JP2018100010A - Method for evaluating condition of air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method for evaluating a condition of an air conditioner for a vehicle capable of precisely predicting occurence of a failure of the air conditioner in advance, using data acquired by monitoring a railway vehicle apparatus.SOLUTION: This evaluation method includes: a first step to receive and to store information of measured compartment temperatures collected by a data collection system mounted on a railway vehicle; a second step to calculate, per vehicle and per day, cycle time during which the measured compartment temperatures surpass a target temperature based on the stored information of the measured compartment temperatures and information of the target temperature; and a third step to evaluate a condition of an air conditioner for a vehicle using the cycle time as an indicator.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a method for monitoring and evaluating the state of an air conditioner in order to predict in advance the occurrence of a failure in a vehicle air conditioner (hereinafter simply referred to as an air conditioner).

In the case of a railway vehicle, when the mounted air conditioner breaks down, it is necessary to avoid operating the vehicle while the operation of the air conditioner is stopped, which may hinder the train operation. Further, if the air conditioner is repaired after failure, the maintenance cost becomes high.
Thus, conventionally, for example, the inventions disclosed in Patent Document 1 and Patent Document 2 have been proposed as techniques for diagnosing or predicting the occurrence of a failure in a railway vehicle air conditioner.

Among them, the failure diagnosis method for a railway vehicle air conditioner disclosed in Patent Document 1 diagnoses a failure in a high-temperature switch, a low-pressure switch, a thermal relay, an inlet / outlet temperature sensor of an indoor heat exchanger, and a compressor failure occurs. Is to prevent the problem.
Further, the technique disclosed in Patent Document 2 is calculated by calculating a difference between a set temperature and a measured temperature included in the equipment monitoring data of the railway vehicle, and referring to allowable range information regarding the equipment. It is determined whether the difference value exceeds the allowable range, the number of times the allowable range is exceeded is counted for each device, and when the counted number exceeds the predetermined number, the air conditioner It is determined that there is a possibility of failure.

JP 2000-6802 A JP 2009-18770 A

Since the method for diagnosing a failure of a railway vehicle air conditioner disclosed in Patent Document 1 prevents the occurrence of a compressor failure in advance, the failure of the air conditioner due to the deterioration of the functions of devices other than the compressor is avoided. There is a problem that it cannot be predicted in advance.
In addition, there are differences in the effectiveness of air conditioning for railway vehicle air conditioners depending on the opening and closing of doors and the boarding rate, etc. When the interior temperature exceeds the set temperature for a long time or the interior temperature exceeds the set temperature for a short time There are cases. Therefore, as in the invention disclosed in Patent Document 2, the method of simply determining the failure by counting the number of times that the difference between the set temperature and the measured temperature has exceeded the allowable range is used. There is a problem that cannot be obtained.

  The present invention has been made in order to solve the above-described problems. By using equipment monitoring data of a railway vehicle, a failure of an air conditioner can be generated without being affected by a difference in conditions such as opening / closing of a door and a boarding rate. It is an object of the present invention to provide a state evaluation method for a vehicle air conditioner that can be predicted in advance with high accuracy.

In order to solve the above problems, a state evaluation method for a vehicle air conditioner according to the present invention includes:
A first step of receiving and storing in-vehicle measured temperature information collected by a data collection system mounted on a railway vehicle;
A second step of calculating, for each vehicle, a cycle time during which the in-vehicle actual temperature exceeds the target temperature based on the stored in-vehicle actual temperature information and target temperature information;
A third step of evaluating the state of the vehicle air conditioner using the cycle time as an index;
Is included.
According to the above method, since the condition of the vehicle air conditioner is evaluated using a new index that is not known in the art, that is, the cycle time in which the actually measured temperature in the vehicle exceeds the target temperature, there is a difference in conditions such as door opening and closing and boarding rate. Highly accurate evaluation is possible without being affected. As a result, the occurrence of a failure in the air conditioner can be predicted in advance with high accuracy.

