JP5040887B2 - Vehicle air conditioning management system - Google Patents

Description

  The present invention relates to a vehicle air conditioning management system that collects data from a vehicle air conditioner installed on a train and monitors and controls the vehicle air conditioner based on this data.

  In a conventional train operation data collection system, power consumption consumed by air conditioners, motors, and lighting is periodically transmitted from a running train to the information management center via radio, and the information management center uses the collected power consumption. Based on this, failure diagnosis was performed (see Patent Document 1).

Japanese Patent Laid-Open No. 2001-30903 (pages 2 and 3, FIG. 3)

However, the conventional system has a problem that only a failure diagnosis can be performed based on the power consumption, and a detailed investigation and analysis of the vehicle air conditioner cannot be performed.
Further, there is a problem in that it is impossible to remotely control a vehicle air conditioner based only on information collected from a train.

  The present invention has been made to solve the above-described problems. The status information of the vehicle air conditioner is collected, and based on the information, detailed investigation / analysis of the vehicle air conditioner and the remote based on the result are performed. It aims at providing the vehicle air-conditioning management system which can perform vehicle air-conditioner control.

A vehicle air-conditioning management system according to the present invention is installed in a vehicle of a plurality of trains, and a vehicle air-conditioning control device that periodically transmits data including operation information of an air conditioner mounted on the vehicle and position information of the vehicle; A management computer having an air conditioning information accumulation database for accumulating data transmitted from the vehicle air conditioning control device, wherein the management computer takes out the data for each route from the air conditioning information accumulation database, and The average of the operation information of the air conditioner is calculated for each of which almost matches, and the position where the load of the air conditioner is increased and the position where the load of the air conditioner is decreased are obtained from the calculated result, and the vehicle When the load approaches a position where the load increases, the capacity of the air conditioner is increased, or when the load of the air conditioner decreases, the capacity of the air conditioner decreases. Vehicle air conditioning control system and transmits a signal to the vehicle air conditioning control apparatus.

Deleted by correction.

Deleted by correction.

  As described above, according to the present invention, there is an effect that it is possible to provide a more comfortable air-conditioning environment for passengers by performing detailed investigation and analysis of the vehicle air-conditioner and remote vehicle air-conditioning control based on the result.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 is a conceptual diagram of a vehicle air-conditioning management system according to Embodiment 1 of the present invention. In the figure, a vehicle air conditioning management system includes a vehicle air conditioning control device 1 installed in a vehicle, a regional management station 100 that is installed in a plurality of areas along a route, and communicates data with the vehicle air conditioning control device 1 wirelessly, A management computer 300 that receives, stores, and analyzes data received by the regional management station 100 via a network 200 such as the Internet, and a vehicle air-conditioning maintenance company connected to the management computer 300 via a dedicated line 400 The service computer 500 is mainly configured.

Next, a detailed configuration of the vehicle air conditioning control device 1 will be described based on the configuration diagram of FIG.
The vehicle air-conditioning control device 1 includes an antenna 2 and includes communication control means 3 that controls data transmission / reception with the regional management station 100. The communication control means 3 includes the current position information of the vehicle from the position detection means 4, the air temperature at the return opening from the return opening temperature sensor 5, and the temperature at the wall of the cabin from the wall temperature sensor 6. The cabin humidity sensor 7 periodically sends the cabin humidity, and the outside air temperature sensor 8 sends the outside air temperature. In addition, air conditioner operation information is periodically sent from the air conditioning control means 9, and an image of a filter arranged at the return port, an image of an outdoor heat exchanger, and an image of an indoor heat exchanger are periodically sent from the camera 10.
The position detection means 4 measures the distance from the departure station based on the number of rotations of the wheel, and makes an inquiry with the internal route map to determine the current position. However, the position may be determined by GPS. Good.
Moreover, the vehicle air-conditioning control apparatus 1 has a memory inside, temporarily stores the transmitted data, and transmits the data to the regional management station 100 every minute or every week.

