JP2012240571A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for vehicle capable of improving responsiveness with respect to an abrupt temperature change.SOLUTION: The air conditioner for vehicle includes a fuzzy control part 211 which controls a compressor based on a membership function for finding a relevance indicating the degree of fitting to a target value of an in-cabin environment with respect to present values being an in-cabin temperature and an in-cabin humidity and an inference rule using the relevance as a condition, an area control part 212 which controls the compressor based on the in-cabin temperature detected by the temperature sensor and the in-cabin humidity detected by the humidity sensor, and a control allocation part 210 which allocates control for the compressor based on the temperature difference between the present value and the target value of the in-cabin environment or the performance time required for fuzzy operation with the temperature difference.

Description

  The present invention relates to a vehicle air conditioner, for example, a vehicle air conditioner that combines fuzzy control and area control.

  As a conventional vehicle air conditioner, for example, “the control condition searched by the control condition searching units 13 and 14 is collated with a predetermined control rule to determine the change amount Pw of the cooling / heating capacity in the cooling / heating apparatus 5” (patent Reference 1).

  In such a case, “even when the room temperature Ta is close to the set temperature Ts, as a result of fine control in consideration of the temperature change rate ΔTr of the room temperature Ta, etc., the room temperature Ta matches the set temperature Ts. The effect is extremely high ”(see Patent Document 1).

  Further, for example, “the compressor output and the reheater output are calculated by fuzzy calculation in accordance with the control rules stored in the control rule storage unit 54” (see Patent Document 2).

  In such a case, the control is performed so as to cancel the influence of the disturbance by estimating the air conditioning load and the amount of change in the air conditioning load, so that the vehicle interior temperature greatly deviates from the set vehicle interior temperature even when a disturbance occurs. Can be avoided, and energy-saving and comfortable air conditioning can be performed ”(see Patent Document 2).

JP-A-9-159246 (paragraph 0037) JP-A-5-264086 (paragraphs 0048 and 0052)

  However, in both of Patent Documents 1 and 2, air conditioning control is performed by fuzzy control, so that there is a problem that responsiveness to a rapid temperature change is low.

  The present invention has been made in order to solve the above-described problems, and provides a vehicle air conditioner that can enhance the responsiveness to a rapid temperature change.

  A vehicle air conditioner according to the present invention includes a refrigerant cycle configured by sequentially connecting a compressor, a condenser, a decompression unit, and an evaporator with a refrigerant pipe, a temperature sensor that detects a vehicle interior temperature of the railway vehicle, A vehicle air conditioner comprising: a humidity sensor that detects a humidity inside the railway vehicle; and at least the inside temperature detected by the temperature sensor and the inside humidity detected by the humidity sensor. A fuzzy control calculation based on a membership function for obtaining a fitness value indicating a fitness level of the current value to a target value of the vehicle environment, and an inference rule on the basis of the fitness value, for a current value of the vehicle environment determined To obtain a control amount of the air-conditioning operation capacity, thereby controlling the compressor, and at least the vehicle detected by the temperature sensor. A region control means for determining a control amount of the air-conditioning operation capability based on an allotted range uniformly determined by the temperature and the humidity inside the vehicle detected by the humidity sensor, thereby controlling the compressor, and the current value The control of the compressor is assigned to either the fuzzy control means or the region control means based on the temperature difference between the current value and the target value, or the fuzzy control calculation Control assigning means for assigning control of the compressor to either the fuzzy control means or the area control means based on the execution time of the control.

  The vehicle air conditioner of the present invention has an effect that the responsiveness to a rapid temperature change can be enhanced by appropriately switching between fuzzy control and area control.

It is the schematic which shows the train train carrying the vehicle air conditioner in Embodiment 1 of this invention. It is a figure which shows the refrigerating cycle of the air conditioning apparatus in Embodiment 1 of this invention. It is a functional block diagram of the air-conditioning control apparatus in Embodiment 1 of this invention. It is a detailed functional block diagram of the fuzzy control part in Embodiment 1 of this invention. It is a detailed functional block diagram of the area | region control part in Embodiment 1 of this invention. It is a figure which shows the area | region control driving | operation pattern in Embodiment 1 of this invention. It is a control sequence diagram of the air-conditioning control apparatus in Embodiment 1 of the present invention. It is a state transition diagram of the fuzzy control part in Embodiment 1 of this invention. It is a state transition diagram of the area | region control part in Embodiment 1 of this invention. It is content explanatory drawing of the memory area | region in Embodiment 1 of this invention. It is a control allocation flowchart in Embodiment 1 of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle air conditioner according to the present invention will be described in detail with reference to the accompanying drawings.

