Subway tunnel piston damper control method and apparatus, electronic device, and storage medium

Abstract

A subway tunnel piston damper control method, comprising: monitoring in-tunnel air indexes and outdoor air indexes of each tunnel section in a subway tunnel; on the basis of at least one of the temperature and humidity among the in-tunnel air indexes and the outdoor air indexes, determining whether a preset trigger condition is satisfied; if yes, determining a target control mode pre-associated with the satisfied trigger condition; and controlling the opening degree of piston dampers of the tunnel section on the basis of the target control mode. Also provided are a subway tunnel piston damper control apparatus; an electronic device (40), wherein a processor (41) in the electronic device can execute the subway tunnel piston damper control method; a computer-readable storage medium, wherein computer instructions stored in the computer-readable storage medium are used for enabling the processor to execute the subway tunnel piston damper control method; and a computer program product, wherein when the computer program is executed by the processor, the subway tunnel piston damper control method is implemented.

Description

Methods, devices, electronic equipment and storage media for controlling piston air valves in subway tunnels

[0001] This application claims priority to Chinese Patent Application No. 202411592939.1, filed with the Chinese Patent Office on November 8, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of subway ventilation technology, such as a method, device, electronic equipment, and storage medium for controlling a piston valve in a subway tunnel. Background Technology

[0003] Since subways are buried deep underground, in order to ensure air quality in subway tunnels, piston ventilation shafts are usually installed near subway stations to connect the ground and the tunnels. These piston ventilation shafts constitute one of the subway's fresh air systems.

[0004] To ensure air quality inside the tunnel, the piston valves on the piston ventilation shafts are kept open year-round. Under the piston effect of subway trains entering and leaving the station, stale air inside the tunnel is discharged and fresh air is injected through the piston ventilation shafts.

[0005] Because the piston ventilation shaft was originally designed as part of the fresh air system and to exhaust the heat generated by the train, the impact of air quality indicators such as temperature (outdoor heat is much greater than the heat generated by the subway train) and humidity on subway energy consumption and safety was not considered, resulting in high energy consumption and potential safety risks in the subway system. Summary of the Invention

[0006] This application provides a control method, device, electronic equipment, and storage medium for a piston air valve in a subway tunnel, in order to solve the problem that the piston air valve is fully open all year round, introducing external heat, which leads to high energy consumption and potential safety risks in the operation of the subway system.

[0007] In a first aspect, this application provides a method for controlling piston valves in subway tunnels, used to control piston valves in various tunnel sections of a subway tunnel, including:

[0008] Monitor the air quality indicators inside and outside the subway tunnel in each tunnel section, wherein the air quality indicators inside and outside the tunnel include at least temperature and humidity;

[0009] Determine whether the preset triggering conditions are met based on at least one of the air quality indicators inside the tunnel and the outdoor air quality indicators, namely temperature and humidity.

[0010] If so, determine the target control mode pre-associated with the triggered conditions that are met;

[0011] The opening degree of the piston valve in the tunnel section is controlled according to the target control mode.

[0012] Secondly, this application provides a piston valve control device for subway tunnels, used to control piston valves in various tunnel sections of a subway tunnel, including:

[0013] An air quality monitoring module is configured to monitor air quality inside and outside the subway tunnel in various tunnel sections. The air quality inside and outside the tunnel shall include at least temperature and humidity.

[0014] The trigger condition judgment module is configured to determine whether the preset trigger condition is met based on at least one of the air index inside the tunnel and the air index outside the tunnel, namely temperature and humidity. If so, the target control mode determination module is executed.

[0015] The target control mode determination module is set to determine the target control mode pre-associated with the triggering conditions that are met;

[0016] The piston valve control module is configured to control the opening degree of the piston valve in the tunnel section according to the target control mode.

[0017] Thirdly, this application provides an electronic device, the electronic device comprising:

[0018] At least one processor; and

[0019] A memory communicatively connected to the at least one processor; wherein,

[0020] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the subway tunnel piston valve control method described in the first aspect of this application.

[0021] Fourthly, this application provides a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the subway tunnel piston valve control method described in the first aspect of this application.

[0022] Fifthly, this application provides a computer program product, which includes a computer program that, when executed by a processor, implements the subway tunnel piston valve control method described in the first aspect of this application.

[0023] This application embodiment monitors the air quality indicators inside and outside the subway tunnel in various tunnel sections. Based on at least one of the temperature and humidity indicators, it determines whether a preset trigger condition is met. If so, it determines the target control mode pre-associated with the met trigger condition and controls the opening of the piston valve in the tunnel section according to the target control mode. This allows for the configuration of various control modes and trigger conditions based on outdoor and tunnel temperatures and humidity. When the outdoor temperature is higher than the tunnel temperature or the outdoor humidity is too high, the opening of the piston valve can be reduced or even closed. This prevents outdoor heat or moisture from entering the tunnel, maintaining a lower temperature and humidity. On one hand, maintaining a lower tunnel temperature provides a low-temperature environment for the air conditioning on trains and in stations, reducing energy consumption. On the other hand, it avoids excessive humidity in the tunnel causing condensation or fog that could affect electronic equipment, track operation, or driver visibility, reducing safety risks and improving the safety performance of subway operations. Attached Figure Description

[0024] Figure 1 is a schematic diagram of the ventilation system in a subway tunnel;

[0025] Figure 2 is a flowchart of a method for controlling a piston air valve in a subway tunnel according to Embodiment 1 of this application;

[0026] Figure 3 is a flowchart of a method for controlling a piston air valve in a subway tunnel according to Embodiment 2 of this application;

[0027] Figure 4 is a schematic diagram of the passenger flow curve;

[0028] Figure 5 is a schematic diagram of the temperature curve;

[0029] Figure 6 is a schematic diagram of carbon dioxide concentration;

[0030] Figure 7 is a schematic diagram after the station ventilation system has been removed;

[0031] Figure 8 is a structural schematic diagram of a subway tunnel piston air valve control device provided in Embodiment 3 of this application;

[0032] Figure 9 is a schematic diagram of the structure of the electronic device provided in Embodiment 4 of this application. Detailed Implementation

[0033] Figure 1 shows a schematic diagram of the ventilation system of a subway tunnel. In Figure 1, the subway tunnel ventilation system includes a station ventilation and air conditioning system and a piston air system. The station ventilation and air conditioning system includes air conditioners installed in the station, platform air valves, and ventilation ducts connected to the ventilation shaft. The piston air system mainly includes ventilation ducts connecting the ventilation shaft and the tunnel and piston air valves installed on the ventilation ducts.

[0034] Among them, the station ventilation and air conditioning system is mainly used for controlling the ambient temperature and fresh air in the station, while the piston air system is mainly used to inject outdoor fresh air into the tunnel. Within a tunnel section, it includes two piston air valves (which can be single piston, single-end piston, or shared piston, the specific form is not limited) located at both ends of the tunnel section, i.e., double piston air valves. In addition, in the case of double tunnels (upward tunnel and downward tunnel), the subway tunnel ventilation system may also include the connecting ventilation valve between the upward tunnel and the downward tunnel, and the platform door air valve connecting the tunnel and the station platform installed on the platform screen doors or other locations.

[0035] In related technologies, to ensure fresh air in the tunnel, piston valves are kept open year-round. When a train enters a station, the air in front of the train is compressed, causing stale air in front of the train to be discharged to the outside through the ventilation shaft via the piston valves. Due to negative pressure behind the train, outdoor air enters the tunnel through the ventilation shaft via the piston valves at the rear of the train, forming fresh air. When the outdoor temperature is higher than the tunnel temperature (e.g., in summer), the hot outdoor air enters the tunnel through the piston valves, causing the ambient temperature inside the tunnel to rise. The air conditioning on the train traveling through the tunnel will then operate in the high-temperature tunnel. Furthermore, air from the tunnel will also enter the station (e.g., onto the platform), raising the platform temperature and increasing the heat load on the station's ventilation and air conditioning system, leading to increased energy consumption for both the train and the station's air conditioning. In addition, if the outdoor humidity is too high, the piston valves will also introduce outdoor moisture into the tunnel, causing condensation on the tunnel walls, which can affect electronic equipment and wiring in the subway tunnel, posing a safety risk. To improve the problems existing in piston valve control, this application provides a method for controlling piston valves in subway tunnels according to the following embodiments. Based on the facilities in related technologies, the method controls the ventilation volume between the tunnel and the outside by controlling the opening degree of the piston valve. When the outdoor temperature is higher than the tunnel temperature (e.g., in summer), the opening degree of the piston valve is reduced to control less ventilation between the tunnel and the outside; when the outdoor temperature is lower than the tunnel temperature (e.g., in summer), the opening degree of the piston valve is increased to control more ventilation between the tunnel and the outside, thereby achieving asymmetrical ventilation, reducing the tunnel temperature, reducing the energy consumption of trains and stations, and eliminating safety risks caused by the introduction of outdoor moisture.

