Rail transit pressure wave control device and control method

Abstract

The invention discloses a rail transit pressure wave control device and method. The rail transit pressure wave control device comprises a first pressure difference sensor, a second pressure difference sensor, a pressure wave controller, a fresh air and waste discharge pressure wave valve, an air conditioner controller, a fresh air and return air temperature sensor and an intermediate relay. An information barrier between the pressure wave controller and the air conditioner controller is broken through through the intermediate relay. When no pressure wave event occurs, but the fresh air temperature sensor and the return air temperature sensor detect the extremely cold condition, the air conditioner controller can independently control the fresh air pressure wave valve to be closed so as to block cold air invasion, and meanwhile the waste discharge pressure wave valve is kept open to maintain necessary ventilation. Once the pressure difference sensor detects a pressure wave event, the pressure wave controller immediately takes over control and informs the air conditioner controller to stop the current operation through the intermediate relay, so that the absolute priority of the pressure wave protection function is ensured. The problem that the temperature of the cab is difficult to maintain when a vehicle runs in a severe cold area is effectively solved, and intelligent balance of energy conservation and ventilation is achieved while driving safety and driver and riding comfort are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of air conditioning equipment for rail vehicles, and in particular to a rail transit pressure wave control device and control method. BACKGROUND

[0002] The pressure wave control system and the air conditioning control system in the existing rail vehicle are two completely independent systems, each having its own sensors, controllers (pressure wave controller and air conditioning controller) and actuators. The pressure wave controller only responds to changes in air pressure. For example, when the pressure changes, the pressure wave controller will start and stop the fresh air pressure wave and the exhaust pressure wave at the same time in order to ensure passenger comfort, vehicle air tightness and structural safety, etc. The air conditioning controller only responds to temperature changes. There is no information exchange and cooperative control between the two controllers. Under most non-extreme weather conditions, this system operates well.

[0003] However, when the train runs in a cold region (such as the northern region, where the ambient temperature can reach -20°C or below) for a long time, the inherent defects of the above independent control mode are dramatically magnified. In a severe cold environment, the pressure wave controller will consider everything normal when there is no pressure wave event such as passing a train or entering a tunnel, and maintain the open state of the fresh air valve. A large amount of cold air will continuously flow in through the open fresh air valve, and the temperature in the cab will decrease. At the same time, since the cab is located at the front end of the train, it is more susceptible to low temperature, including: when the vehicle is running at high speed, the cab is the first to bear the greatest wind pressure and cold effects, and the vehicle body structure gaps will allow more cold air to penetrate; the cab, which is in contact with the front part of the vehicle body, has a large contact area with the low-temperature environment outside, and the heat loss is very serious. At this time, the cab is equivalent to a room that is always leaking air and losing heat. In order to maintain the temperature in the cab, the air conditioning controller needs to heat at full capacity, which means that the air conditioning system needs to continuously heat a large flow of cold air with extremely low temperature. However, the combination of these cold air and the unfavorable location and structural characteristics of the cab itself results in a huge heat load, making the energy generated by the air conditioning system for heating insufficient, and the temperature in the cab still difficult to maintain, affecting the driving comfort and safety of the driver. However, if the logic is forcibly modified to close the fresh air pressure wave valve, the exhaust pressure wave valve will also be closed at the same time. This will result in the complete inability of the air inside the vehicle to be refreshed, although the heat is preserved, but the ventilation function is lost, which may cause the concentration of carbon dioxide to rise, the air to be polluted, and the health of the passengers and crew to be affected. However, maintaining the opening of the exhaust valve to ensure ventilation means that the fresh air valve must also be opened, allowing cold air to enter. This one-size-fits-all linkage control mode puts the system in a dilemma of either freezing or suffocating in a cold environment, and cannot achieve intelligent on-demand adjustment. SUMMARY

[0004] This invention provides a pressure wave control device and method for rail transit to overcome the technical problem that independent control of the pressure wave controller and the air conditioning controller affects the driver's safety and comfort in extremely cold environments.

[0005] To achieve the above objectives, the technical solution of the present invention is as follows: A pressure wave control device for rail transit includes: a first differential pressure sensor, a second differential pressure sensor, a pressure wave controller, a fresh air pressure wave valve, an air conditioning controller, a fresh air temperature sensor, a return air temperature sensor, a waste exhaust pressure wave valve, and an intermediate relay. The first differential pressure sensor is connected to the first external pressure detection port and the vehicle interior pressure detection port, and its signal output terminal is connected to the first signal input terminal of the pressure wave controller. The second differential pressure sensor is connected to the second external pressure detection port and the vehicle interior pressure detection port, and its signal output terminal is connected to the second signal input terminal of the pressure wave controller; The fresh air pressure wave valve is connected to the signal output terminal of the pressure wave controller and the signal output terminal of the air conditioning controller respectively, and the normally open feedback contact of the fresh air pressure wave valve is connected to the signal input terminal of the pressure wave controller and the signal input terminal of the air conditioning controller respectively. The waste discharge pressure wave valve and its normally open feedback contact are respectively connected to the signal output terminal and signal input terminal of the pressure wave controller. The signal output terminal of the fresh air temperature sensor is connected to the signal input terminal of the air conditioner controller; The signal output terminal of the return air temperature sensor is connected to the signal input terminal of the air conditioning controller. The coil of the intermediate relay is connected to the signal output terminal of the pressure wave controller, and its normally open feedback contact is connected to the signal input terminal of the air conditioning controller.