Next, a data format of transmission data transmitted from the communication control means 3 via the antenna 2 will be described with reference to FIG.
3A shows the transmission data sent every minute, and FIG. 3B shows the weekly transmission data sent once a week.
In FIG. 3 (a), the format of the minute transmission data is as follows: date / time 50, route ID 51, air conditioning ID 52, position information 53, return port temperature 54, wall temperature 55, vehicle interior humidity 56, outside air temperature 57, Protection device operation status 58, compressor operation status 59, refrigerant high pressure value 60, refrigerant low pressure value 61, boarding rate 62, current value 63 of compressor / outdoor fan / indoor fan, compressor suction temperature 64, compressor discharge It consists of each column of temperature 65.
In this vehicle, since there are two refrigerant circuits, the protection device operation status 58, the compressor operation status 59, the refrigerant high pressure value 60, the refrigerant low pressure value 61, the current value 63, the compressor suction temperature 64, the compressor The discharge temperature 65 has columns of values for each system of 1 and 2. Further, the values of the protection device operation status 58, the compressor operation status 59, the refrigerant high pressure value 60, the refrigerant low pressure value 61, the boarding rate 62, the current value 63, the compressor suction temperature 64, and the compressor discharge temperature 65 are air conditioning. It is transmitted from the control means 9 to the communication control means 3, and the boarding rate 62 is the value received by the air conditioning control means 9 via the vehicle monitor installed in the driver's cab for the value detected by the bogie for each vehicle. .
In FIG. 3 (b), the format of weekly transmission data is composed of the columns of date / time 70, route ID 71, air conditioning ID 72, outdoor heat exchanger video 73, indoor heat exchanger video 74, and filter video 75 from the top. Has been.
As already described, the outdoor heat exchanger image 73, the indoor heat exchanger image 74, and the filter image 75 have columns of values for each system of 1 and 2.

Next, the detailed configuration of the management computer 300 will be described based on the configuration diagram of FIG.
The management computer 300 includes a communication control unit 301 that controls communication performed via the network 200, a processing unit 302 that performs processing such as calculation and arrangement based on data transmitted from the vehicle, and the vehicle air conditioning control device. A first air-conditioning information storage DB 310 that stores and stores data sent from 1, a second air-conditioning information storage DB 320, an air-conditioning device DB 330 that stores device information of the vehicle air-conditioning installed in each vehicle, and each route This is mainly composed of a route DB 340 in which the information is held.

Next, the data format of each DB will be described with reference to FIG.
First, the data format of the first air conditioning information accumulation DB 310 is the same as the data format of the transmission data in FIG. 3A, and the data format of the second air conditioning information accumulation DB 320 is the week of FIG. It is the same as the data format of the transmission data.
FIG. 5A shows the data format of the air conditioning equipment DB 330. The air conditioning ID 331, the date of manufacture 332, the air conditioner type name 333, the compressor number 334, the compressor type name 335, the compressor replacement date 336, the number of blowers 337 and each column of the fan replacement date 338 are comprised.
FIG. 5B shows the data format of the route DB 340, which is composed of the fields of route ID 341, route name 342, station 1 information 343, station 2 information 344, station 3 information 345, and so on. . Note that there are n station information columns corresponding to the number of stations present on the route. The station information includes two columns of station names 343a, 344a, 345a,... And position information 343b, 344b, 345b,.

Next, the operation of the vehicle air conditioning management system in the above configuration will be described below.
<Data transmission / storage processing>
FIG. 6 is a flowchart showing data transmission / accumulation processing in the vehicle air conditioning management system.
First, in the vehicle air conditioning management system, the communication control means 3 of the vehicle air conditioning control device 1 creates and transmits minute transmission data every minute, and creates and transmits weekly transmission data every week. The data is received by the communication control means 301 of the management computer 300 via the nearest regional management station 100 and the network 200, and sent to the processing means 302 (step (hereinafter, S) 1). The processing unit 302 stores the minute transmission data in the first air conditioning information accumulation DB 310 and the week transmission data in the second air conditioning information accumulation DB 320 (S2). In the accumulation, the date / time and the air conditioning ID are respectively confirmed, and those of the same air conditioning ID are collected and accumulated so that the date / time is in order.

<Clogging detection and maintenance plan>
FIG. 7 is a flowchart showing the clogging determination / maintenance plan process. This process is performed once a week for the air conditioning of all vehicles at an appropriate time.
First, the processing unit 302 reads information on the outdoor heat exchanger image 73, the indoor heat exchanger image 74, and the filter image 75 that are stored for each air conditioning ID 72 from the second air conditioning information storage DB 320 (S10).
Next, each video is image-analyzed, the correlation of dirt with respect to time is obtained, and the time when maintenance such as cleaning is necessary is calculated (S11). Specifically, for example, for each filter image 75 accumulated every week, the image of the entire filter is divided into several sections, and the degree of dirt is image-processed and digitized for each section. Line up in series. Thereby, the transition of dirt in each section of the filter can be known in time series. Therefore, when it becomes dirty with the transition, it can be determined at which time the performance of the air conditioner will deteriorate in the future, and the time when maintenance is necessary can be specified.