[0036] Example 1

[0037] Figure 2 is a flowchart of a subway tunnel piston valve control method provided in Embodiment 1 of this application. This embodiment is applicable to the control of subway tunnel piston valves. This method can be executed by a subway tunnel piston valve control device, which can be implemented in hardware and / or software and can be configured in an electronic device. As shown in Figure 2, the subway tunnel piston valve control method includes:

[0038] S201. Monitor the air quality indicators inside and outside the subway tunnel in each tunnel section. The air quality indicators inside and outside the tunnel shall include at least temperature and humidity.

[0039] In this embodiment, the tunnel section can be a tunnel between two stations in a subway tunnel. The air quality indicators inside the tunnel can be various parameters of the air inside the tunnel. For example, the air quality indicators inside the tunnel can include parameters such as tunnel fire detection, tunnel air pressure, tunnel air temperature, tunnel air humidity, tunnel air carbon dioxide concentration, and PM2.5 or PM10 in the tunnel air. The outdoor air quality indicators can be various parameters of the air in the area where the tunnel section is located. For example, the outdoor air quality indicators can include outdoor air pressure (e.g., default meteorological data), temperature, humidity, carbon dioxide concentration (e.g., default meteorological data), and outdoor air PM2.5 or PM10.

[0040] This embodiment can install sensors within the tunnel section to monitor air quality indicators in both the up and down tunnel sections, and can also use sensors outdoors within the tunnel section to monitor outdoor air quality indicators, or obtain outdoor air quality indicators from the local meteorological information department.

[0041] S202. Determine whether the preset triggering conditions are met based on at least one of the air quality indicators inside the tunnel and the outdoor air quality indicators, namely temperature and humidity.

[0042] The triggering condition in this embodiment can be the condition for triggering the control piston valve, so as to reduce the amount of outdoor heat entering the tunnel by controlling the piston valve when the outdoor temperature is higher than the tunnel temperature, or reduce the amount of external moisture entering the tunnel, or reduce the amount of external PM2.5 or PM10 particles entering the tunnel. The triggering condition includes at least one of temperature and humidity as a criterion, and may also include PM2.5, PM10 particles, etc. In one example, in order to avoid introducing outdoor heat into the tunnel, the triggering condition can be that the outdoor temperature is higher than the tunnel temperature. In another example, in order to avoid the introduction of too much moisture into the tunnel due to high outdoor humidity, resulting in condensation, the triggering condition can be that the outdoor temperature is higher than the indoor temperature, and the tunnel temperature is lower than the condensation temperature of the outdoor humidity. Those skilled in the art can set different triggering conditions according to the hardware facilities of the station and tunnel (such as whether there are platform doors, whether there are ventilation valves on the platform doors, etc.), and in combination with temperature and safe operation control requirements. The embodiments of this application do not limit the triggering conditions.

[0043] After monitoring the air quality indicators inside and outside the tunnel, it can be determined whether the preset triggering conditions are met by checking at least one of the temperature and humidity indicators. If yes, then S203 is executed. If no, the current state of the piston valve can be maintained, the piston valve can be not adjusted, and the process can return to S201 to continue monitoring the air quality indicators inside and outside the tunnel in each tunnel section of the subway tunnel.

[0044] S203. Determine the target control mode pre-associated with the satisfied triggering conditions.

[0045] This embodiment can pre-configure the control mode of the piston valve under different triggering conditions. The control mode can be a way to control the piston valve. For example, the control mode can control whether the piston valve is open, the opening method, and the target opening degree. The control mode can also include the control mode of other valves, such as the control mode of the ventilation valve between the up tunnel and the down tunnel, the control mode of the ventilation (pressure relief) valve on the platform door, etc.

[0046] In another embodiment, the control mode may also include the calculation method of the piston valve opening. In this embodiment, the calculation method of the piston valve opening under different triggering conditions can be pre-configured. In one example, the control mode of the piston valve opening can be pre-configured according to the outdoor temperature and tunnel temperature. In another example, the control mode of the piston valve opening can be pre-configured according to the outdoor temperature, outdoor humidity and tunnel temperature. This embodiment does not limit the control mode associated with different triggering conditions.

[0047] S204. Control the opening degree of the piston air valve in the tunnel section according to the target control mode.

[0048] The opening degree of the piston valve can be the duration for which the piston valve is open at maximum airflow, or the airflow per unit time when the piston valve is open. In one embodiment, the target control mode can include a target duration for the piston valve to be open at maximum airflow, which allows the piston valve to be controlled to open at maximum airflow and timed, closing the piston valve when the timed duration equals the target duration. In another embodiment, the target control mode can include a target airflow per unit time for the piston valve, which allows the piston valve to be controlled to be open at the target airflow per unit time and continuously for a preset duration.

[0049] This application embodiment determines whether a preset triggering condition is met based on at least one of the air quality indicators inside the tunnel and the outdoor air quality indicators, namely temperature and humidity. If so, it determines the target control mode associated with the met triggering condition and controls the opening of the piston valve in the tunnel section according to the target control mode. This allows for the configuration of various control modes and triggering conditions based on the outdoor and tunnel temperatures and humidity. When the outdoor temperature is higher than the tunnel temperature or the outdoor humidity is too high, the opening of the piston valve can be reduced or even closed. This prevents outdoor heat or moisture from entering the tunnel, allowing the tunnel to maintain a lower temperature and humidity. On the one hand, maintaining a lower tunnel temperature provides a low-temperature environment for the ventilation and air conditioning systems on trains running in the tunnel and in stations, reducing the energy consumption of these systems. On the other hand, it avoids excessive humidity inside the tunnel causing condensation that could affect the operation of electronic equipment and lines, or forming fog that could affect the driver's visibility, thus reducing subway safety risks and improving the safety performance of subway operations.

[0050] Example 2

[0051] Figure 3 is a flowchart of a subway tunnel piston valve control method provided in Embodiment 2 of this application. As shown in Figure 3, the subway tunnel piston valve control method includes:

[0052] S301. Monitor the air quality indicators inside and outside the subway tunnel in each tunnel section. The air quality indicators inside and outside the tunnel shall include at least temperature and humidity.

[0053] This embodiment can install sensors within the tunnel section to monitor air quality indicators inside the tunnel, and also monitor outdoor air quality indicators outside the tunnel section using sensors. The air quality indicators inside the tunnel can include parameters such as tunnel air pressure, tunnel temperature, tunnel humidity, carbon dioxide concentration in the tunnel air, and PM2.5 or PM10 in the tunnel air. The outdoor air quality indicators can include parameters such as outdoor air pressure, temperature, humidity, carbon dioxide concentration, and PM2.5 or PM10 in the outdoor air.

[0054] S302. Determine whether the outdoor temperature is higher than the tunnel temperature.

[0055] For example, the collected outdoor temperature can be compared with the tunnel temperature. If the outdoor temperature is higher than the tunnel temperature, the piston valve needs to be controlled to avoid introducing outdoor heat. This can be done by executing S303-S307. If the outdoor temperature is lower than the tunnel temperature, S308-S312 can be executed.