Embodiment 1 FIG.
FIG. 1 is a schematic diagram showing a train train on which the vehicle air conditioner according to Embodiment 1 of the present invention is mounted. As shown in the figure, the organized vehicle 100 is composed of a leading vehicle 101, an intermediate vehicle 102, an intermediate vehicle 103 following the intermediate vehicle 102, and a plurality of vehicles (not shown) following the intermediate vehicle 103.

  Next, details of each vehicle will be described. The leading vehicle 101 includes an air conditioner 110, an air conditioner control device 111, a vehicle information control device 112, a train information management device 113, a return temperature sensor 120, an in-vehicle environment sensor 121, and a variable load sensor 122. Similarly, the intermediate vehicle 102 includes an air conditioner 130, an air conditioner controller 131, a vehicle information controller 132, a return temperature sensor 140, an in-vehicle environment sensor 141, and a variable load sensor 142. Although not shown, the intermediate vehicle 103 is also provided with the same vehicle, and a plurality of vehicles (not shown) following the intermediate vehicle 103 are also provided with the same vehicle. Needless to say, the intermediate vehicles 102 and 103 and the plurality of vehicles following the intermediate vehicle 103 do not have a crew room because they are not leading vehicles. Therefore, the train information management device 113 is not provided.

  Here, the air conditioners 110 and 130 are controlled by the air conditioning controllers 111 and 131 so that the environment in the vehicle becomes comfortable. First, the return temperature sensors 120 and 140 installed on the back of the interior ceiling detect the temperature of the interior air flowing from a return air filter (not shown) installed on the interior ceiling. Furthermore, in-vehicle environment sensors 121 and 141 installed on a wall surface near the strap inside the vehicle detect the in-vehicle humidity at all times, and also detect the temperature of the in-vehicle air during heating. In addition, the corresponding load sensors 122 and 142 installed in the lower part of the vehicle detect pressure applied to the vehicle. Then, the boarding rate is calculated by the vehicle information control devices 112 and 132 based on the detected pressure. Specifically, the difference between the pressure when the vehicle is empty and the detected pressure is calculated, and the difference is divided by the pressure value based on the weight of the passengers of the standard physique. Is calculated. Then, the boarding rate is calculated by dividing the calculated number of passengers by a predetermined number of boarding passengers. For example, the calculated boarding rate is used as the boarding rate when 1 second has elapsed since the door of the vehicle was closed. This value is held as the boarding rate until the next door opening and closing.

  In addition, the train information management device 113 installed in the crew compartment of the leading vehicle 101 issues a command to the vehicle information control devices 112 and 132 based on the information aggregated via the transmission line. Specifically, in the train information management device 113, the door opening / closing state, the air conditioning operation state, the boarding rate, the outside temperature, and the like are integrated and managed. The air conditioning operation state includes in-vehicle temperature, in-vehicle humidity, cooling, heating, air blowing, dehumidification, strong air conditioning operation, fine air conditioning operation, air conditioning stop, and the like. In such a state, the train information management device 113 appropriately receives information such as a cooling command, a heating command, a set temperature, a boarding rate, and door information as a door open / close state via a transmission line to the vehicle information control devices 112 and 132. Sent.

  In addition, the air conditioners 110 and 130 include a refrigeration cycle. Details are shown in FIG. FIG. 2 is a diagram showing a refrigeration cycle of the air conditioner according to Embodiment 1 of the present invention. The refrigeration cycle is formed by connecting a compressor 150, a condenser 151, a decompression device (for example, a capillary tube) 153, and an evaporator 154 so as to circulate through a refrigerant pipe. In addition, as shown in FIG. 2, an outdoor fan 155 and an indoor fan 156 are provided. In the figure, the solid line arrow indicates the direction of refrigerant flow, and the broken line arrow indicates the flow of exhaust heat from the outdoor fan 155 through the condenser 151 if it is from the outdoor fan 155, and passes through the indoor fan 156. If there is, the flow of the cold air blown from the indoor blower 156 through the evaporator 154 is shown. Thus, the cooling operation in the vehicle is performed. That is, the refrigerant is compressed to high temperature and high pressure by the compressor 150, heat is dissipated outside the vehicle by the condenser 151, impurities of the supercooled liquid are removed by the dryer, the refrigerant is expanded to low temperature and low pressure by the decompression device 153, and the evaporator 154 Removes heat from the warm air inside the car. The interior of the vehicle can be cooled by such a refrigeration cycle. In other words, the air conditioners 110 and 130 are so-called integrated cooling devices and are mounted on the roof of the vehicle as a unit cooler.

  Subsequently, the air conditioning control devices 111 and 131 are based on the information described above transmitted from the vehicle information control devices 112 and 132, and information obtained from the return temperature sensors 120 and 140 and the in-vehicle environment sensors 121 and 141, respectively. Control the air conditioning.

  Next, the air conditioning control devices 111 and 131 will be described.