Here, preferably, in the second step, a process of calculating the maximum excess temperature within the calculated cycle time on a daily basis for each vehicle is further performed.
In the third step, a process of calculating a boundary line including a main population in a graph in which a sample is plotted with the cycle time and the maximum excess temperature calculated in the second step as parameters, and the calculated boundary line and the The process of evaluating the state of the vehicle air conditioner by comparing the cycle time and the maximum excess temperature calculated in the second step is executed.
The boundary line that includes the main group is calculated, and the calculated boundary line is compared with the cycle time and maximum excess temperature to evaluate the condition of the vehicle air conditioner. Since the state of the vehicle air conditioner is evaluated using the two indexes, more accurate evaluation is possible.

Preferably, in the process for evaluating the state of the vehicle air conditioner, the number of times that the cycle time and the maximum excess temperature calculated in the second step exceed the boundary line are counted, and the count value is calculated in advance. It is determined whether or not it is larger than the predetermined number of times set, and information notifying abnormality is output when the count value is larger than the predetermined number of times set in advance.
In this way, by counting the number of times the cycle time and the maximum excess temperature exceed the boundary line, determining whether the count value is greater than a predetermined number of times set in advance, and outputting information notifying the abnormality, the comparison It is possible to determine whether or not there is a sign of failure by simple processing, and to improve the reliability of the determination result and notification.

Further preferably, in the process of evaluating the state of the vehicle air conditioner, a change rate of the number of times exceeding the boundary line is calculated, and it is determined whether or not the change rate is larger than a predetermined value set in advance. When the rate of change is larger than a predetermined number of times set in advance, information notifying abnormality is output.
In this way, the rate of change of the number of times exceeding the boundary line is calculated, and whether or not the rate of change is larger than a predetermined value set in advance is determined and output based on the number of times by outputting information notifying abnormality. It is possible to notify the occurrence of an abnormality sooner than in the case of doing so.

Preferably, in the second step, the in-vehicle measured temperature information during a period in which the target temperature or the set temperature is changed within the cycle time calculated in the step is excluded from the calculation target, and is calculated in the step. The maximum excess temperature is calculated based on the in-vehicle measured temperature information during a period in which the target temperature or the set temperature has not changed within the cycle time, and the comparison with the boundary line is performed.
In this way, information that becomes noise at the time of determination can be removed by removing the in-vehicle measured temperature information during the period in which the target temperature or the set temperature is changing from the calculation target, so that a more accurate determination result Can be output.

  According to the present invention, it is possible to predict the occurrence of a failure of an air conditioner with high accuracy in advance without being affected by a difference in conditions such as opening / closing of a door and a boarding rate, using equipment monitoring data of a railway vehicle. There is an effect.

It is the block diagram which showed schematic structure of the system which collects data required when implementing the state evaluation method of the vehicle air conditioner concerning this invention. It is a graph which shows the change of the data collected by the data collection system of FIG. It is a graph which shows the concept of the air-conditioning temperature parameter | index (maximum excess temperature and cycle time) in the state evaluation method of the vehicle air conditioner which concerns on one Embodiment of this invention. It is the graph which showed the collected data as a parameter using the maximum excess temperature and cycle time. FIG. 5 is a graph showing the data remaining after filtering the data shown in FIG. 4 with the maximum excess temperature and cycle time as parameters. It is a flowchart which shows the procedure of the process in the state evaluation method of the vehicle air conditioner which concerns on one Embodiment of this invention. It is a figure which shows the idea of the design of the threshold value in the state evaluation method of the vehicle air conditioner which concerns on embodiment. FIG. 7 is a graph showing an example of the boundary line calculated in step S5 of the flowchart of FIG. 6 while plotting other collected data using the maximum excess temperature and cycle time as parameters.

Hereinafter, an embodiment of a state evaluation method for a vehicle air conditioner according to the present invention will be described with reference to the drawings.
The vehicle air conditioner state evaluation method according to the present invention grasps the performance of the air conditioner of each vehicle based on the measured temperature data of a running train, and predicts the occurrence of a failure from the degree of deterioration of the device. . A hardware configuration of a data collection system necessary for prediction and a state evaluation system that determines and reports the deterioration degree of an air conditioner based on data collected by the data collection system will be described first with reference to FIG. .