Next, it is determined whether there is a change in the maintenance schedule that has already been set (S12). For example, if the next maintenance date / time is later than the time required for the maintenance calculated in S11, it is determined that the maintenance schedule needs to be changed (YES), and otherwise, it is determined that it is unnecessary (NO).
If it is determined in S12 that the maintenance schedule is changed, the maintenance date is changed to a time when maintenance is required (S13), the service computer 500 is contacted (S14), and the process ends.
In the case of vehicle air conditioning, the air condition differs depending on the route, and the dirt of the filter etc. also varies (for example, on routes connecting large cities and factory zones, the air is dirty due to exhaust gas and exhaust smoke from the factory) Therefore, the speed at which the filter gets dirty is high, and conversely, on routes such as mountainous areas, the air is clean and the speed at which the filter gets dirty is slow), so the maintenance time must also be set in consideration of them. In this process, since an optimal maintenance time can be set for each air conditioning of the route, it is possible to prevent a reduction in processing capacity due to contamination.

Here, the maintenance time for cleaning or the like is adjusted using the video information, but the time for periodic maintenance may be adjusted based on the current value of the indoor / outdoor blower.
FIG. 8 is a flowchart showing the clogging determination / maintenance plan process when the current value is used.
First, from the first air conditioning information accumulation DB 310, the accumulated current value 63 is read for each outdoor blower and indoor blower for each air conditioning ID 52, and the average for the week is calculated (S20). Next, the operating current value in each outdoor blower and indoor blower for each degree of dirt is estimated, and this is compared with the current value calculated in S20, and the air blown by these outdoor blowers and indoor blowers is the target. The degree of contamination of the outdoor heat exchanger and the indoor heat exchanger is determined (S21). Specifically, it was necessary if there was no contamination from information such as the outside air temperature, wall temperature, return port temperature, refrigerant high pressure value, refrigerant low pressure value, etc. from the first air conditioning information accumulation DB 310. The estimated average value of the amount of blown air and the current value can be calculated. Therefore, an approximate degree of contamination can be calculated from the approximate average value and the actual current value.

Next, it is determined whether there is a change in the maintenance schedule that has already been set (S22). For example, calculate how much maintenance is required from the specific value of dirt, and if the scheduled maintenance date is later than the time when this maintenance is required, the maintenance schedule needs to be changed (YES) Otherwise, it is determined as unnecessary (NO).
If it is determined in S22 that the maintenance schedule has been changed, the maintenance date is changed to a time when maintenance is required (S23), the service computer 500 is contacted (S24), and the process ends.
Such a method is somewhat less accurate than the method of FIG. 7, but an expensive image processing facility is not required, and the schedule can be adjusted relatively cheaply.

<Rotary machine aging survey>
FIG. 9 is a flowchart showing the processing of the rotating machine aged deterioration investigation.
In addition, a rotary machine is a motor of a compressor, an indoor air blower, and an outdoor air blower.
First, from the first air conditioning information accumulation DB 310, the value of the accumulated current value 63 is read for each outdoor blower and indoor blower for each air conditioning ID 72 (S30). Next, the average of the current values for each day is calculated (S31). Next, each vehicle (1st train, 2nd train, 3rd train, etc.) for each train (cars connected to one train, 8 trains, 10 trains, 15 trains, etc.) The current values at the air conditioners installed in (...) are compared, and it is determined whether the deviation is larger or smaller than the specified value (S32). Here, when it is determined that the deviation is larger than the specified value, the vehicle and the part are specified, and it is confirmed that the vehicle is used for a certain period or longer from the data recorded in the air conditioner DB (S33). The service computer 500 is contacted (S34), and the process is terminated. If it is determined in S32 that the deviation is small, the process is terminated. In S34, the service personnel of the vehicle air-conditioning maintenance company that received the notification specifies the date and time and maintains the air conditioner of the specified vehicle.
By processing in this way, it is possible to replace only those that are aged and are deteriorated in the vehicle, and it is possible to prevent the air conditioner from occurring abnormally and to prevent unnecessary replacement. In particular, as described above, in an air conditioner for a vehicle in which the load of the air conditioner varies depending on the route, the optimum replacement time can be grasped.