  FIG. 3 is a functional block diagram of the air conditioning control device according to Embodiment 1 of the present invention. As shown in the figure, the air conditioning controllers 111 and 131 each include an input unit 200, an air conditioning control unit 201, and a result output unit 202. In other words, the air conditioning control device is, for example, microcomputer control implemented by a microcomputer. For example, information such as temperature, humidity, and boarding rate is taken into the microcomputer, and the cooling capacity required for the vehicle is calculated and automatically To control.

  The input unit 200 receives an input from the outside. That is, the in-vehicle temperature detected from the return temperature sensors 120, 140, the in-vehicle temperature and in-vehicle humidity detected from the in-vehicle environment sensors 121, 141, the clothing amount correction transmitted from the vehicle information control devices 112, 132, the reference temperature, the in-vehicle It accepts inputs such as temperature change time, boarding rate, door information such as door opening and closing.

  Although described in detail later, in short, the air conditioning control unit 201 executes a process of assigning an air conditioning control method to fuzzy control or area control according to conditions. Thereby, even if there is a possibility of response delay due to fuzzy control, air conditioning can be controlled by area control. Therefore, it becomes possible to respond immediately to changes in the vehicle environment.

  The result output unit 202 outputs the result calculated by the air conditioning control unit 201 to an external air conditioner. Thereby, since an actuator etc. which are not illustrated are controlled, an air-conditioner is controlled.

  Next, details of the air conditioning control unit 201 will be described.

  That is, the air conditioning control unit 201 includes a control allocation unit 210, a fuzzy control unit 211, and an area control unit 212. Further, the control allocation unit 210 includes a temperature change detection unit 220, an allocation command unit 222, and an output result time interval timing unit 221, so that when a change in the in-vehicle environment suddenly occurs, Instead of fuzzy control, it switches to area control. In addition, when it takes time to calculate fuzzy control, it is switched to area control. With these processes, the air conditioning environment in the vehicle can always be kept comfortable.

  Specifically, the temperature change detection unit 220 detects whether the temperature in the vehicle is a predetermined reference value, for example, + 1.0 ° C. or higher with respect to the cooling reference temperature. Based on this, the assignment command unit 222 issues a command to assign the air conditioning control to the fuzzy control unit 211 or the region control unit 212. In addition, when the control content is calculated by the fuzzy control unit 211, if it takes more than a certain time, it is output whether it is a certain time, for example, a time interval that further increases the in-vehicle temperature during the calculation. The result time interval timing unit 221 counts and sends the result to the allocation command unit 222, whereby the allocation command unit 222 can issue an allocation command that also takes into account the time required for fuzzy control. By doing in this way, the responsiveness with respect to a rapid temperature change can be improved.

  Next, details of the fuzzy control unit 211 will be described.

  FIG. 4 is a detailed functional block diagram of the fuzzy control unit according to Embodiment 1 of the present invention. As shown in the figure, the fuzzy control unit 211 includes a reference temperature correction unit 300, a fuzzy inference unit 301, and a step calorie calculation unit 302. Furthermore, the fuzzy inference unit 301 includes a capability change amount correction unit 310, a capability change amount calculation unit 311, and a linear calorie calculation unit 312. In short, the fuzzy control selects the air-conditioning capability based on the difference between the set temperature and the in-vehicle temperature, the in-vehicle temperature that changes every moment, and the like. Thereby, the air conditioner can be controlled so that the set temperature and the in-vehicle temperature coincide. During cooling, if the humidity is high, a dehumidifying operation may be executed to deal with the heat of steam.

  The reference temperature correction unit 300 is based on a reference temperature that is a preset temperature and a clothing amount correction as a cooling reference temperature that takes into consideration that the comfortable temperature of the human body varies depending on the amount of clothing of passengers throughout the year. Correct the reference temperature. For example, since the amount of clothes is larger in the spring than in the summer, the reference temperature is adjusted in consideration of such points.

  Next, the capacity change amount, that is, the air conditioning, based on the reference temperature corrected by the reference temperature correction unit 300, the in-vehicle temperature, the in-vehicle temperature change time using the change gradient of the in-vehicle temperature as parameters, and the in-vehicle humidity. The ability change amount is corrected. In other words, the air conditioning capability change amount is corrected from the input in-vehicle environment information. For example, as will be described later in detail, as a value indicating how much it belongs to each in-vehicle environment information, it is mapped to a fitness that is a value between 0 and 1.

  Next, the capacity change amount calculation unit 311 applies fuzzy inference by applying the various conditions converted into the fitness to inference rules set in advance as control rules, and a correction amount for the currently operating cooling capacity Is calculated. Note that the inference rules may be stored in advance in, for example, a control rule storage area 905 of a memory area described later.