FIG. 1 shows an overview of a system 10 that collects data from a running train and a state evaluation system 20 that determines and notifies the deterioration of an air conditioner based on the collected data.
As shown in FIG. 1, the air conditioners 11A, 11B, 11C... And their controllers (air condition controllers) 12A, 12B, 12C are included in each train A, B, C. ... is provided. The data collection system 10 in the present embodiment is configured to collect measured temperature data from the air conditioning controllers 12A, 12B, 12C,... Of each vehicle using a data transmission path 13 provided in the train. .

Some existing trains are equipped with a system (data transmission path) that collects information from various measuring devices such as track displacement detectors installed in each vehicle. In the train, the measured temperature data can be collected from the air conditioning controllers 12A, 12B, 12C... Using an existing system.
The indoor temperature of each vehicle is preferably an average temperature that is not directly affected by the temperature of the in-vehicle equipment or the outside air temperature. As such a temperature, for example, a temperature in the vicinity of an air intake port of a heat exchanger (indoor unit) constituting an air conditioner provided at a substantially central ceiling of each vehicle can be considered.

  Therefore, in the present embodiment, a temperature sensor is installed in the vicinity of the air intake port of the air conditioner and the temperature detected by the temperature sensor is collected via the air conditioning controllers 12A, 12B, 12C. ing. This detected temperature can also be used as a detected temperature used by the air conditioning controllers 12A, 12B, 12C... To control the air conditioner of each vehicle. Note that temperature sensors may be installed at a plurality of locations in the vehicle, and the detected temperatures may be collected and averaged.

Specifically, the transmission terminal devices 14A, 14B, 14C... Provided for each vehicle acquire measured temperature data at a predetermined cycle (for example, 10 seconds) from the air conditioning controllers 12A, 12B, 12C. For example, the data is transmitted to the central terminal device 15 provided in the leading vehicle (the first car) via the transmission path 13. The central terminal device 15 stores the data collected via the data transmission path 13 together with the vehicle identification information (car information) in a recording device 16 having a storage device such as a hard disk or semiconductor memory, and has a wireless communication function. The transmission unit 17 is configured to periodically transmit the collected data to the state evaluation system 20 that is a ground side device. The recording device 16 stores the identification information (organization number) of the train. When the central terminal device 15 transmits the collected data, the train identification information and the vehicle identification information are added and transmitted.

  The recording device 16 may be a server. The central terminal device 15 has a function of transmitting a command such as a target temperature to the air conditioning controllers 12A, 12B, 12C... Of each vehicle, and the air conditioning controllers 12A, 12B, 12C. Based on the temperature and the temperature detected by the temperature sensor, a control signal is sent to each of the air conditioners 11A, 11B, 11C.

  The air conditioner state evaluation system 20 includes a data receiving unit 21 that receives the collected data transmitted from the transmission unit 17 of the data collection system 10 on the upper side of the vehicle, and data such as a hard disk or semiconductor memory that stores the received collected data. A storage unit 22 is provided. In addition, the air conditioner state evaluation system 20 analyzes the received data (actual temperature data and target temperature) for each train identification information and vehicle identification information, and defines a boundary line as a threshold value that is a criterion for determining the air conditioning deterioration state. , A determination processing unit 24 that compares the calculated boundary line and the collected data to determine the air conditioning deterioration state, a result storage unit 25 that stores the determination result, and an alert ( (Alarm) The alert transmission part 26 which transmits information to the external portable information terminal 30 grade | etc., Is provided.

Note that the functions of the boundary line calculation unit 23 and the determination processing unit 24 are an arithmetic device such as a CPU (microprocessor), a storage device such as a ROM or a RAM, an input device such as a keyboard, and an output device such as a display device. And a program stored in the storage device. Since the hardware configuration itself of such a personal computer is self-evident, its illustration is omitted.
Next, details of the boundary line calculation processing and the air conditioning deterioration state determination processing in the air conditioner state evaluation system 20 will be described together with the process leading to the development of the present invention.