[0056] In an optional embodiment, if the outdoor temperature is higher than the tunnel temperature, it can also be determined whether the outdoor temperature is higher than a preset temperature threshold. If so, it is determined that the preset triggering condition is met, and the preset fifth control mode is determined as the target control mode. If not, it indicates that the outdoor weather is not extremely hot, and it is determined that the preset triggering condition is not met. The preset temperature threshold can be a threshold for extreme hot weather. For example, in summer, when the outdoor temperature is much higher than the tunnel temperature, a temperature threshold can be set. For example, the temperature threshold can be any temperature value above 37°C, which can be determined according to the summer temperature of the area where the tunnel section is located. When the outdoor temperature is higher than the temperature threshold, the piston valve is closed or opened with a smaller opening to increase the air circulation inside the tunnel and reduce the amount of hot outdoor air entering the tunnel. In one example, the fifth control mode could be with the double piston valve closed and the connecting ventilation valve between the up and down tunnels fully open, as well as the ventilation valve on the platform screen door open. This means the double piston valve is completely closed to prevent the tunnel from connecting to the outside, thus preventing outside air from entering the tunnel through the piston valve. Opening the connecting ventilation valve between the up and down tunnels or the ventilation valve on the platform screen door balances the air pressure inside the tunnel and increases air circulation, preventing excessive air pressure inside the tunnel after the piston valve is closed, which could damage equipment such as the platform screen door. Additionally, it can replenish the station with low-temperature fresh air. In another example, the fifth control mode could be with the piston valve slightly open, thereby reducing the amount of high-temperature outside air entering the tunnel. The opening degree of the piston valve can be determined based on the outside temperature. For example, the opening degree of the piston valve is negatively correlated with the outside temperature; the higher the outside temperature, the smaller the opening degree of the piston valve, thus reducing the ventilation volume of the piston valve when the outside temperature is higher than a temperature threshold.

[0057] In another embodiment, if the outdoor temperature is higher than the tunnel temperature and the outdoor temperature is lower than a preset temperature threshold (e.g., less than any temperature value above 37°C), the difference between the outdoor temperature and the tunnel temperature can be calculated as the temperature difference, and it can be determined whether the temperature difference is greater than the preset temperature difference threshold. If so, S303-S307 are executed; if not, a control mode can be selected as the target control mode from the preset first control mode, second control mode, third control mode, and fourth control mode based on at least one of the air pressure, carbon dioxide concentration, outdoor air enthalpy, and tunnel air enthalpy in the air indicators in the tunnel.

[0058] For example, the temperature difference threshold can be determined based on the outdoor temperature of the area where the tunnel section is located, the average temperature of the tunnel, and the seasons. For example, in spring and autumn, if the temperature difference between the outdoor temperature and the tunnel temperature in a region is small, in order to avoid frequent control of the opening of the piston valve, a temperature difference threshold (such as 1℃, 2℃, etc.) can be set. When the temperature difference between the outdoor temperature and the tunnel temperature is greater than the temperature difference threshold, it means that the outdoor temperature is greater than the tunnel temperature and the temperature difference between the two is large. In order to prevent hot outdoor air from entering the tunnel, the opening of the piston valve needs to be controlled, and S303-S307 can be executed.

[0059] If the temperature difference between the two is small, a control mode can be selected as the target control mode from the preset first, second, third, and fourth control modes based on at least one of the air indicators in the tunnel: air pressure, carbon dioxide concentration, outdoor air enthalpy, and tunnel air enthalpy. The external ventilation volume of the piston valve in the first, second, third, and fourth control modes decreases sequentially. For example, the priority of air pressure in the tunnel is higher than that of carbon dioxide concentration. When the temperature difference is small, the influence of heat introduced from the outside can be disregarded, and the air pressure in the tunnel can be considered. If the air pressure in the tunnel is greater than a pressure threshold, pressure relief is required. The target control mode can be determined from the first, second, third, and fourth control modes to open the piston valve for pressure relief. If the air pressure is less than the pressure threshold, it is determined whether the carbon dioxide concentration is greater than the concentration threshold. If so,... The target control mode can be determined from the first, second, third, and fourth control modes based on the carbon dioxide concentration in the tunnel. This mode controls the opening of the piston valve to inject fresh air into the tunnel, thereby reducing the carbon dioxide concentration. Alternatively, the control mode can be determined by combining air pressure, outdoor air enthalpy, and tunnel air enthalpy, or by calculating the opening of the piston valve based on at least one of these factors. On the one hand, this avoids frequent control of the piston valve opening when the temperature difference between the outdoor and tunnel temperatures is small. On the other hand, temperature control can be disregarded when the temperature difference is small, thus avoiding the problem of low energy consumption reduction effect of temperature control when the temperature difference is small. Furthermore, the piston valve can be mainly controlled based on at least one of these factors to ensure the safe operation of the subway tunnel and improve the quality of fresh air inside the subway tunnel.

[0060] S303, Obtain the passenger flow curve of the tunnel section.

[0061] The passenger flow curve can be the daily passenger flow curve of the tunnel section. The daily passenger flow curve is plotted with time on the horizontal axis and passenger volume (number of passengers) on the vertical axis. Figure 4 shows a schematic diagram of the daily passenger flow curve for 24 hours.

[0062] In one embodiment, the daily passenger flow curve can be a historical passenger flow curve of the tunnel section, such as the daily passenger flow curve of the previous day. In another embodiment, the daily passenger flow curve can also be a predicted daily passenger flow curve, such as the daily passenger flow curve of the current date predicted by the historical daily passenger flow curves of multiple dates prior to the current date. In yet another embodiment, the daily passenger flow curve can also be a passenger flow curve generated by real-time monitoring of passenger flow.

[0063] In another embodiment, since the carbon dioxide in the subway tunnel is mainly produced by the breathing of passengers in the train, the carbon dioxide concentration curve can also be obtained to reflect the passenger flow. As shown in Figure 6, which is a schematic diagram of the carbon dioxide concentration curve, by comparing the curves in Figure 4 and Figure 6, the daily passenger flow curve and the trend of carbon dioxide concentration change are roughly the same.

[0064] S304. Multiple time periods are determined from the passenger flow curve.

[0065] In one embodiment, the following passenger flow periods can be determined from the daily passenger flow curve: the first daytime low-peak period (e.g., morning low-peak period), the first daytime peak period (e.g., morning rush hour), the second daytime low-peak period (e.g., from the morning rush hour to the afternoon rush hour), the second daytime peak period (e.g., afternoon rush hour), and the nighttime low-peak period. These periods are then ordered in chronological order: the first daytime low-peak period, the first daytime peak period, the second daytime low-peak period, the second daytime peak period, and the nighttime low-peak period. A low-peak period can refer to a passenger flow rate below a passenger flow threshold (as shown in Figure 4, the passenger flow threshold can be A, which can be set according to the actual passenger flow situation in different regions and on different routes). A peak period can refer to a passenger flow rate above a passenger flow threshold (as shown in Figure 4, the passenger flow threshold can be A).

[0066] The first daytime off-peak passenger flow period can be the time period before the first peak passenger flow period of the day, such as the morning period, as shown in Figure 4. The first daytime off-peak passenger flow period can be from 5:00 AM to 7:00 AM (adjustable). The first daytime peak passenger flow period can be the time period before the first peak passenger flow period of the day, as shown in Figure 4. The first daytime peak passenger flow period can be from 7:00 AM to 9:00 AM (adjustable). The second daytime off-peak passenger flow period can be the time period between the first and second peak passenger flow periods of the day, as shown in Figure 4. The second daytime off-peak passenger flow period can be from 9:00 AM to 5:00 PM (adjustable). The second daytime peak passenger flow period can be the time period after the second daytime peak passenger flow period, as shown in Figure 4. The second daytime peak passenger flow period can be from 5:00 PM to 7:00 PM (adjustable). The nighttime off-peak passenger flow period can be the time period after the end of the second daytime peak passenger flow period, as shown in Figure 4. The nighttime off-peak passenger flow period can be the time period after 7:00 PM each day. The above time periods are merely examples. In practical applications, those skilled in the art can pre-configure each time period based on the passenger flow in the tunnel section. The embodiments of this application do not limit the division of each time period.

[0067] In one embodiment, Figure 5 shows the outdoor daily temperature curve. As can be seen from Figure 5, due to the regular changes in daytime solar radiation intensity, the temperature is relatively low in the morning and evening, and higher during the day. Combining this with the passenger flow curve in Figure 4, the outdoor temperature is lower during the first daytime low-peak passenger flow period (before the morning peak), the first daytime peak passenger flow period (morning peak), the second daytime peak passenger flow period (evening peak), and the nighttime low-peak passenger flow period. The temperature is higher during the second daytime low-peak passenger flow period (between the morning and evening peaks). Based on this, this embodiment can configure control modes for different time periods. The control modes configured for each time period are as follows:

[0068] The first day's off-peak passenger flow period is associated with the first control mode T1. The first control mode T1 is when both piston air valves are fully open. That is, during the non-peak period in the morning, both piston air valves in the tunnel section are open. In the first control mode T1, the air exchange between the tunnel and the outside is the largest, and all the air pressure in the tunnel is released to the outside through the open double piston air valves.