  Specifically, fuzzy inference has, for example, two stages. Here, it is control of the air conditioners 110 and 130. Accordingly, there are a stage of calculating the fitness based on the membership function relating to the physical quantity of the vehicle, and a stage of calculating the control amount of the air conditioning capacity based on the inference rule inferring the calculated fitness level as a precondition, that is, the cooling capacity correction amount. More specifically, each change amount as a physical quantity related to the vehicle, for example, a membership function relating to a temperature difference between a reference temperature that is a target value and a detected current temperature that is a current value, For example, the fitness with respect to the reference temperature is calculated. Further, for example, the fitness is calculated in the same manner even for a membership function of a temperature change situation. Subsequently, fuzzy inference is performed by applying the calculated fitness to an inference rule. As a result, even if the control condition is near the boundary value, the control amount is automatically calculated and the air conditioner is controlled. For example, fine control between the cooling reference temperature ± 1.0 ° C. is automatically performed by fuzzy control.

  More specifically, for example, the membership function of the temperature difference from the reference temperature maps the input value to a fitness between 0 and 1. Further, for example, the membership function of the temperature change situation maps the input value to a fitness between 0 and 1. Moreover, you may set a boarding rate, door information, etc. as conditions. In that case, the membership function of the occupancy rate maps the input occupancy rate to a fitness between 0 and 1, and the membership function of the door information converts the input door information to a fitness between 0 and 1. Map. In short, the membership function maps each variable to the degree of fitness of how much it belongs to the set. As a result, even if the condition is ambiguous, the control result is automatically calculated by applying it to the inference rule in which such a condition is set. Further, for example, when a plurality of combined conditions overlap with the same target value, more accurate control can be performed on the target value by adopting a condition with a higher degree of fitness.

  Next, the fitness of each condition mapped by the membership function is applied to a predetermined inference rule. More specifically, the fitness described above may belong to any of a plurality of ranges. For example, if the temperature difference from the reference temperature is in the range of 0 ° C. to 0.2 ° C., the fitness is “high”, and if the temperature difference is in the range of 0.2 ° C. to 0.4 ° C., the fitness is “slightly”. If it is in the “high” region, and the range is 0.4 ° C. to 0.6 ° C., the fitness is in the “medium” region, and if it is in the range of 0.6 ° C. to 0.8 ° C., the fitness is “slightly low” The degree of conformity may be in the “low” region as long as it is within the range of 0.8 ° C. to 1.0 ° C. Each of “high”, “slightly high”, “medium”, “slightly low”, and “low” defined in this way is applied to the premise of the inference rule. The same processing is performed for other membership functions. At this time, for example, when the temperature difference from the reference temperature is in the range of 0 ° C. to 0.2 ° C., the fitness does not have to be a constant value. You may make it decrease.

  Separately, the temperature difference from the reference temperature is classified as 0.2 ° C., 0.4 ° C., 0.6 ° C., 0.8 ° C., and 1.0 ° C. At that time, 0.2 ° C is “high”, 0.4 ° C is “slightly high”, 0.6 ° C is “medium”, 0.8 ° C is “slightly low”, and 1.0 ° C is “low”. Suppose that At this time, the fitness of the “high” region decreases as the distance from 0.2 ° C., the fitness of the “slightly” region decreases as the distance from 0.4 ° C., and the “medium” region decreases as the distance from 0.6 ° C. The fitness decreases, and the fitness of the “slightly low” region decreases as the distance from 0.8 ° C. increases, and the fitness of the “low” region decreases as the distance from 1.0 ° C. increases. Therefore, there may be a case where the temperature difference between the reference temperature and the in-vehicle temperature belongs to both the “high” region and the “slightly high” region. At this time, a condition with a higher degree of fitness is employed. For example, if the fitness level of the “high” region is 0.85 and the fitness level of the “slightly high” region is 0.25 for the same temperature difference, it is regarded as belonging to the “high” region. The goodness of fit is applied to the precondition of the inference rule as “high”. In this way, fuzzy control can continue arithmetic processing even when the boundary value is ambiguous.

  Further, for example, a membership function of the amount of clothes can be considered as another condition. In this case, since it is the amount of clothes, for example, it is assumed that classification is made as “thick clothes”, “slightly thick clothes”, “medium”, “slightly light clothes”, “light clothes”. At this time, a case where the “thickly worn” region and the “slightly thickened” region overlap may be considered. At this time, the one with a higher fitness is adopted as a condition. For example, if the fitness level of the “thick clothing” region is 0.8 and the fitness level of the “slightly thick clothing” region is 0.2, it is regarded as being in the “thick clothing” region, and the fitness level is 0.8. It is processed as an inference rule.

  Next, for example, the correction amount for the current cooling capacity is calculated according to the following inference rule (Equation 1).