[0006] Furthermore, the fresh air temperature sensor is located at the fresh air valve of the air conditioning unit.

[0007] Furthermore, the return air temperature sensor is located at the return air valve of the air conditioning unit.

[0008] Furthermore, the pressure wave controller is located between the sightseeing area of ​​the front car of the rail vehicle and the passenger compartment, and the first external pressure detection port and the second external pressure detection port are located on the left and right sides of the car body in this area, respectively.

[0009] A method for controlling pressure waves in rail transit based on a control device includes: S1. The pressure difference between the inside and outside of the vehicle is collected by the first differential pressure sensor and the second differential pressure sensor respectively. The air conditioning controller determines whether the set pressure wave control conditions are met based on the pressure difference between the inside and outside of the vehicle transmitted by the first differential pressure sensor and the second differential pressure sensor. If yes, S2 is executed; otherwise, S3 is executed. S2. The pressure wave controller drives the normally open contact of the intermediate relay to close, so as to send a signal that the pressure wave event is in progress to the air conditioning controller, and send a closing signal to the fresh air pressure wave valve and the exhaust pressure wave valve to control the closure of the fresh air pressure wave valve and the exhaust pressure wave valve. S3. Control the opening of the fresh air pressure wave valve and the exhaust pressure wave valve, and determine whether the outdoor and indoor temperatures of the train collected by the fresh air temperature sensor and the return air temperature sensor both meet the set temperature control conditions. If yes, execute S4; otherwise, execute S5. S4. Send a closing signal to the fresh air pressure wave valve through the air conditioning controller to control the closure of the fresh air pressure wave valve; S5. Keep the fresh air pressure wave valve and the waste air pressure wave valve open.

[0010] Beneficial Effects: The pressure wave control device designed in this invention ensures that when the pressure wave controller detects a pressure change that does not meet the requirements, and the temperatures collected by the fresh air temperature sensor and the return air temperature sensor meet the set conditions, the air conditioning controller independently controls the fresh air pressure wave valve to close, without delaying exhaust ventilation. It also effectively blocks cold fresh air from entering the driver's cab, preventing the driver from being affected by low temperatures inside the cab. This invention breaks down the barriers between the pressure wave controller and the air conditioning controller, allowing the air conditioning controller to independently control the fresh air pressure wave valve under specific low-temperature conditions, thereby solving the problem of cold air intrusion. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a schematic diagram of the structure of a pressure wave control device for rail vehicles according to the present invention; Figure 2 This is a control logic diagram of a pressure wave control method for rail vehicles according to the present invention.

[0013] In the picture: 1. First differential pressure sensor; 2. Second differential pressure sensor; 3. Pressure wave controller; 4. Fresh air pressure wave valve; 5. Air conditioning controller; 6. Fresh air temperature sensor; 7. Return air temperature sensor; 8. Waste exhaust pressure wave valve; 9. Intermediate relay; 10. Normally open contact of intermediate relay. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0015] This embodiment provides a pressure wave control device for rail vehicles, such as... Figure 1 As shown, it includes: a first differential pressure sensor 1, a second differential pressure sensor 2, a pressure wave controller 3, a fresh air pressure wave valve 4, an air conditioning controller 5, a fresh air temperature sensor 6, a return air temperature sensor 7, an exhaust pressure wave valve 8, and an intermediate relay 9. The first differential pressure sensor 1 is connected to the first external pressure detection port and the vehicle interior pressure detection port, and its signal output terminal is connected to the first signal input terminal DI2 of the pressure wave controller 3. The second differential pressure sensor 2 is connected to the second external pressure detection port and the vehicle interior pressure detection port, and its signal output terminal is connected to the second signal input terminal DI1 of the pressure wave controller 3; The fresh air pressure wave valve 4 is connected to the signal output terminal DO1 of the pressure wave controller 3 and the signal output terminal DO1 of the air conditioning controller 5 respectively. The normally open feedback contact of the fresh air pressure wave valve 4 is connected to the signal input terminal DI3 of the pressure wave controller 3 and the signal input terminal DI3 of the air conditioning controller 5 respectively. The waste discharge pressure wave valve 8 and its normally open feedback contact are respectively connected to the signal output terminal DO2 and the signal input terminal DI4 of the pressure wave controller 3. The signal output terminal of the fresh air temperature sensor 6 is connected to the signal input terminal DI2 of the air conditioner controller 5; The signal output terminal of the return air temperature sensor 7 is connected to the signal input terminal DI1 of the air conditioning controller 5. The coil of the intermediate relay 9 is connected to the signal output terminal DO3 of the pressure wave controller 3, and its normally open feedback contact 10 is connected to the signal input terminal DI4 of the air conditioner controller 5.