[0069] During the first day's peak passenger flow period, the second control mode T2 is associated with the following: the double piston air valves are fully open and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is also fully open. That is, during the morning peak period, both piston air valves in the tunnel section are open, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is also open. Under the second control mode T2, because the connecting ventilation valve between the up-going tunnel and the down-going tunnel is open, the air in the tunnel is partially circulated, and the air pressure is balanced to the other tunnel through the connecting ventilation valve. Under the second control mode T2, the ventilation volume between the tunnel and the outside is less than the ventilation volume of the first control mode T1.

[0070] During the second day's off-peak passenger flow period, the third control mode (T3) and the fourth control mode (T4) are associated. The third control mode is that the single piston air valve is fully open and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open. The fourth control mode is that the single piston air valve is fully open and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open, as well as the ventilation valve on the platform door. That is, during the non-peak passenger flow period during the day, one of the two piston air valves in the tunnel section can be opened, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel can be opened, or one of the two piston air valves in the tunnel section can be opened, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel can be opened, and the ventilation valve on the platform door can also be opened, in order to increase the partial air circulation in the tunnel and reduce the ventilation between the tunnel and the outside.

[0071] The third control mode T3 can include the following two sub-modes T3-1 and T3-2:

[0072] Sub-mode T3-1: The piston air valve at the front of the vehicle is fully open, the piston air valve at the rear of the vehicle is closed, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open.

[0073] Sub-mode T3-2: The piston air valve at the rear of the vehicle is fully open, the piston air valve at the front of the vehicle is closed, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open.

[0074] As the train compresses the air inside the tunnel while it is moving, the piston valve at the front of the train is fully open and exhausts air to the outside. After the train leaves the tunnel section, more outdoor air enters the tunnel, meaning that the ventilation volume of sub-mode T3-1 is greater than that of sub-mode T3-2.

[0075] Similarly, the fourth control mode T4 can include the following two sub-modes T4-1 and T4-2:

[0076] Sub-mode T4-1: The piston air valve at the front of the train is fully open, the piston air valve at the rear of the train is closed, the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open, and the ventilation valve on the platform door is open.

[0077] Sub-mode T4-2: The piston air valve at the rear of the train is fully open, the piston air valve at the front of the train is closed, the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open, and the ventilation valve on the platform door is open.

[0078] The ventilation volume of sub-mode T4-1 is greater than that of sub-mode T4-2.

[0079] The ventilation volume in the third control mode T3 and the fourth control mode T4 is less than that in the second control mode T2 because the single piston air valve is open.

[0080] The second day's peak passenger flow period is associated with the second control mode T2, which means that during the afternoon and evening peak hours of the day, both piston air valves in the tunnel section are opened, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is also opened.

[0081] During the off-peak hours of nighttime passenger flow, the first control mode T1 is associated with opening both piston air valves in the tunnel section after the midday and evening peak periods.

[0082] As can be seen from the above modes, the external ventilation volume of the first control mode T1, the second control mode T2, the third control mode T3, and the fourth control mode T4 decreases in sequence. In one embodiment, a fifth control mode T5 is also included. The fifth control mode T5 can be that the double piston air valve is closed, the connecting ventilation valve between the up tunnel and the down tunnel is open, and the ventilation valve on the station platform door is open. In the fifth control mode T5, the air in the tunnel circulates internally between the up tunnel and the down tunnel and between the tunnel and the station. The ventilation volume of the piston air valve to the outside is 0 or in a small opening state.

[0083] S305. Determine whether the current time is within any of the target time periods among multiple time periods.

[0084] After determining multiple time periods from the daily passenger flow curve, the target time period in which the current time falls can be determined. If the current time falls in any of the target time periods, S306 is executed. If the current time does not fall in any of the multiple time periods, it is determined that the triggering condition has not been met, and the piston valve remains in its current state without adjustment.

[0085] S306. Determine that the preset triggering conditions are met.

[0086] If the current time falls within any of the target time periods among the determined time periods, then the preset triggering conditions are met. For example, if the current time is 7:00 AM (which can be adjusted), the current time is determined to be within the first daytime peak period, and the triggering conditions for piston valve control during the first daytime peak period are determined to be met.

[0087] S307. The control mode pre-associated with the target time period is determined as the target control mode.

[0088] In one embodiment, if a target time period is associated with a high airflow control mode and a low airflow control mode, the high airflow control mode or the low airflow control mode associated with the target time period is selected as the target control mode based on at least one of air pressure and carbon dioxide concentration.

[0089] For example, the air quality indicators inside the tunnel also include at least one of air pressure and carbon dioxide concentration. It can be determined whether the air pressure inside the tunnel is greater than a preset pressure threshold. If so, a high air volume control mode associated with the target time period is selected as the target control mode. If not, it is determined whether the carbon dioxide concentration is greater than a preset carbon dioxide concentration threshold. When the carbon dioxide concentration is greater than or equal to the carbon dioxide concentration threshold, a high air volume control mode associated with the target time period is selected as the target control mode. When the carbon dioxide concentration is less than the carbon dioxide concentration threshold, a low air volume control mode associated with the target time period is selected as the target control mode.

[0090] For example, taking the second day's off-peak passenger flow period during the target time period as an example, the third control mode T3 and the fourth control mode T4 are associated. The third control mode T3 is a high ventilation volume control mode, and the fourth control mode T4 is a low ventilation volume control mode. It can first determine whether the pressure in the tunnel is greater than the set safe pressure threshold. If so, the third control mode T3 is selected as the target control mode to release the pressure in the tunnel with a large ventilation volume. If not, it can determine whether the carbon dioxide concentration in the tunnel is greater than the preset concentration threshold. If so, the third control mode T3 is selected as the target control mode to inject fresh outdoor air into the tunnel with a large ventilation volume to reduce the carbon dioxide concentration in the tunnel. If the carbon dioxide concentration is less than the preset concentration threshold, the fourth control mode T4 can be selected as the target control mode to reduce the ventilation volume between the tunnel and the outside, so as to avoid introducing a large amount of outdoor heat when the outdoor temperature is greater than the tunnel temperature.

[0091] In this embodiment, the first control mode T1 and the second control mode T2 are used to control the opening of the double-piston air valve during the first daytime off-peak passenger flow period (morning off-peak period) and the first daytime peak passenger flow period (morning peak period), respectively. During the second daytime off-peak passenger flow period (which is the period of highest temperature during the day), the third control mode T3 and the fourth control mode T4 are used to control the opening of the single-piston air valve. During the second daytime peak passenger flow period (evening peak period) and the nighttime off-peak passenger flow period, the second control mode T2 and the first control mode T1 are used to control the opening of the double-piston air valve, respectively. This achieves the goal of opening the double-piston air valve when the outdoor temperature is lower in the morning and evening to increase the ventilation between the tunnel and the outside, and opening the single-piston air valve (or the air valve with a small opening) when the temperature is higher during the day. This system can utilize the low outdoor temperatures in the morning and evening to introduce a large amount of fresh outdoor air, reducing carbon dioxide concentration during peak passenger flow periods. It can also reduce ventilation by opening the piston valve (or slightly opening it) during off-peak hours when outdoor temperatures are higher in the daytime, thus reducing the amount of outdoor heat entering the tunnel. By leveraging the low temperatures in the morning and evening and the high temperatures during the day, the asymmetrical ventilation through the piston valve allows the tunnel to "breathe," increasing ventilation during the morning and evening when outdoor temperatures are low and decreasing it during the daytime when outdoor temperatures are high. This reduces tunnel temperature, lowers the working environment temperature of trains and stations, reduces the temperature of fresh air in trains and stations (station piston air leakage accounts for approximately 30% of the total air volume), and reduces energy consumption of the train and station ventilation and air conditioning systems, achieving energy-saving effects.