Prior to the development of the air conditioner state evaluation system of the present invention, the present inventors conducted a test to acquire data indicating changes in the in-vehicle temperature and the outside air temperature of a running train along with related information of the air conditioner.
FIG. 2 shows an example of the transition of various data obtained in a test on a normal business train with time taken on the horizontal axis. FIG. 2 is a graph showing the transition of data acquired by an arbitrary vehicle of a train that ran in the time zone from 5:00 to 17:00 on weekdays in July when the maximum outside air temperature reached 36.7 ° C. In the graph of FIG. 2, (A) represents the transition of the interior temperature, (B) represents the transition of the outside air temperature, and (C) represents the transition of the door open / close state. The set temperature Ts of the air conditioner was 25 ° C.

  The present inventors conducted an analysis focusing on the transition of the in-vehicle temperature in FIG. As a result, as shown in FIG. 3A, the in-vehicle temperature repeats a change in which it rises above the set temperature Ts of 25 ° C. and then falls below 25 ° C., and the time when it exceeds 25 ° C. Was found to be different each time.

  Therefore, as shown in FIG. 3B, the time exceeding the target temperature is defined as the cycle time, and the temperature where the difference between the actually measured temperature and the target temperature is the largest within one cycle time exceeding the target temperature. (ΔTmax) was defined as the maximum excess temperature. And the actual measurement value obtained by the test for about two months from July to August was expressed on a graph using the one cycle time and the maximum excess temperature as parameters. FIG. 4 is the graph.

  FIG. 4 shows that although there is variation, the maximum excess temperature is generally 4 ° C. or less and the cycle time is 50 minutes or less. Further, when the conditions were examined for those that are out of these groups, the data in the range surrounded by the broken line A1 in FIG. 4 is for a time zone in which the cooling effect due to the operation of the air conditioner immediately after the start of the vehicle is not sufficient. It has been found that the data in the range surrounded by the broken line A2 is in the repair work in which the operation of the air conditioner is forcibly turned off. Therefore, it was concluded that there was no problem even if these data were ignored (removed by filtering) and the condition of the air conditioner was evaluated.

  Furthermore, the data of the special time zone is removed from the actual measurement values obtained in the test for about two months from July to August, that is, it is limited to the commercial driving (riding rate of 10% or more) with passengers. The data of one vehicle was expressed in a graph with the horizontal axis and the vertical axis scaled larger than those in FIG. 4 with one cycle time and the maximum excess temperature as parameters. FIG. 5 is the graph. In FIG. 5, the data in the range surrounded by the broken line B1 is for the time when the door is opened in a time zone where the temperature is high, and the data in the range surrounded by the broken line B2 is for a time zone where the outside air temperature is about 26 ° C. It was found that this occurred in the time zone when the air conditioning was turned off before the temperature fell below the set temperature.

From the analysis results and test results, the present inventors have developed a method for evaluating the state of an air conditioner as described below.
FIG. 6 is a flowchart illustrating a procedure of processes executed by the boundary line calculation unit 23 and the determination processing unit 24 of the air conditioner state evaluation system 20 illustrated in FIG. 1. In addition, the process demonstrated below is performed for every vehicle of the train of evaluation object.

  As shown in FIG. 6, the air conditioner state evaluation system 20 first determines whether the vehicle (train) to be evaluated is within one year from the start of business (step S1). The reason for judging within one year from the start of business is that it is desirable to obtain the actual data from the operation of the air conditioner in the normal state as basic data for evaluation and to obtain the data for the whole year (all seasons). It is. In addition, since the evaluation method of a present Example is for grasping | ascertaining the progress of deterioration of an air conditioner, if the data of a full year can be acquired, it will be limited to the data acquisition about the vehicle within one year from a business start. Not a thing.