[Equation 1]
if (Temperature difference from the reference temperature is “low”) and (Temperature change is “small”) and (Riding rate is “Full”) and (Door information is “Open”) then Air conditioning capacity 100% (Equation 1 )

  The above formula is only an example, and a solution is obtained by sequentially searching a number of rules that satisfy each condition of goodness of fit. Therefore, in some cases, it takes a long time to search for a solution. In other words, the fuzzy control is an accumulative calculation process and is suitable for fine fine control, but has low response to a sudden change. Therefore, at that time, processing is assigned to the area control unit 212 described later. In addition, the condition of the if statement (temperature difference from the reference temperature is “low”) does not mean that the temperature difference from the reference temperature is low, but the degree of conformance to the temperature difference from the reference temperature is low. This means that it is far from the reference temperature, and other conditions are interpreted in the same manner.

  More specifically, the “if” sentence as the inference rule is a calculation of the fitness converted to a numerical value. Then, the final control amount is calculated by cumulatively adding the results of the operations by a large number of if statements. That is, cumulative calculation processing is executed. For this reason, the final control amount calculation process is kept waiting until all the calculation results of the respective if statements are obtained. As is apparent from this, the calculation of fuzzy control requires processing time depending on conditions.

  Subsequently, the linear calorie calculation unit 312 changes the linear calorie based on the ability change amount obtained by the ability change amount calculation unit 311. That is, a change process for changing the current cooling capacity to the required cooling capacity is executed.

  Subsequently, the step calorie calculating unit 302 calculates a step calorie that is a stage of the air conditioning capability. Specifically, the linear calorie is converted into an average value of step calories that are actual air conditioning outputs.

  In this way, normally, step calories for air conditioning control corresponding to changes in the vehicle environment are calculated based on fuzzy inference. In addition, the process of the above fuzzy control part 211 is always performed, and when an allocation command comes, a calculation result is output outside and control of an air conditioner is performed based on it.

  Next, details of the area control unit 212 will be described.

  FIG. 5 is a detailed functional block diagram of the area control unit according to Embodiment 1 of the present invention. As shown in the figure, the area control unit 212 includes a cooling reference temperature determination unit 400, an in-vehicle temperature range determination unit 401, a step calorie setting unit 402, an in-vehicle humidity determination unit 403, and an air blowing operation determination unit 404. And a blower operation setting unit 405. In short, the area control is control for assigning driving ability to each predetermined range of the in-vehicle temperature. Thereby, control of an air conditioner is performed. During cooling, if the humidity is high, a dehumidifying operation may be executed to deal with the heat of steam.

  That is, when the vehicle interior temperature is input, the cooling reference temperature determination unit 400 determines whether the vehicle interior temperature exceeds the cooling reference temperature. Specifically, when the cooling reference temperature is exceeded, the in-vehicle temperature range determination unit 401 determines a finer temperature range, and when it does not exceed the cooling reference temperature, the in-vehicle humidity determination unit 403 determines the in-vehicle humidity range. . In addition, the cooling reference temperature may be set by the train information management device 113. In short, the air conditioners 110 and 130 are controlled so as to reach the set cooling reference temperature.

  Subsequently, the vehicle interior temperature range determination unit 401 further determines in which region the vehicle interior temperature is based on the determined result. Specifically, when the vehicle interior temperature is in the range of + 0.5 ° C. from the cooling reference temperature, when it is in the range of + 0.5 ° C. to + 1.0 ° C., it is in the range of + 1.0 ° C. to + 2.0 ° C. Each is determined. Next, the step calorie setting unit 402 sets a step calorie that is a stage of air conditioning capability based on the determined range. Specifically, the compressor operating rate is set to 50% when it is in the range of + 0.5 ° C from the cooling reference temperature, and the compressor operating rate is set to be within the range of + 0.5 ° C to + 1.0 ° C. 75% is set, and when it is in the range of + 1.0 ° C. to + 2.0 ° C., a setting command for setting the operating rate of the compressor to 100% can be issued. Note that the above processing of the region control unit 212 is always executed, and when an allocation command arrives, the setting result is output to the outside, and the control of the air conditioner is executed based on the setting result.

  Next, the in-vehicle humidity determination unit 403 determines whether the humidity is within a predetermined range when the in-vehicle humidity is input, and further, based on the in-vehicle temperature sent from the cooling reference temperature determination unit 400, the predetermined range. In order to determine whether the interior temperature of the vehicle is in a later process, a value is held and sent to the next air blowing operation determination unit 404. Specifically, it is determined whether the in-vehicle humidity is in the range of 60% to 100%. Subsequently, the in-vehicle temperature at that time is sent to the blowing operation determination unit 404.