[0016] Specifically, this embodiment is designed to enable the air conditioning controller responsible for temperature control to use a fresh air pressure wave valve to solve the problem of extreme cold insulation that traditional temperature control methods cannot solve when necessary, thus balancing safety functions and comfort requirements.

[0017] Specifically, this embodiment takes into account that pressure wave protection is related to passenger comfort and vehicle structural safety, so it assigns the highest priority to the pressure wave controller 3. Its control signal can interrupt the low temperature protection operation of the air conditioning controller through an intermediate relay, thus ensuring absolute safety.

[0018] Specifically, using the device described in this embodiment, in low-temperature mode, only the fresh air pressure wave valve 4 is closed to prevent cold air from entering, while the exhaust pressure wave valve 8 remains open, allowing air in the driver's compartment to still be drawn out of the vehicle through the exhaust pressure wave valve 8. Since the vehicle compartment is not absolutely sealed, a slight negative pressure is created inside, allowing a small amount of outside air to slowly seep in through other gaps, sufficient to maintain minimal air exchange and avoid the risk of suffocation. Simultaneously, because the amount of cold air entering is greatly reduced, the heating load of the air conditioning system is significantly reduced, resulting in significant energy savings and achieving a balance between insulation and ventilation.

[0019] Specifically, this device eliminates the need to redesign the entire air conditioning or pressure wave system. Instead, by adding an intermediate relay as a signal bridge, it enables information exchange and coordinated control between the pressure wave controller and the air conditioning controller. It requires minimal modification to the existing system, has low hardware costs, but significantly improves the system's performance under special operating conditions.

[0020] In a specific embodiment, the fresh air temperature sensor 6 is installed at the fresh air valve of the air conditioning unit.

[0021] In a specific embodiment, the fresh air temperature sensor 6 is installed at the fresh air valve of the air conditioning unit.

[0022] Specifically, the setting is insufficient if the fresh air temperature is low (such as when the vehicle stops at the platform). The driver's cab also needs to be heated (low return air temperature). The setting triggers the fresh air pressure wave valve to close. This embodiment uses two parameters, fresh air temperature and return air temperature, for comprehensive judgment, which meets the actual comfort requirements and avoids unnecessary actions.

[0023] In a specific embodiment, the pressure wave controller 3 is located between the sightseeing area of ​​the front car of the rail vehicle and the passenger compartment, and the first external pressure detection port and the second external pressure detection port are located on the left and right sides of the car body in this area, respectively.

[0024] This embodiment also provides a method for controlling pressure waves in rail vehicles, such as... Figure 2 As shown, it includes: S1. The pressure difference between the inside and outside of the vehicle is collected by the first differential pressure sensor 1 and the second differential pressure sensor 2 respectively. The air conditioning controller 5 determines whether the set pressure wave control conditions are met based on the pressure difference between the inside and outside of the vehicle transmitted by the first differential pressure sensor 1 and the second differential pressure sensor 2. If yes, S2 is executed; otherwise, S3 is executed. Specifically, the set pressure wave control condition is that the pressure difference between the inside and outside of the vehicle is greater than 800 Pa, which can be adjusted according to the specific situation. In this embodiment, two differential pressure sensors simultaneously detect whether the pressure difference between the inside and outside of the vehicle reaches the set value, which can ensure the reliability of the signal and prevent false alarms.

[0025] S2. The pressure wave controller 3 drives the normally open contact 10 of the intermediate relay to close, so as to send a signal that the pressure wave event is in progress to the air conditioning controller 5, and send a closing signal to the fresh air pressure wave valve 4 and the waste exhaust pressure wave valve 8 to control the closure of the fresh air pressure wave valve 4 and the waste exhaust pressure wave valve 8. S3. Control the opening of the fresh air pressure wave valve 4 and the exhaust pressure wave valve 8. Determine whether the outdoor and indoor temperatures of the train collected by the fresh air temperature sensor 6 and the return air temperature sensor 7 both meet the set temperature control conditions. If yes, execute S4; otherwise, execute S5. Specifically, the set temperature control conditions are that the fresh air temperature is below -20℃ and the return air temperature is below 20℃, but these can be adjusted according to the specific circumstances.