  If it is determined in the above step S1 that it is within one year from the start of business (Yes), the process proceeds to step S2 to start calculation processing of a boundary line serving as a threshold value, and whether or not the business is running Judge. When it is determined that the vehicle is not in business travel (No), the process is terminated without performing calculation for calculating the boundary line. This is because performance data during business travel is used as basic data for judgment. If it is determined in step S2 that the vehicle is in business travel (Yes), the process proceeds to step S3, and it is determined whether or not the reference temperature (target temperature, set temperature) has changed during each temperature cycle. When there is a change in the reference temperature during the temperature cycle, the process is terminated without performing calculation for calculating the boundary line.

On the other hand, if it is determined in step S3 that there is no change in the reference temperature (target temperature) during the temperature cycle, the process proceeds to step S4, and the maximum excess temperature ΔTmax and cycle time Tcyc during each temperature cycle are calculated. Thereafter, the process proceeds to step S5, a boundary line including the lower left group in FIG. 4 is calculated, the boundary line information is stored in the storage device, and the process is terminated (step S6).
Here, the boundary line is denoted by reference numeral C1 when the graph obtained by filtering the acquired data (sample) and plotting the maximum excess temperature ΔTmax and the cycle time Tcyc as parameters has a distribution as shown in FIG. In the case of such a straight line and a distribution as shown in FIG. 8, a straight line as indicated by reference numeral C1 or a broken line as indicated by reference numeral C2 may be used. In addition, the line | wire shown with code | symbol C3 is the maximum temperature which can be accept | permitted on a design. FIG. 8 is a plot of measured values obtained for a vehicle with air conditioning control different from that shown in FIG. In addition, ■ is an actual measurement value of a weak cooling vehicle, and ◇ is an actual measurement value of a vehicle other than the weak cooling vehicle.

  As a method of calculating the boundary line in step S5, for example, a straight line or a broken line representing a basic boundary line stored in advance in the storage device by the computer is displayed as a graph as shown in FIG. 5 or FIG. It is executed by inputting an instruction to change the inclination of the straight line or the coordinates of the inflection point of the broken line using the input device while viewing the screen. be able to.

  The boundary line is not limited to a straight line or a broken line, and may be a curved line. Such a curve indicates that, for example, among the dots shown in FIG. 5 and FIG. 8, several of the dots that are farthest rightward from the lower left main group (longest cycle time) and farthest upward It can be obtained by extracting several of the existing ones (those having a large maximum excess temperature), drawing a straight line connecting the extracted dots and calculating an envelope for those straight line groups. In order to give a margin to the determination, the calculated envelope may be determined as a boundary line by moving a predetermined amount in a direction away from the lower left main group.

  If it is determined in the first step S1 that the vehicle to be evaluated is not within one year from the start of business (No), the process proceeds to step S7, where the state evaluation process of the air conditioner is started, and it is determined whether the vehicle is in business travel. To do. When it is determined that the vehicle is not in business travel (No), the process is terminated without performing calculation for calculating the boundary line. If it is determined in step S7 that the vehicle is in business travel (Yes), the process proceeds to step S8, where it is determined whether or not the reference temperature (target temperature, set temperature) has changed during each temperature cycle. When the reference temperature changes during the temperature cycle, the process is terminated without evaluating the state of the air conditioner.

On the other hand, if it is determined in step S8 that there is no change in the reference temperature (target temperature) during the temperature cycle, the process proceeds to step S9, and the maximum excess temperature ΔTmax and cycle time Tcyc during each temperature cycle are calculated.
Thereafter, the process proceeds to step S10, the calculated value is compared with the boundary line information stored in the storage device in step S6, and the number of times of exceeding the boundary line is counted (step S11). Then, it is determined whether or not the number of times of exceeding the boundary line (count value) is equal to or greater than a predetermined number of times (step S12). Here, if it is determined that the number of times of crossing the boundary line (count value) is equal to or greater than the predetermined number of times (Yes), the process proceeds to step S13 to issue an alert (or issue an alarm), and then to step S17. Then, the determination result is stored in the storage device, and the process ends. Although it is conceivable to send an alert when the boundary line is exceeded even once, it is possible to improve the reliability of the notification by sending an alert when the number of times the boundary line is exceeded is a predetermined number or more. .