  Next, the blowing operation determination unit 404 determines to perform the blowing operation when a predetermined condition is satisfied. Specifically, if the in-vehicle humidity is in the range of 60% to 100% and the in-vehicle temperature is in the range of −0.5 ° C. from the cooling reference temperature, the step calorie setting unit 402 sets the operating rate of the compressor to 25%. Otherwise, the blowing operation determination unit 404 determines that the operating rate of the compressor is 0%, that is, the blowing operation.

  Next, the blower operation setting unit 405 is configured so that a setting command for the air conditioner can be issued so that the blower operation is performed. Note that the above processing of the region control unit 212 is always executed, and when an allocation command arrives, the setting result is output to the outside, and the control of the air conditioner is executed based on the setting result.

  Thus, in the area control, the air conditioning capacity is sorted at a minimum interval of 0.5 ° C. Therefore, for example, when fuzzy control is assigned to the air conditioning control between the cooling reference temperature and the cooling reference temperature to + 1.0 ° C., even if a calculation delay of fuzzy control occurs, the region control By switching the allocation of the air conditioning control to the vehicle interior temperature can be prevented from rising. In the area control, the lower limit value of the vehicle interior temperature when the air conditioning capacity is 50% or more is the cooling reference temperature. Therefore, the vehicle interior temperature is not excessively lowered even when the area control is assigned. As a result, the vehicle interior temperature is close to the cooling reference temperature, and as a result, the vehicle is not overcooled. As is clear from the above, by incorporating the area control into the fuzzy control, it is possible to prevent a time lag from occurring when changing the air conditioning capability. Therefore, the responsiveness to a sudden temperature change can be enhanced.

  Needless to say, the area control is different from the fuzzy control and does not require an operation based on an inference rule, so that the cumulative operation processing is not necessary. Therefore, it is possible to process as fast as that. Therefore, when the temperature inside the vehicle changes abruptly or when it takes time to calculate fuzzy control, highly responsive processing can be executed by assigning air conditioning control to the area control.

  Next, the area control operation pattern will be described.

  FIG. 6 is a diagram showing a region control operation pattern in the first embodiment of the present invention. As shown in the figure, based on the control temperature (° C.) that is the vehicle interior temperature and the vehicle interior humidity (% RH) that is the relative humidity, a temperature region and a humidity region are respectively set as a band-shaped range, The air conditioner is controlled by assigning the operation capacity of the air conditioner, specifically, the operation rate of the compressor for each region. TSC is the cooling reference temperature.

  For example, the step calorie has five levels here. Specifically, air conditioning capacity is 0% at stage 1 P1, that is, air blowing operation, air conditioning capacity 25% at stage 2 P2, air conditioning capacity 50% at stage 3 P3, air conditioning capacity at stage 4 P4 In P5 which is 75% and stage 5, the air conditioning capacity is 100%. In this way, a total of five stages of air conditioning capability control can be set.

  More specifically, when the vehicle interior temperature is within the range between the cooling reference temperature and the cooling reference temperature + 0.5 ° C., the air conditioning capacity is 50%, and when the vehicle interior temperature is within the range of + 0.5 ° C. and + 1.0 ° C. with respect to the cooling reference temperature. Air conditioning capacity is 75%, air conditioning capacity is 100% in the range of + 1.0 ° C and + 2.0 ° C relative to the cooling reference temperature, -0.5 ° C from the cooling reference temperature and the cooling reference temperature, and the inside humidity is 60% RH When it is in the range of 100% RH, the air conditioning capacity is 25%. When the inside humidity is 60% RH or less and the inside temperature is in the range of −1.5 ° C. with respect to the cooling reference temperature and the cooling reference temperature, the air conditioning capacity is 0%. Blowing operation, when the inside humidity is in the range of 60% RH and 100% RH and the inside temperature is in the range of −0.5 ° C. and −1.5 ° C. with respect to the cooling reference temperature, the blowing operation having an air conditioning capacity of 0%, And each range is set .

  By doing in this way, when the vehicle interior temperature and the vehicle interior humidity are in a predetermined range, the determined air conditioning control can be set. Therefore, the calculation for setting can be performed at high speed without taking extra time. Therefore, in the fuzzy control, the response to a sudden temperature change can be enhanced by assigning the area control when processing takes time. In other words, since the number of steps for finding a solution is extremely small in the area control compared to the fuzzy control, the search for the solution is extremely fast compared to the fuzzy control.

  The area control operation pattern may be stored in advance in an area control operation pattern storage area 904 of a memory area, which will be described later, for example.

  Next, the relationship between the fuzzy control unit 211, the control assigning unit 210, and the region control unit 212, the control sequence of the air conditioning control device in FIG. 7, the state transition diagram of the fuzzy control unit in FIG. 8, and the region control unit in FIG. This will be described with reference to the state transition diagram and the contents explanatory diagram of the memory area in FIG.