<Gas leak failure diagnosis>
FIG. 10 is a flowchart showing the process of the gas leakage failure diagnosis investigation.
First, the latest accumulated compressor current value 63, refrigerant high pressure value 60, and refrigerant low pressure value 61 are read from the first air conditioning information accumulation DB 310 for each air conditioning ID 72 (S40). Next, the compressor current value 63 and a predetermined reference value of the current value, the refrigerant high pressure value 60 and the predetermined refrigerant high pressure reference value, the refrigerant low pressure value 61 and the predetermined refrigerant low pressure reference value When the compressor current value 63 is lower than a predetermined current value reference value, or when the refrigerant high pressure value 60 is lower than a predetermined refrigerant high pressure reference value, the refrigerant low pressure value 61 is predetermined. When the refrigerant low pressure exceeds the reference value, it is determined that there is an abnormality, and the service computer 500 is notified of the abnormality (S42).
The vehicle air-conditioning maintenance company confirms the abnormality information displayed on the monitor of the service computer 500 and repairs the air-conditioning depending on the size of the problem.
By doing so, abnormality information is transmitted to the service computer without manual intervention, and repairs and the like can be performed quickly.
Here, the data is read from the first air conditioning information accumulation DB 310. However, for example, by performing the gas leakage failure diagnosis every time the daily data is sent from the vehicle air conditioning control device 1, It is also possible to perform processing simultaneously with the accumulation in one air conditioning information accumulation DB 310.

<Protection circuit operation / failure diagnosis>
FIG. 11 is a flowchart showing a protection circuit operation / failure diagnosis process.
First, the protection device operation status 58 is read for each air conditioning ID 72 from the first air conditioning information accumulation DB 310 (S50). Here, the protective device refers to a discharge pipe thermostat and an inner thermostat. These work when the high temperature part of the compressor is above a certain level. When the protection device is operating, “1” is set in the protection device operation status 58 transmitted from the air conditioning control device.
Next, it is determined whether or not the protection device is operating (S51). This can be easily determined based on whether or not the protection device operation status 58 is “1”. If it is determined in S51 that it is operating, the service computer 500 is notified that there is a possibility of gas leakage (S52).
The vehicle air-conditioning maintenance company confirms the information displayed on the monitor of the service computer 500 and repairs the air-conditioning depending on the magnitude of the problem.

In general, the capacity required for air conditioning varies depending on the route. For example, routes in relatively cold areas such as Tohoku and Hokkaido do not require a large cooling capacity, but it is necessary to increase the heating capacity. Conversely, routes in relatively warm regions such as Kyushu and Shikoku require a large cooling capacity, but the heating capacity may not be so large. Furthermore, on routes that circulate through large cities, high cooling capacity is required because the temperature inside the vehicle rises due to the temperature of the person, and large routes on mountain routes where the passenger rate is low. The cooling capacity is not required. However, in the past, these situations have been investigated in detail, and the selection and adjustment of air conditioners that suit the needs have not been made.
In this vehicle air-conditioning management system, since the minute data is collected from the vehicle air-conditioning control device 1, the required air-conditioning capacity can be displayed and grasped in a screen format.
The method will be described below.

<Air conditioning status display for each route>
FIG. 12 is a flowchart of the air conditioning status display process for each route.
This process is an operation for displaying the usage rate (load status) of the air conditioner by allowing the administrator to input necessary items from the screen of the management computer 300.
In FIG. 12, first, the operator inputs a route ID of a route to be examined, a target date, and a display method parameter (S60).
This input is sent to the processing means 302, and display creation processing is performed (S61). For example, if it is desired to check the air conditioning capacity status for each train in S60 and the display method is input, in S61, the matching data is extracted from the first air conditioning information storage DB 310 using the route ID as a key. For each knitting, the operation status of the compressor (the time when the compressor operation status 59 is “1” divided by the total operation time), the outdoor blower, the rotational speed of the indoor blower, etc. are calculated and displayed.
In this way, the operation status for each route can be understood, whether the air conditioning capacity has a margin or whether the air condition is over, and the air conditioning having the required capacity can be selected.

Also, for example, if the display method is input to check the operation status at each position of the route at S60, the first air conditioning information accumulation DB 310 matches with the route ID as a key at S61. Take out the data (all the vehicles that ran on this route), calculate the average of compressor operating status, outdoor blower, indoor blower speed, etc. for each item whose position information is almost the same, and then enter the route ID as a key. As a result, the matching data is taken out from the route DB 340, and the calculation result associated with the station or the like is displayed.
By doing in this way, it is possible to grasp the load situation at each position. For example, the load is increasing from station A, but the load is decreasing from station C. As a result, the occupancy rate suddenly increases at station A and the temperature inside the vehicle rises. It is possible to grasp that the temperature inside the vehicle drops and the temperature inside the vehicle decreases.