[0092] In another embodiment, if the outdoor temperature is higher than the tunnel temperature, the condensation temperature (i.e., dew point temperature) or fog temperature can be determined based on the outdoor temperature and humidity. If the condensation temperature or fog temperature is lower than the tunnel temperature, it is determined that outdoor air entering the tunnel will not condense or form fog, and there is no need to adjust the piston valve to prevent condensation or fog formation. If the condensation temperature or fog temperature is higher than the tunnel temperature, it is determined that the preset triggering conditions are met, and the preset fifth control mode is determined as the target control mode. The fifth control mode is that the double piston valve is closed (or the valve is slightly open) and the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully open, and the ventilation valve on the platform door is open. For example, a reference table for condensation temperature and fog temperature of air at different temperatures and humidity levels can be pre-configured. The condensation temperature or fog temperature of the current outdoor temperature and humidity can be determined from the reference table. If the condensation temperature or fog temperature is higher than the tunnel temperature and tunnel wall temperature, outdoor air will condense or form fog on the tunnel wall after entering the tunnel. In order to avoid condensation on the tunnel wall or fog formation in the tunnel, the double piston air valve can be closed to prevent outdoor air from entering the tunnel, thus preventing electronic equipment and lines in the tunnel from causing safety hazards due to condensation, or fog formation from affecting the driver's vision, thereby improving the safety performance of subway operation.

[0093] After the double piston air valve is closed, the connecting ventilation valve between the up-going tunnel and the down-going tunnel can be fully opened, as well as the ventilation valve on the platform door, to avoid the excessive air pressure in the tunnel from impacting the station platform screen doors and train operation. If the air pressure in the tunnel is still greater than the safe pressure threshold after the connecting ventilation valve between the up-going tunnel and the down-going tunnel is fully opened and the ventilation valve on the platform door is opened, the piston air valve can be opened to a smaller extent to release pressure to the outside when the pressure in the tunnel is too high.

[0094] S308. Determine whether the outdoor temperature is higher than the first temperature threshold.

[0095] If the outdoor temperature is lower than the tunnel temperature, for example, the outdoor temperature is usually lower than the tunnel temperature in winter, it can be determined whether the outdoor temperature is higher than the first temperature threshold. The first temperature threshold can be set to different values ​​depending on the region, such as 0℃. If the outdoor temperature is higher than the first temperature threshold, S309 can be executed. If the outdoor temperature is lower than the first temperature threshold, S310 can be executed.

[0096] S309. The preset first control mode or second control mode is determined as the target control mode.

[0097] For example, if the outdoor temperature is above 0°C and the tunnel temperature is higher than the outdoor temperature, a preset first control mode T1 or second control mode T2 can be used as the target control mode to control the double piston air valve to be fully open. This allows the double piston air valve to be fully open all day in winter when the outdoor temperature is above 0°C and the tunnel temperature is higher than the outdoor temperature, thereby introducing outdoor cold energy and achieving winter tunnel cooling.

[0098] S310. Determine whether the tunnel temperature is lower than the second temperature threshold.

[0099] If the outdoor temperature is lower than the first temperature threshold, such as below 0°C, it can be determined whether the tunnel temperature is lower than the second temperature threshold, such as below 5°C. If yes, execute S311; otherwise, execute S312.

[0100] S311. When the tunnel temperature is lower than or equal to the second temperature threshold, the preset fifth control mode is determined as the target control mode.

[0101] For example, when the outdoor temperature is below 0°C and the tunnel temperature is below 5°C, the fifth control mode can be selected as the target control mode to close the double piston air valve and open the ventilation valve connecting the up-going tunnel and the down-going tunnel and the ventilation valve on the platform door. This is to close the double piston air valve or open the piston air valve with a small opening when the outdoor temperature is below 0°C and the tunnel temperature is below 5°C during the day or night in winter, so as to avoid the tunnel from introducing excessive outdoor cold energy in winter and freezing the fire pipes or other equipment in the tunnel.

[0102] S312. When the tunnel temperature is higher than the second temperature threshold, the preset third or fourth control mode shall be used as the target control mode.

[0103] For example, when the outdoor temperature is below 0°C and the tunnel temperature is above 5°C, the third or fourth control mode can be selected as the target control mode. When the outdoor temperature is below 0°C and the tunnel temperature is above 5°C during the day or night in winter, the single-piston air valve is opened, and the connecting ventilation valve between the up-going tunnel and the down-going tunnel and the ventilation valve on the platform door are also opened. On the one hand, external cold energy can be introduced to achieve tunnel cooling, and on the other hand, the air in the tunnel can be discharged to the station platform, and the heat generated by the train operation in the tunnel can be released to the station platform as a heat source, thereby increasing the temperature of the station platform in winter and reducing the energy consumption of the station's air conditioning system.

[0104] In one embodiment, before S302, it can be determined whether the tunnel air pressure is greater than a preset pressure threshold. If so, the opening of the piston valve in the tunnel section is controlled according to the tunnel air pressure. If not, S302 is executed to control the tunnel temperature to ensure that the piston valve is controlled within a safe pressure range. The opening of the piston valve is positively correlated with the tunnel air pressure, that is, when the tunnel air pressure is greater than the pressure threshold, the greater the tunnel air pressure, the greater the opening of the piston valve.

[0105] In another optional embodiment, when the tunnel air pressure is less than a preset pressure threshold, before S302, it can be determined whether the outdoor particulate matter concentration is greater than a preset concentration threshold. If so, it is determined that the preset triggering condition is met, and the preset fifth control mode is determined as the target control mode. The concentration of PM2.5 or PM10 in the air outside the tunnel can be monitored in real time. If the outdoor PM2.5 or PM10 concentration is greater than the concentration threshold, the piston valve is controlled to close through the fifth control mode, or it can be opened with a small opening, so as to avoid the introduction of PM2.5 or PM10 into the tunnel and outdoor ventilation when the outdoor PM2.5 or PM10 concentration is too high, thereby reducing the air quality in the tunnel and ensuring that the concentration of PM2.5 or PM10 in the air inside the tunnel is within a reasonable range.

[0106] In another embodiment, when the air pressure in the tunnel is less than the pressure threshold and the particulate matter concentration is less than the preset concentration threshold, it can be determined whether the carbon dioxide concentration in the tunnel is greater than the preset concentration threshold. If so, one of the preset first control mode, second control mode, third control mode and fourth control mode is determined as the target control mode. When the carbon dioxide concentration is greater than the concentration threshold, fresh outdoor air is introduced into the tunnel by fully opening the double piston air valve or opening the single piston air valve, thereby reducing the carbon dioxide concentration in the tunnel and making the train run in a low carbon dioxide concentration environment, thus improving the air quality inside the train.

[0107] When controlling the piston valve, the priority order of various air quality indicators in the tunnel is as follows: fire detection > pressure > humidity > PM2.5 or PM10 > carbon dioxide concentration > temperature. Humidity can be considered only when the outdoor temperature is higher than the tunnel temperature. In addition, if the station is an open platform (without platform screen doors), pressure can be disregarded. PM2.5 or PM10 can also be disregarded and used only for monitoring without being used for piston valve control. When PM2.5 or PM10 exceeds the standard, it can prompt the tunnel to be cleaned to reduce PM2.5 or PM10. Tunnel fire detection is used as the basis for judging whether a fire has occurred in the tunnel, and its fire control mode is not restricted.

[0108] S313. Control the opening degree of the piston air valve in the tunnel section according to the target control mode.

[0109] In one embodiment, the target control mode includes the opening duration of the piston valve, which can control the piston valve to open with maximum airflow and start a timer to count the duration. When the counted duration is equal to the opening duration, the piston valve is controlled to close.

[0110] In yet another embodiment, the target control mode includes a target opening degree for the piston valve, which can be controlled such that the opening degree of the piston valve is equal to the target opening degree.

