pt is the number of samples of the time-normalized pressure amplitude variable.

[0040] Furthermore, ΔP 3s According to the minimum value of 100Pa, and the interval of 100Pa is the interval statistics N Pt The number in each pressure amplitude interval.

[0041] It is worth pointing out that different pressure amplitudes have different effects on comfort. By separating the intervals here, the number of samples in different pressure amplitude intervals can be counted, which is convenient for calculating the impact of different pressure amplitude intervals later, and then establishing a pressure comfort evaluation index (PI).

[0042] Furthermore, a pressure comfort evaluation index, pressure intensity (PI), which takes into account the pressure change amplitude, action frequency and pressure time, is proposed to comprehensively reflect the influence of pressure fluctuation parameters on pressure comfort. The calculation formula is as follows:

[0043]

[0044] in, is the i-th ΔP 3s N in the interval Pt Value, w i is the i-th ΔP 3s The weight of the interval, fs is the pressure sampling frequency in the actual vehicle survey. 3sThe interval weight w satisfies the logistic regression function, and its calculation formula is as follows:

[0045]

[0046] Where x represents ΔP 3s The value of , a and b are coefficients, and m is a normalization constant.

[0047] Furthermore, the corresponding PI value can be obtained based on the pressure data experienced by each passenger. The subjective questionnaire results of the passengers are arranged from large to small according to the PI value. And according to the number of questionnaire samples, they are divided into N groups with equal frequency. Then the average PI value and the average pressure comfort score value (PCV) of each group can be obtained. At the same time, the number of pressure environment satisfaction choices of each group of passengers that is less than the target value is counted, divided by the number of questionnaire samples in this group and multiplied by 100%, and the pressure comfort dissatisfaction rate (PDR) of each group can be obtained. In this embodiment, the target value is 0, which is only used as an example here and is not limited.

[0048] In this embodiment, by grouping, the pressure intensity value, average pressure comfort score value and pressure comfort dissatisfaction rate can be calculated for each group, fully considering the situations of different groups, and facilitating the establishment of a relationship model in subsequent steps.

[0049] Furthermore, based on the average PI, PCV and PDR values ​​of each group, an evaluation model of PI and pressure comfort (i.e., PCV and PDR) can be established through regression analysis.

[0050] Furthermore, the functional relationship between PI and PCV is as follows:

[0051]

[0052] Among them, a0, b0, c0, and d0 are all coefficients.

[0053] Furthermore, the functional relationship between PI and PDR is as follows:

[0054]

[0055] Among them, a1, b1, c1, and d1 are all coefficients.

[0056] Specifically, determining the evaluation result based on the evaluation model specifically refers to determining the pressure comfort evaluation result based on the PCV value calculated according to the functional relationship between PI and PCV, for example, see Figure 2When the PCV value is 2, it means that the passenger's evaluation result of the current pressure comfort is slightly uncomfortable; when the PCV value is 0, it means that the passenger's evaluation result of the current pressure comfort is not uncomfortable. This is just an example and is not limited. When the calculated value is in a certain interval, it means that it is between two feelings. When the value calculated according to the functional relationship between PI and PDR is 20%, it means that 20% of the passengers are dissatisfied with the current pressure environment. When the value calculated according to the functional relationship between PI and PDR is 50%, it means that 50% of the passengers are dissatisfied with the current pressure environment. This is just an example and is not limited.

[0057] In a specific example, if Figure 2 As shown, the subjective evaluation scores, boarding time and questionnaire filling time of passengers were obtained through subjective questionnaire survey, and a total of 604 valid questionnaires without relevant ENT diseases were collected. Through validity and reliability analysis, the results show that the current sample size meets the statistical requirements. The pressure change data in the car is monitored in real time by an absolute pressure sensor and a pressure collector. Preferably, the pressure sampling frequency is set to 200Hz and the filtering frequency is set to 50Hz. ΔP 3s According to the minimum value of 100Pa, and the interval of 100Pa is the interval statistics N Pt The number in each pressure amplitude interval.

[0058] In order to determine the PI value of each passenger during the time from the passenger to filling in the questionnaire, it is necessary to determine the ΔP 3s The weight of the interval Preferably, in this example, the coefficients a=5.493, b=5.493×10 -3 , the normalization coefficient m is 3.3, further, each ΔP 3s The weight of the interval is Figure 3 As shown. Then, the corresponding PI value is calculated based on the pressure data experienced by each passenger. The subjective questionnaire results of the passengers are arranged from large to small according to the PI value, and the 604 questionnaires collected are divided into 12 groups with equal frequencies, and the number of samples in each group is 51 or 50, as shown in Table 1. Then, the average PI value and the average pressure comfort score value (PCV) of each group can be obtained. At the same time, the number of pressure environment satisfaction choices less than 0 in each group of passengers is counted, divided by the number of questionnaire samples in this group and multiplied by 100%, and the pressure comfort dissatisfaction rate (PDR) of each group can be obtained.

[0059] Table 1 Changes of mean PCV and PDR in each group with mean PI

[0060]

[0061] Furthermore, based on the results in Table 1, an evaluation model of PI and pressure comfort (i.e., PCV and PDR) was established through regression analysis, as shown in Figure 4 and Figure 5 shown.