When the air conditioning control of each vehicle is performed by the management computer 300, finer control may be possible. Below, the management computer 300 demonstrates the method of controlling the air conditioner of each vehicle based on the flowchart of FIG.
First, the compressor suction temperature 64 and the refrigerant low pressure value 61 are read from the first air conditioning information accumulation DB 310 (S70). Next, the state of the refrigerant is grasped from the compressor suction temperature 64 and the refrigerant low pressure value 61 (S71). That is, the state of the refrigerant sucked into the compressor is an overheated steam state, a liquid state, or a wet steam state (a state where gas and liquid are mixed). Next, it is determined whether or not the refrigerant is in a superheated steam state above a predetermined value (S72). If yes, the process ends. If not, a signal for stopping the air conditioner Is transmitted to the vehicle air-conditioning control apparatus 1 via the network 200 (S73).
In this determination, for example, the state of the refrigerant can be grasped from the compressor discharge temperature 65 and the refrigerant high pressure value 60.

It is also possible to control the operation of the air conditioner based on the position information of the train on the route.
For example, if the position information 53 of the transmission data sent every minute is confirmed and it is recognized that many customers are approaching the A station where the passengers board, the management computer 300 sends the compressor information to the vehicle air conditioning control device 1. When it is recognized that it has approached the C station where many passengers get off by increasing the number of rotations and sending a signal to increase the number of rotations of each blower to increase the cooling capacity, the vehicle air conditioning control device 1 from the management computer 300 A signal for decreasing the rotation speed of the compressor and decreasing the rotation speed of each blower is sent to lower the cooling capacity.
Thereby, the load in a vehicle can be estimated in advance and a more comfortable air conditioning can be provided to a passenger.

1 is a conceptual diagram of a vehicle air conditioning management system according to Embodiment 1. FIG. It is a detailed block diagram of a vehicle air-conditioning control apparatus. This is the data format of the transmission data. It is a detailed block diagram of a management computer. This is the data format of each DB. It is a flowchart which shows the process of transmission / storage of data. It is a flowchart which shows the process of clogging determination and a maintenance plan. It is a flowchart which shows the process of clogging determination and a maintenance plan. It is a flowchart which shows the process of a rotary machine aged deterioration investigation. It is a flowchart which shows the process of a gas leak failure diagnostic investigation. It is a flowchart which shows the process of protection circuit operation | movement / fault diagnosis. It is a flowchart which shows an air-conditioning condition display process for every route. It is a flowchart which shows control of an air conditioner.

1 vehicle air-conditioning control device, 2 antenna, 3 communication control means,
4 position detection means, 5 return port temperature sensor, 6 wall temperature sensor,
7 In-vehicle humidity sensor, 8 Outside air temperature sensor, 9 Air conditioning control means,
10 cameras, 100 regional management stations, 200 network,
300 management computer, 301 communication control means, 302 processing means,
310 1st air conditioning information accumulation DB, 320 2nd air conditioning information accumulation DB,
330 Air Conditioning Equipment DB, 340 Route DB, 400 Dedicated Line,
500 Service computer.

Claims (2)

A vehicle air-conditioning control device that is installed in a vehicle of a plurality of trains and periodically transmits data having operation information of the air conditioner mounted on the vehicle and position information of the vehicle;
A management computer having an air conditioning information accumulation database for accumulating data transmitted from the vehicle air conditioning control device;
The management computer extracts the data for each route from the air conditioning information accumulation database , calculates an average of the operation information of the air conditioner for each of the vehicles whose position information is substantially the same , and calculates the air conditioner from the calculated result. Find the position where the load of the air conditioner increases and the position where the load of the air conditioner decreases,
When the vehicle approaches a position where the load of the air conditioner increases, a signal for increasing the capacity of the air conditioner or a signal for decreasing the capacity of the air conditioner when approaching a position where the load of the air conditioner decreases is sent to the vehicle air conditioning control device. Send
A vehicle air-conditioning control system. The management computer has a route database that accumulates station information for each route, and displays the calculation result in association with a position where the load of the air conditioner increases and a position where the load of the air conditioner decreases. The vehicle air conditioning control system according to claim 1 .

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