[0111] Before the control method of this application was adopted in Guangzhou Metro Line 1, the highest tunnel temperature reached 39℃ and the lowest was only 32℃. The highest outdoor daytime temperature in summer was about 35℃. If the piston air valve was fully open all year round in summer, the temperature of the tunnel would be higher than 32℃ after introducing outdoor heat. After adopting the control method of this application, the summer tunnel temperature has been stabilized at about 25℃~26℃ for many consecutive years (more than 3 years). The A and B ends of the station are connected by a ventilation and air conditioning system, which meets the heat generation needs of the station (passengers and electromechanical equipment) and the cooling needs of the tunnel section and train (passengers and train braking resistors and brakes). After the summer tunnel temperature is stabilized at about 25℃~26℃, the station only needs ventilation in summer, and the tunnel is used as a cold source in summer. As shown in Figure 7, the station is ventilated only by piston air valve. In some areas, air conditioning is not needed or the air conditioning is running at low load. The ventilation and air conditioning system can save more than 50% of energy.

[0112] The embodiments of this application have the following effects:

[0113] 1. When the outdoor temperature is higher than the tunnel temperature, the daily passenger flow curve is used to divide the first day's passenger flow into low-peak periods (before the morning peak), the first day's passenger flow peak period (morning peak), the second day's passenger flow low-peak period (daytime low), the second day's passenger flow peak period (evening peak), and the nighttime passenger flow low-peak period, and associates them with corresponding control modes. This allows for the opening of double piston valves when the outdoor temperature is lower in the morning and evening, and the opening of a single piston valve or a small opening when the daytime temperature is higher. This allows for the introduction of a large amount of fresh outdoor air when the outdoor temperature is lower in the morning and evening, reducing the carbon dioxide concentration during the peak passenger flow period. It also allows for the opening of a single piston valve or a small opening during the low-peak passenger flow period when the outdoor temperature is higher during the daytime, reducing the amount of outdoor heat entering the tunnel. By utilizing the characteristics of low temperature in the morning and evening and high temperature during the day, the ventilation through the above-mentioned asymmetrical piston valves can reduce the tunnel temperature, reduce the working environment temperature of trains and stations, reduce the temperature of fresh air in trains and stations (the leakage air from the piston valve in the station accounts for about 30% of the total air volume), and reduce the energy consumption of the ventilation and air conditioning systems of trains and stations.

[0114] 2. Since outdoor temperatures are typically higher than tunnel temperatures in summer and lower in winter, and the temperature difference between outdoor and tunnel temperatures is smaller during the Spring Festival and autumn, the piston valves can be opened or closed during the high daytime temperatures in summer to reduce external heat input. The accumulated cold energy in the tunnel can be released through internal circulation. During the low morning and evening temperatures in summer, the piston valves can be opened to increase ventilation between the tunnel and the outside, achieving heat storage in the tunnel for winter. In winter, while ensuring equipment is not damaged by freezing, the opening of the piston valves can be increased to introduce outdoor cold energy for tunnel cooling, which can then be stored as a cold source for summer. This asymmetrical ventilation in summer and winter allows the tunnel to release the cold energy accumulated in winter and store heat in summer, and vice versa. This asymmetrical ventilation allows the tunnel to "breathe," storing either cold or heat, thus using the tunnel as a natural cold and heat source in different seasons. This reduces the energy consumption of subway operation and achieves energy saving in the subway tunnel ventilation system's air conditioning.

[0115] 3. When controlling the piston air valve, monitor the temperature, humidity, air pressure, carbon dioxide concentration, PM2.5 or PM10 in the subway tunnel. When controlling the piston air valve, consider the impact of tunnel pressure, humidity and carbon dioxide concentration on the safe operation of the subway, so as to reduce safety risks and hidden dangers while achieving energy saving.

[0116] Example 3

[0117] Figure 8 is a structural schematic diagram of a subway tunnel piston valve control device provided in Embodiment 3 of this application. As shown in Figure 8, the subway tunnel piston valve control device includes:

[0118] Air quality monitoring module 801 is used to monitor the air quality inside the tunnel and the outdoor air quality in each tunnel section of the subway tunnel. The air quality inside the tunnel and the outdoor air quality include at least temperature and humidity.

[0119] The trigger condition judgment module 802 is used to determine whether the preset trigger condition is met based on at least one of the air index inside the tunnel and the outdoor air index, namely temperature and humidity. If so, the target control mode determination module 803 is executed.

[0120] The target control mode determination module 803 is used to determine the target control mode pre-associated with the satisfied triggering conditions;

[0121] The piston valve control module 804 is used to control the opening degree of the piston valve in the tunnel section according to the target control mode.

[0122] Optionally, the air quality indicators inside the tunnel include the tunnel temperature, and the outdoor air quality indicators include the outdoor temperature. The trigger condition judgment module 802 includes:

[0123] The first temperature judgment submodule is used to determine whether the outdoor temperature is higher than the tunnel temperature. If yes, the passenger flow curve acquisition submodule is executed; otherwise, the second trigger condition judgment submodule is executed.

[0124] The passenger flow curve acquisition submodule is used to acquire the passenger flow curve of the tunnel section;

[0125] The first trigger condition judgment submodule is used to determine whether the preset trigger conditions are met based on the passenger flow curve.

[0126] The second trigger condition judgment submodule is used to determine whether the preset trigger conditions are met based on the outdoor temperature and the tunnel temperature.

[0127] Optionally, the first trigger condition judgment submodule includes:

[0128] A time period segmentation unit is used to determine multiple time periods from the passenger flow curve;

[0129] The time judgment unit is used to determine whether the current time is within any of the target time periods among multiple time periods. If so, the determination unit is executed.

[0130] The determining unit is used to determine whether the preset triggering conditions are met;

[0131] The target control mode determination module 803 includes:

[0132] The first target control mode determination submodule is used to determine the control mode pre-associated with the target time period as the target control mode.

[0133] Optionally, the passenger flow curve is a daily passenger flow curve, and the time period division unit is used for:

[0134] The daily passenger flow curve determines the first daytime low-peak passenger flow period, the first daytime high-peak passenger flow period, the second daytime low-peak passenger flow period, the second daytime high-peak passenger flow period, and the nighttime low-peak passenger flow period. These periods are then ordered in chronological order.

[0135] The first daytime off-peak passenger flow period is associated with the first control mode, which is a fully open dual-piston air valve.

[0136] The first daytime peak passenger flow period is associated with the second control mode, which is that the dual piston air valves are fully open and the connecting air valve between the up tunnel and the down tunnel is fully open.

[0137] The second daytime passenger flow off-peak period is associated with the third and fourth control modes. The third control mode is that the single piston air valve is fully open and the connecting ventilation valve between the up tunnel and the down tunnel is fully open. The fourth control mode is that the single piston air valve is fully open and the connecting ventilation valve between the up tunnel and the down tunnel is fully open, as well as the ventilation valve on the platform door is open.

[0138] The second daytime peak passenger flow period is associated with the second control mode;

[0139] The nighttime off-peak passenger flow period is associated with the first control mode;

[0140] The external ventilation volume decreases sequentially in the first control mode, the second control mode, the third control mode, and the fourth control mode.

[0141] Optionally, the air quality indicators inside the tunnel may also include at least one of air pressure and carbon dioxide concentration, and the first target control mode determination submodule includes:

[0142] The control mode selection unit is used to select either the high air volume control mode or the low air volume control mode associated with the target time period as the target control mode based on at least one of the air pressure and the carbon dioxide concentration when the target time period is associated with both a high air volume control mode and a low air volume control mode.

[0143] Optionally, when the target time period is associated with both a high airflow control mode and a low airflow control mode, the control mode selection unit includes:

[0144] The pressure judgment subunit is used to determine whether the air pressure in the tunnel is greater than a preset pressure threshold. If so, the first high air volume selection subunit is executed; otherwise, the carbon dioxide concentration judgment subunit is executed.

[0145] The first high air volume selection subunit is used to select the high air volume control mode associated with the target time period as the target control mode.

[0146] The carbon dioxide concentration determination subunit is used to determine whether the carbon dioxide concentration is greater than a preset carbon dioxide concentration threshold. If yes, the first high air volume selection subunit is executed; otherwise, the low air volume selection subunit is executed.

[0147] The first high air volume selection subunit is used to select the high air volume control mode associated with the target time period as the target control mode when the carbon dioxide concentration is greater than or equal to the carbon dioxide concentration threshold.

[0148] The low airflow selection subunit is used to select the low airflow control mode associated with the target time period as the target control mode when the carbon dioxide concentration is less than the carbon dioxide concentration threshold.