[0026] S4. The air conditioning controller 5 sends a closing signal to the fresh air pressure wave valve 4 to control the fresh air pressure wave valve 4 to close. S5. Keep the fresh air pressure wave valve 4 and the waste air pressure wave valve 8 open.

[0027] Specifically, in this embodiment, when the air conditioning controller 5 does not receive a signal indicating that a pressure wave event is in progress, it indicates that the fresh air pressure wave valve 4 and the exhaust pressure wave valve 8 are open. At this time, if the outdoor and indoor temperatures of the train collected by the fresh air temperature sensor 6 and the return air temperature sensor 7 both meet the set temperature control conditions, it indicates that the temperature is low, and therefore the fresh air pressure wave valve 4 needs to be closed. At this time, the air conditioning controller 5 controls the fresh air pressure wave valve 4 to close. If the air conditioning controller 5 receives a signal indicating that a pressure wave event is in progress, it immediately stops controlling the closure of the fresh air pressure wave valve 4 and transfers control to the pressure wave controller 3. When the pressure wave event ends, the pressure wave controller cancels its output, all valves reopen, and the air conditioning controller 5 then controls the opening and closing of the fresh air pressure wave valve 4 based on the feedback from the two temperature sensors.

[0028] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A pressure wave control device for rail transit, characterized in that, include: First differential pressure sensor (1), second differential pressure sensor (2), pressure wave controller (3), fresh air pressure wave valve (4), air conditioning controller (5), fresh air temperature sensor (6), return air temperature sensor (7), waste exhaust pressure wave valve (8), and intermediate relay (9); The first differential pressure sensor (1) is connected to the first external pressure detection port and the vehicle interior pressure detection port, and its signal output terminal is connected to the first signal input terminal of the pressure wave controller (3); The second differential pressure sensor (2) is connected to the second external pressure detection port and the vehicle interior pressure detection port, and its signal output terminal is connected to the second signal input terminal of the pressure wave controller (3); The fresh air pressure wave valve (4) is connected to the signal output terminal of the pressure wave controller (3) and the signal output terminal of the air conditioning controller (5) respectively. The normally open feedback contact of the fresh air pressure wave valve (4) is connected to the signal input terminal of the pressure wave controller (3) and the signal input terminal of the air conditioning controller (5) respectively. The waste discharge pressure wave valve (8) and its normally open feedback contact are respectively connected to the signal output terminal and signal input terminal of the pressure wave controller (3); The signal output terminal of the fresh air temperature sensor (6) is connected to the signal input terminal of the air conditioner controller (5); The signal output terminal of the return air temperature sensor (7) is connected to the signal input terminal of the air conditioning controller (5); The coil of the intermediate relay (9) is connected to the signal output terminal of the pressure wave controller (3), and its normally open feedback contact (10) is connected to the signal input terminal of the air conditioning controller (5).

2. The rail transit pressure wave control device according to claim 1, characterized in that, The fresh air temperature sensor (6) is installed at the fresh air valve of the air conditioning unit.

3. The rail transit pressure wave control device according to claim 2, characterized in that, The return air temperature sensor (7) is located at the return air valve of the air conditioning unit.

4. The rail transit pressure wave control device according to claim 3, characterized in that, The pressure wave controller (3) is located between the sightseeing area of ​​the front car of the rail vehicle and the passenger compartment. The first external pressure detection port and the second external pressure detection port are located on the left and right sides of the car body in this area, respectively.

5. A method for controlling rail transit pressure waves based on the control device described in claim 1, characterized in that, include: S1. The pressure difference between the inside and outside of the vehicle is collected by the first differential pressure sensor (1) and the second differential pressure sensor (2). The air conditioning controller (5) determines whether the pressure wave control conditions are met based on the pressure difference between the inside and outside of the vehicle transmitted by the first differential pressure sensor (1) and the second differential pressure sensor (2). If yes, S2 is executed; otherwise, S3 is executed. S2. The pressure wave controller (3) drives the normally open contact (10) of the intermediate relay to close, so as to send a signal that the pressure wave event is in progress to the air conditioning controller (5), and send a closing signal to the fresh air pressure wave valve (4) and the waste exhaust pressure wave valve (8) to control the fresh air pressure wave valve (4) and the waste exhaust pressure wave valve (8) to close. S3. Control the opening of the fresh air pressure wave valve (4) and the exhaust pressure wave valve (8), and determine whether the outdoor and indoor temperatures of the train collected by the fresh air temperature sensor (6) and the return air temperature sensor (7) meet the set temperature control conditions. If yes, execute S4; otherwise, execute S5. S4. The air conditioning controller (5) sends a closing signal to the fresh air pressure wave valve (4) to control the fresh air pressure wave valve (4) to close. S5. Keep the fresh air pressure wave valve (4) and the waste exhaust pressure wave valve (8) open.

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