  FIG. 7 is a control sequence diagram of the air-conditioning control apparatus according to Embodiment 1 of the present invention. FIG. 8 is a state transition diagram of the fuzzy control unit according to Embodiment 1 of the present invention. FIG. 9 is a state transition diagram of the region control unit according to Embodiment 1 of the present invention. FIG. 10 is an explanatory diagram of the contents of the memory area in the first embodiment of the present invention. As shown in FIG. 7, the control allocation unit 210 issues a command to each of the fuzzy control unit 211 and the area control unit 212 according to changes in the in-vehicle environment described later.

  For example, when the execution stop command 600 is issued from the control allocation unit 210 to the fuzzy control unit 211, the fuzzy control unit 211 changes from the execution state 700 to the suspended state 701 as shown in FIG. At this time, various parameters held for calculation in the fuzzy control unit 211 are once moved from the calculation area 901 to a standby area (not shown). When the movement is completed, the fuzzy control standby flag in the various flag areas 902 is set to 1, the standby state 702 is entered, and the control allocation unit 210 is notified of OK 601.

  Next, the control allocation unit 210 sends an execution command 602 to the area control unit 212. At this time, the area control unit 212 changes from the standby state 802 to the execution state 800 as shown in FIG. In other words, various area control parameters stored in another standby area (not shown) are moved to the calculation area 901, and the various processes described above are executed. When the processing is finished, the process shifts to a stop state 801, where various area control parameters in the calculation area are saved in another standby area (not shown), and the area control standby flag in the various flag areas 902 is set to 1. The standby state 802 is entered, and an execution end 603 is notified to the control allocation unit 210.

  Next, the control allocation unit 210 issues an execution command 604 to the fuzzy control unit 211. When receiving the execution command 604, the fuzzy control unit 211 shifts from the standby state 702 to the execution state 700. That is, the various parameters in the standby area are moved again to the calculation area 901, the fuzzy control standby flag is set to 0, the execution state 700 is reached, and the control allocation unit 210 is notified of the approval 605.

  The fuzzy control standby flag and the area control standby flag described here will be described in detail when the control allocation operation is described.

  Next, the memory area will be described.

  As described above, in the memory area, for example, the calculation area 901, various flag areas 902, the vehicle information storage area 903 for storing the vehicle temperature, the area control driving pattern storage area 904, and the control rule storage. Areas 905 are allocated respectively. In this way, data can be acquired efficiently during various calculations, and data can be prevented from being overwritten by mistake. In addition, as described above, for example, by setting a flag for determining whether or not the standby state is set in the various flag areas, whether the fuzzy control unit 211 is in the standby state or the area control unit is in the standby state. Can be determined. This makes it possible to prevent allocation mistakes. Such a memory area is mounted on, for example, the air conditioning control devices 111 and 131 and used when calculating the air conditioning capacity.

  Next, the operation of control allocation, which is a main part of the present invention, will be described using a flowchart.

  FIG. 11 is a control allocation flowchart according to Embodiment 1 of the present invention. As shown in the figure, the in-vehicle temperature is compared with the cooling reference temperature, and accordingly, allocation control for performing fuzzy control or area control is executed (S1000 to S1400).

  That is, the temperature change detection unit 220 performs comparison processing. Specifically, the in-vehicle temperature input by the return temperature sensor 120 is input to the temperature change detection unit 220 via the input unit 200, and the input in-vehicle temperature and the cooling reference set in advance by the train information management device 113. Comparison processing with temperature is executed. When the cooling reference temperature is not higher than + 1.0 ° C. (S1000 NO), since the air conditioning process is normally assigned to the fuzzy control unit 211, the fuzzy control calculation result is output after confirming that the fuzzy control standby flag is 0. Sometimes (S1100 YES), an allocation command is issued to the fuzzy control unit 211, and the fuzzy control unit 211 outputs the step calorie calculation result to the outside (S1300), and the process ends. Thereafter, various actuators are operated, and the air conditioning capability of the air conditioner 110 is controlled based on the calculation result.

  Further, when the fuzzy control calculation result is not output (NO in S1100), it takes time to calculate the fuzzy control, so it is confirmed whether the response of the calculation result is in time for a predetermined time when the in-vehicle temperature rises. Specifically, when the predetermined time has not elapsed (NO in S1200), the routine proceeds to a determination process as to whether the fuzzy control calculation result is output again in order to execute the air conditioning control by fuzzy control as usual (S1100). . In contrast, when the predetermined time has elapsed (YES in S1200), the calculation result may not be output before the in-vehicle temperature rises. Therefore, after confirming that the area control standby flag is 1, the process proceeds to area control. The area control unit 212 issues an allocation command and sets the area control standby flag to 0, and then the area control unit 212 outputs the step calorie setting result to the outside (S1400). After the output, the area control standby flag is set to 1 again. Set and the process ends. Thereafter, various actuators are operated, and the air conditioning capability of the air conditioner 110 is controlled based on the setting result.