[0149] Optionally, the outdoor air quality index also includes outdoor humidity, and the trigger condition judgment module 802 further includes:

[0150] A condensation or fog temperature determination submodule is used to determine the condensation temperature or fog temperature based on the outdoor temperature and the outdoor humidity if the outdoor temperature is higher than the tunnel temperature.

[0151] The first determining submodule is used to determine if the condensation temperature or fog temperature is greater than the tunnel temperature, and to determine if the preset triggering condition is met.

[0152] The target control mode determination module 803 includes:

[0153] The second target control mode determination submodule is used to determine the preset fifth control mode as the target control mode. The fifth control mode is that the double piston air valve is closed and the connecting ventilation valve between the up tunnel and the down tunnel is fully open, and the ventilation valve on the platform door is open.

[0154] Optionally, the trigger condition judgment module 802 also includes:

[0155] The second temperature determination submodule is used to determine whether the outdoor temperature is higher than the tunnel temperature if the outdoor temperature is higher than a preset temperature threshold. If so, the second determination submodule is executed.

[0156] The second determining submodule is used to determine whether the preset triggering conditions are met;

[0157] The target control mode determination module 803 includes:

[0158] The third target control mode determination submodule is used to determine the preset fifth control mode as the target control mode. The fifth control mode is that the double piston air valve is closed and the connecting ventilation valve between the up tunnel and the down tunnel is fully open, and the ventilation valve on the platform door is open.

[0159] Optionally, the outdoor air index further includes the outdoor air enthalpy value, the tunnel air index further includes the tunnel air enthalpy value, and the trigger condition judgment module 802 further includes:

[0160] The temperature difference calculation submodule is used to calculate the difference between the outdoor temperature and the tunnel temperature if the outdoor temperature is higher than the tunnel temperature, and use this difference as the temperature difference.

[0161] The temperature difference judgment submodule is used to determine whether the temperature difference is greater than a preset temperature difference threshold. If yes, the passenger flow curve acquisition submodule is executed; if no, the control mode selection submodule is executed.

[0162] The control mode selection submodule is used to select a control mode as the target control mode from a preset first control mode, second control mode, third control mode and fourth control mode based on at least one of the air pressure, carbon dioxide concentration, outdoor air enthalpy value and tunnel air enthalpy value in the air indicators in the tunnel.

[0163] Optionally, the second trigger condition judgment submodule includes:

[0164] An outdoor temperature judgment unit is used to determine whether the outdoor temperature is higher than a first temperature threshold. If yes, the first target control mode determination unit is executed; otherwise, the tunnel temperature judgment unit is executed.

[0165] The first target control mode determination unit is used to determine the preset first control mode or second control mode as the target control mode.

[0166] The tunnel temperature determination unit is used to determine whether the tunnel temperature is lower than the second temperature threshold. If yes, the second target control mode determination unit is executed; if no, the third target control mode determination unit is executed.

[0167] The second target control mode determination unit is used to determine the preset fifth control mode as the target control mode when the tunnel temperature is lower than or equal to the second temperature threshold.

[0168] The third target control mode determination unit is used to determine the preset third control mode or fourth control mode as the target control mode when the tunnel temperature is higher than the second temperature threshold.

[0169] Optionally, the outdoor air quality indicators include outdoor particulate matter concentration, and also include:

[0170] The particulate matter concentration judgment module is used to determine whether the outdoor particulate matter concentration is greater than a preset concentration threshold. If yes, the trigger condition satisfaction determination module is executed; otherwise, the trigger condition judgment module 802 is executed.

[0171] The trigger condition satisfaction determination module is used to determine whether the preset trigger conditions are met.

[0172] The target control mode determination module 803 includes:

[0173] The fourth target control mode determination submodule is used to set the preset fifth control mode as the target control mode.

[0174] Optionally, the air quality indicators within the tunnel also include air pressure, and further include:

[0175] The pressure judgment module is used to determine whether the air pressure is greater than a preset pressure threshold. If so, the opening control module is executed; otherwise, the trigger condition judgment module 802 is executed.

[0176] An opening control module is used to control the opening degree of the piston valve in the tunnel section according to the air pressure.

[0177] Optionally, the target control mode includes the opening duration of the piston valve, and the piston valve control module 804 includes:

[0178] The timing submodule is used to control the piston valve to open at maximum airflow and start the timer to count the duration;

[0179] The shutdown submodule is used to control the piston valve to close when the statistical duration equals the opening duration.

[0180] Optionally, the target control mode includes the target opening degree of the piston valve, and the piston valve control module 804 includes:

[0181] The opening control submodule is used to control the piston valve so that the opening degree of the piston valve is equal to the target opening degree.

[0182] The subway tunnel piston valve control device provided in this application embodiment can execute the subway tunnel piston valve control method provided in any embodiment of this application, and has the corresponding functional modules and effects of the execution method.

[0183] Example 4

[0184] Figure 9 illustrates a schematic diagram of an electronic device 40 that can be used to implement embodiments of this application. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the application described and / or claimed herein.

[0185] As shown in Figure 9, the electronic device 40 includes at least one processor 41 and a memory, such as a read-only memory (ROM) 42 or a random access memory (RAM) 43, communicatively connected to the at least one processor 41. The memory stores computer programs executable by the at least one processor. The processor 41 can perform various appropriate actions and processes based on the computer program stored in the ROM 42 or loaded from storage unit 48 into the RAM 43. The RAM 43 can also store various programs and data required for the operation of the electronic device 40. The processor 41, ROM 42, and RAM 43 are interconnected via a bus 44. An input / output (I / O) interface 45 is also connected to the bus 44.

[0186] Multiple components in electronic device 40 are connected to I / O interface 45, including: input unit 46, such as keyboard, mouse, etc.; output unit 47, such as various types of monitors, speakers, etc.; storage unit 48, such as disk, optical disk, etc.; and communication unit 49, such as network card, modem, wireless transceiver, etc. Communication unit 49 allows electronic device 40 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0187] Processor 41 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 41 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 41 performs the various methods and processes described above, such as the subway tunnel piston valve control method.

[0188] In some embodiments, the subway tunnel piston valve control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 48. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 40 via ROM 42 and / or communication unit 49. When the computer program is loaded into RAM 43 and executed by processor 41, one or more steps of the subway tunnel piston valve control method described above may be performed. Alternatively, in other embodiments, processor 41 may be configured to perform the subway tunnel piston valve control method by any other suitable means (e.g., by means of firmware).

[0189] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0190] Computer programs used to implement the methods of this application may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0191] In the context of this application, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0192] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0193] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0194] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0195] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this application can be achieved, and this is not limited herein.

Claims

1. A method for controlling piston valves in subway tunnels, used to control piston valves in various tunnel sections of a subway tunnel, comprising: Monitor the air quality indicators inside and outside the subway tunnel in each tunnel section, wherein the air quality indicators inside and outside the tunnel include at least temperature and humidity; Determine whether the preset triggering conditions are met based on at least one of the air quality indicators inside the tunnel and the outdoor air quality indicators, namely temperature and humidity. If so, determine the target control mode pre-associated with the triggered conditions that are met; The opening degree of the piston air valve in the tunnel section is controlled according to the target control mode.

2. The method for controlling a piston air valve in a subway tunnel according to claim 1, wherein, The tunnel air quality index includes tunnel temperature, and the outdoor air quality index includes outdoor temperature. The determination of whether a preset triggering condition is met is based on at least one of the tunnel air quality index and the outdoor air quality index, namely temperature and humidity, including: Determine whether the outdoor temperature is higher than the tunnel temperature; If so, obtain the passenger flow curve for the tunnel section; Determine whether the preset triggering conditions are met based on the passenger flow curve; If not, determine whether the preset triggering conditions are met based on the outdoor temperature and the tunnel temperature.

3. The method for controlling a piston air valve in a subway tunnel according to claim 2, wherein, Determining whether the preset triggering conditions are met based on the passenger flow curve includes: Multiple time periods are determined from the passenger flow curve; Determine whether the current time falls within any of the target time periods among multiple time periods; If so, confirm that the preset triggering conditions are met; Determine the target control mode pre-associated with the satisfied trigger conditions, including: The control mode pre-associated with the target time period is determined as the target control mode.