[0062] Specifically, in this example, the functional relationship between PCV and PI is as follows:

[0063]

[0064] Specifically, the functional relationship between PI and PDR is as follows:

[0065]

[0066] Wherein, R2 is the coefficient of determination, the closer to 1 the better, and the coefficients of determination in this application are all very close to 1, indicating that the current model has good regression and reliable prediction after verification.

[0067] The embodiment of the present application also provides a comprehensive evaluation system for pressure comfort in a train passenger compartment, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program. The comprehensive evaluation system for pressure comfort in a train passenger compartment can implement various embodiments of the above method and achieve the same beneficial effects, which will not be described in detail here.

[0068] The preferred specific embodiments of the present invention are described in detail above. It should be understood that a person skilled in the art can make many modifications and changes based on the concept of the present invention without creative work. Therefore, any technical solution that can be obtained by a person skilled in the art through logical analysis, reasoning or limited experiments based on the concept of the present invention on the basis of the prior art should be within the scope of protection determined by the claims.

Claims

1. A comprehensive evaluation method for pressure comfort in a train passenger compartment, characterized in that: include: S1: Obtaining survey information of passengers, including the time of boarding, the time of answering questions, subjective pressure comfort vote and pressure environment vote of passengers, and counting the number of samples of each pressure amplitude interval in the car from the boarding time to the time of answering questions; S2: establishing a pressure comfort evaluation index based on the sampling number of each pressure amplitude interval, wherein the pressure comfort evaluation index is a pressure intensity including pressure change amplitude, action frequency and action time; S3: dividing the passenger survey information into N groups with equal frequency based on the pressure intensity; S4: Calculate the pressure intensity value, average pressure comfort score value and pressure comfort dissatisfaction rate of each group of survey information; S5: Establishing an evaluation model of the pressure intensity value, the average pressure comfort score value and the pressure comfort dissatisfaction rate, and determining an evaluation result based on the evaluation model.

2. The method for comprehensive evaluation of pressure comfort in a train passenger compartment according to claim 1, characterized in that: Before S2, the method further includes: Perform time standardization on the number of samples according to the set method; The counting of the number of samples of each pressure amplitude interval in the vehicle between the boarding time and the time of answering the question includes: The pressure change amplitude is divided into intervals with a minimum of Q Pa and an interval of M Pa, and the number of samples after standardization processing is counted in each pressure amplitude interval.

3. The comprehensive evaluation method for pressure comfort in a train passenger compartment according to claim 2 is characterized in that: The sampling number is time-standardized according to the setting method to satisfy the following relationship: Among them, t represents the time for passengers to fill in the questionnaire, in minutes, t0 is the time when passengers get on the bus, N P Indicates the pressure change amplitude ΔP within 3 seconds from t to t0 3s The number of samples, N Pt is the time-normalized ΔP 3s The number of samples.

4. The comprehensive evaluation method for pressure comfort in a train passenger compartment according to claim 1, characterized in that: The S2 includes: It is proposed to consider the pressure change amplitude ΔP 3s The pressure intensity PI of action frequency and action time is used as the pressure comfort evaluation index, and the calculation formula is as follows: in, is the i-th pressure change amplitude ΔP 3s N in the interval Pt Value, w i is the i-th ΔP 3s The weight of the interval, f s It is the pressure sampling frequency in the actual vehicle survey; Among them, the pressure change amplitude ΔP 3s The interval weight w satisfies the logistic regression function, and its calculation formula is as follows: Where x represents the pressure change amplitude ΔP 3s The value of , a and b are coefficients, and m is the normalization constant.

5. The method for comprehensive evaluation of pressure comfort in a train passenger compartment according to claim 4, characterized in that: The S3 includes: According to the stress intensity PI, the survey information of the passengers is sorted from large to small according to the stress intensity PI, and according to the sample quantity of the survey information, the survey information is equally divided into N groups.

6. The method for comprehensive evaluation of pressure comfort in a train passenger compartment according to claim 1, characterized in that: The pressure comfort dissatisfaction rate of each set of survey information is calculated in S4, including: The proportion of pressure environment votes less than the target value in each set of survey information is calculated, and the proportion less than the target value is used as the pressure comfort dissatisfaction rate.

7. The method for comprehensive evaluation of pressure comfort in a train passenger compartment according to claim 1, characterized in that: The evaluation model of the pressure intensity value, the average pressure comfort score value and the pressure comfort dissatisfaction rate is established in S5, including: Based on the average pressure intensity value PI, pressure comfort score PCV and pressure comfort dissatisfaction rate PDR of each group, the evaluation model of PI and pressure comfort was established through regression analysis; The functional relationship between PI and PCV satisfies the following relationship: Among them, a0, b0, c0, and d0 are coefficients; Furthermore, the functional relationship between PI and PDR satisfies the following relationship: Among them, a1, b1, c1, and d1 are all coefficients.

8. A comprehensive evaluation system for pressure comfort in a train passenger compartment, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method described in any one of claims 1 to 7 are implemented.

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