  Further, when the temperature is above the cooling reference temperature + 1.0 ° C. (S1000 YES), the vehicle interior temperature is rapidly increased. Therefore, in order to execute region control with fast responsiveness, the fuzzy control standby flag is set to 1, and after confirming that the region control standby flag is 1, an allocation command is issued to the region control unit 212, and the region control standby flag is set. After the value is set to 0, the region control unit 212 outputs the step calorie setting result to the outside (S1400). After the output, the region control standby flag is set to 1 again, and the processing ends after the fuzzy control standby flag is set to 0. To do. After the process is completed, the process returns to the air conditioning control process by default fuzzy control.

  As described above, the fuzzy control unit 211 and the region control unit 212 always obtain information on the in-vehicle environment and step calories necessary for air-conditioning control are obtained, and are allocated from the allocation command unit 222 of the control allocation unit 210. When a command arrives, the result is output. For this reason, when the temperature inside the vehicle rises rapidly, the process can be assigned to the area control unit 212 having quick response. For this reason, the responsiveness with respect to a rapid temperature change can be improved.

  100: formation vehicle, 101: leading vehicle, 102, 103: intermediate vehicle, 110, 130: air conditioning device, 111, 131: air conditioning control device, 112, 132: vehicle information control device, 113: train information management device, 120, 140: Return temperature sensor 121, 141: In-vehicle environment sensor 122, 142: Variable load sensor 200: Input unit 201: Air conditioning control unit 202: Result output unit 210: Control allocation unit 211: Fuzzy control unit 212: area control unit, 150: compressor, 151: condenser, 152: dryer, 153: decompression device, 154: evaporator, 155: outdoor blower, 156: indoor blower, 220: temperature change detection unit, 221: Output result time interval timing unit 222: Assignment command unit 300: Reference temperature correction unit 301: Fuzzy inference unit 302: Step calorie Calculation unit 310: Capability change amount correction unit 311: Capability change amount calculation unit 312: Linear calorie calculation unit 400: Cooling reference temperature determination unit 401: In-vehicle temperature range determination unit 402: Step calorie setting unit 403 : Humidity determination unit in vehicle, 404: Air blow operation determination unit, 405: Air blow operation setting unit, 700: Execution state, 701: Interruption state, 702: Standby state, 800: Execution state, 801: Stop state, 802: Standby state, 901: calculation area, 902: various flag areas, 903: vehicle information storage area, 904: area control driving pattern storage area, 905: control rule storage area.

Claims (4)

A refrigerant cycle configured by sequentially connecting a compressor, a condenser, a decompression means, and an evaporator with refrigerant piping;
A temperature sensor for detecting the temperature inside the railway vehicle;
A humidity sensor for detecting the humidity inside the railway vehicle;
A vehicle air conditioner comprising:
Adaptation of the current value to the target value of the in-vehicle environment with respect to the current value of the in-vehicle environment determined by at least the in-vehicle temperature detected by the temperature sensor and the in-vehicle humidity detected by the humidity sensor A fuzzy control that obtains a control amount of the air-conditioning operation capacity by executing a fuzzy control calculation by a membership function for obtaining a fitness indicating the degree, and an inference rule that uses the fitness as a condition, thereby controlling the compressor. Means,
The control amount of the air-conditioning operation capacity is obtained based on an allotted range uniformly determined by at least the in-vehicle temperature detected by the temperature sensor and the in-vehicle humidity detected by the humidity sensor, and thereby the compressor Area control means for controlling
The control of the compressor is assigned to either the fuzzy control means or the region control means based on the temperature difference between the current value and the target value, or the temperature difference between the current value and the target value and the A control allocation unit that allocates control of the compressor to either the fuzzy control unit or the region control unit based on an execution time of a fuzzy control calculation;
A vehicle air conditioner characterized by comprising:   The control assigning means causes the fuzzy control means and the region control means to always perform a calculation for obtaining a control amount of the air conditioning operation capacity, and when the control of the compressor is assigned to any of the fuzzy control means and the region control means, The vehicle air conditioner according to claim 1, wherein the control of the compressor is executed by a control unit or the region control unit.   3. The vehicle air conditioner according to claim 1, wherein the control allocation unit causes the region control unit to control the compressor when the temperature difference is equal to or larger than a predetermined value. 4.   The control assigning means causes the region control means to execute control of the compressor when the temperature difference is less than the predetermined value and the execution time is equal to or longer than a predetermined time, and the temperature difference is the predetermined value. The control of the compressor is executed by the fuzzy control means when the value is less than the value and the execution time is less than the predetermined time. Vehicle air conditioner.

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