4. The method for controlling a piston air valve in a subway tunnel according to claim 3, wherein, The passenger flow curve is a daily passenger flow curve, from which multiple time periods are determined, including: The daily passenger flow curve determines the first daytime low-peak passenger flow period, the first daytime high-peak passenger flow period, the second daytime low-peak passenger flow period, the second daytime high-peak passenger flow period, and the nighttime low-peak passenger flow period. These periods are then ordered in chronological order. The first daytime off-peak passenger flow period is associated with the first control mode, which is a fully open dual-piston air valve. The first daytime peak passenger flow period is associated with the second control mode, which is that the dual piston air valves are fully open and the connecting air valve between the up tunnel and the down tunnel is fully open. The second daytime passenger flow off-peak period is associated with the third and fourth control modes. The third control mode is that the single piston air valve is fully open and the connecting ventilation valve between the up tunnel and the down tunnel is fully open. The fourth control mode is that the single piston air valve is fully open and the connecting ventilation valve between the up tunnel and the down tunnel is fully open, as well as the ventilation valve on the platform door is open. The second daytime peak passenger flow period is associated with the second control mode; The nighttime off-peak passenger flow period is associated with the first control mode; The external ventilation volume decreases sequentially in the first control mode, the second control mode, the third control mode, and the fourth control mode.

5. The method for controlling a piston air valve in a subway tunnel according to claim 3, wherein, The air quality indicators inside the tunnel also include at least one of air pressure and carbon dioxide concentration. The control mode pre-associated with the target time period is determined as the target control mode, including: When a high airflow control mode and a low airflow control mode are associated with the target time period, the high airflow control mode or the low airflow control mode associated with the target time period is selected as the target control mode based on at least one of the air pressure and the carbon dioxide concentration.

6. The method for controlling a piston air valve in a subway tunnel according to claim 5, wherein, When a high-airflow control mode and a low-airflow control mode are associated with the target time period, the high-airflow control mode or the low-airflow control mode associated with the target time period is selected as the target control mode based on at least one of the air pressure inside the tunnel and the carbon dioxide concentration inside the tunnel, including: Determine whether the air pressure inside the tunnel is greater than a preset pressure threshold. If so, select the high airflow control mode associated with the target time period as the target control mode; If not, determine whether the carbon dioxide concentration is greater than a preset carbon dioxide concentration threshold; When the carbon dioxide concentration is greater than or equal to the carbon dioxide concentration threshold, the high air volume control mode associated with the target time period is selected as the target control mode. When the carbon dioxide concentration is less than the carbon dioxide concentration threshold, the low airflow control mode associated with the target time period is selected as the target control mode.

7. The method for controlling a piston air valve in a subway tunnel according to claim 2, wherein, The outdoor air quality indicators also include outdoor humidity, and before obtaining the passenger flow curve for the tunnel section, the following is also included: If the outdoor temperature is higher than the tunnel temperature, the condensation temperature or fog temperature is determined based on the outdoor temperature and the outdoor humidity. If the condensation temperature or fog temperature is higher than the tunnel temperature, the preset triggering condition is determined to be met. Determine the target control mode pre-associated with the satisfied trigger conditions, including: The preset fifth control mode is set as the target control mode. The fifth control mode is that the double piston air valve is closed and the connecting ventilation valve between the up tunnel and the down tunnel is fully open, and the ventilation valve on the platform door is opened.

8. The method for controlling a piston air valve in a subway tunnel according to claim 2, further comprising, before obtaining the passenger flow curve of the tunnel section: If the outdoor temperature is higher than the tunnel temperature, determine whether the outdoor temperature is higher than a preset temperature threshold. If so, confirm that the preset triggering conditions are met; Determine the target control mode pre-associated with the satisfied trigger conditions, including: The preset fifth control mode is set as the target control mode. The fifth control mode is that the double piston air valve is closed and the connecting ventilation valve between the up tunnel and the down tunnel is fully open, and the ventilation valve of the platform door is opened.

9. The method for controlling a piston air valve in a subway tunnel according to claim 2, wherein, The outdoor air index also includes outdoor air enthalpy, and the tunnel air index also includes tunnel air enthalpy. Before obtaining the passenger flow curve for the tunnel section, the following is also included: If the outdoor temperature is higher than the tunnel temperature, calculate the difference between the outdoor temperature and the tunnel temperature as the temperature difference; Determine whether the temperature difference is greater than a preset temperature difference threshold; If so, proceed with the step of obtaining the passenger flow curve of the station in the tunnel section; If not, select one of the preset first control mode, second control mode, third control mode and fourth control mode as the target control mode based on at least one of the air pressure, carbon dioxide concentration, outdoor air enthalpy value and tunnel air enthalpy value in the air indicators in the tunnel.

10. The method for controlling a piston air valve in a subway tunnel according to any one of claims 2-9, wherein, Determining whether the preset triggering conditions are met based on the outdoor temperature and the tunnel temperature includes: Determine whether the outdoor temperature is higher than a first temperature threshold; If so, the preset first control mode or second control mode is determined as the target control mode; If not, determine whether the tunnel temperature is lower than the second temperature threshold; When the tunnel temperature is lower than or equal to the second temperature threshold, the preset fifth control mode is determined as the target control mode; When the tunnel temperature is higher than the second temperature threshold, the preset third or fourth control mode will be used as the target control mode.

11. The method for controlling a piston air valve in a subway tunnel according to claim 1, wherein, The outdoor air quality indicators include outdoor particulate matter concentration. Before determining whether a preset triggering condition is met based on at least one of the tunnel air quality indicators and the outdoor air quality indicators, including temperature and humidity, the following steps are also included: Determine whether the outdoor particulate matter concentration is greater than a preset concentration threshold; If so, confirm that the preset triggering conditions are met; The determination of the target control mode pre-associated with the satisfied triggering conditions includes: The preset fifth control mode is set as the target control mode; If not, proceed to the step of determining whether the preset triggering conditions are met based on at least one of the air quality indicators inside the tunnel and the outdoor air quality indicators, namely temperature and humidity.

12. The method for controlling a piston air valve in a subway tunnel according to claim 1, wherein, The tunnel air quality indicators also include air pressure. Before determining whether a preset triggering condition is met based on at least one of the tunnel air quality indicators and the outdoor air quality indicators (temperature and humidity), the following steps are also included: Determine whether the air pressure is greater than a preset pressure threshold; If so, the opening degree of the piston valve in the tunnel section is controlled according to the air pressure; If not, proceed to the step of determining whether the preset triggering conditions are met based on at least one of the air quality indicators inside the tunnel and the outdoor air quality indicators, namely temperature and humidity.

13. The method for controlling a piston air valve in a subway tunnel according to claim 1, wherein, The target control mode includes the opening duration of the piston valve, and controlling the opening degree of the piston valve in the tunnel section according to the target control mode includes: Control the piston valve to open at maximum airflow and start a timer to record the duration; When the statistical duration equals the opening duration, the piston valve is controlled to close.

14. The method for controlling a piston air valve in a subway tunnel according to claim 1, wherein, The target control mode includes the target opening degree of the piston valve, and controlling the opening degree of the piston valve in the tunnel section according to the target control mode includes: Control the piston valve so that its opening degree is equal to the target opening degree.

15. A piston valve control device for a subway tunnel, configured to control piston valves in various tunnel sections of a subway tunnel, comprising: An air quality monitoring module is configured to monitor air quality inside and outside the subway tunnel in various tunnel sections. The air quality inside and outside the tunnel shall include at least temperature and humidity. The trigger condition judgment module is configured to determine whether the preset trigger condition is met based on at least one of the air index inside the tunnel and the air index outside the tunnel, namely temperature and humidity. If so, the target control mode determination module is executed. The target control mode determination module is set to determine the target control mode pre-associated with the triggering conditions that are met; The piston valve control module is configured to control the opening degree of the piston valve in the tunnel section according to the target control mode.

16. An electronic device comprising: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the subway tunnel piston valve control method according to any one of claims 1-14.

17. A computer-readable storage medium, wherein, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the subway tunnel piston valve control method according to any one of claims 1-14.

18. A computer program product comprising a computer program that, when executed by a processor, implements the subway tunnel piston valve control method according to any one of claims 1-14.

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