  If it is determined in step S12 that the number of times that the boundary line has been exceeded (count value) is not equal to or greater than the predetermined number (No), the process proceeds to step S14 to calculate the rate of change of the count value (comparison with the previous day). It is determined whether the rate of change is equal to or greater than a predetermined value (step S15). If it is determined that the calculated rate of change is equal to or greater than the predetermined value (Yes), the process proceeds to step S16, an alert is transmitted, and then the process proceeds to step S17 where the determination result is stored in the storage device and the process is performed. Exit. By determining whether or not the rate of change is greater than or equal to a predetermined value (step S15), if the rate of change of the number of times suddenly increases even if the number of times of crossing the boundary line is small, an alert is sent and attention is paid Can be encouraged. In addition, it is possible to notify the occurrence of an abnormality earlier than in the case where the determination is based only on the number of times.

FIG. 7A shows an image of the determination in step S12, FIG. 7B shows an image of the determination in step S15, and the horizontal axis shows the date.
Even before the air conditioner breaks down, the cooling performance decreases as the air conditioner deteriorates, and even under the same temperature conditions, the maximum excess temperature ΔTmax gradually increases and the cycle time Tcyc gradually increases. The number of times that the boundary line is crossed gradually increases. Further, as the air conditioner deteriorates, the rate of change in the number of times is expected to gradually increase. In the flowchart of the air conditioner state evaluation process shown in FIG. 6, the number of times exceeding the boundary line gradually increases as shown in FIG. 7 (A) and exceeds the predetermined number, or the number of times as shown in FIG. 7 (B). When the rate of change of the value suddenly increases and exceeds a predetermined value, an alert is transmitted, so that the occurrence of an abnormality can be notified by accurately grasping a sign of a failure of the air conditioner.

  Although the invention made by the present inventor has been specifically described based on the embodiment, the present invention is not limited to the embodiment. For example, in the flowchart of FIG. 6, an alert is issued when it is determined in step S12 that the number of times the boundary line has been exceeded is a predetermined number or more, or in step S15 that the rate of change in the number is determined to be a predetermined value or more. Although it is transmitted, when it is determined in step S12 that the number of times the boundary line has been exceeded is a predetermined number or more and in step S15 it is determined that the rate of change of the number is a predetermined value or more (when the logical product condition is satisfied) You may make it send an alert to.

Further, in the air conditioner state evaluation method of the above embodiment, a boundary line is set in the graph showing the collected data as parameters of the maximum excess temperature and cycle time, and the number of times the boundary line is exceeded is a predetermined number of times or more. An alert is sent when it is determined that the cycle time is longer, but when the cycle time is longer than the predetermined time, the alert is sent, that is, when the count value is equal to or greater than the predetermined value, that is, only the cycle time is indicated. You may make it transmit an alert as.
Further, in the above embodiment, the case where the present invention is applied to the state evaluation of the air conditioner for a vehicle has been described. However, the present invention is not limited to the air conditioner for a vehicle and is also used for an air conditioner such as a facility or a building. can do.

10 Data collection system 20 Ground side device (condition evaluation system)
11A, 11B, 11C Air conditioner 12A, 12B, 12C Air conditioner controller 13 Data transmission path 14A, 14B, 14C Transmission terminal device 15 Central terminal device 16 Recording device 17 Transmission unit 21 Data receiving unit 22 Data storage unit 23 Boundary line calculation unit 24 judgment processing unit 25 result storage unit 26 alert transmission unit

Claims (5)

A first step of receiving and storing in-vehicle measured temperature information collected by a data collection system mounted on a railway vehicle;
A second step of calculating, for each vehicle, a cycle time during which the in-vehicle actual temperature exceeds the target temperature based on the stored in-vehicle actual temperature information and target temperature information;
A third step of evaluating the state of the vehicle air conditioner using the cycle time as an index;
The state evaluation method of the vehicle air conditioner characterized by including these. In the second step, a process of calculating the maximum excess temperature within the calculated cycle time in units of days for each vehicle is further performed.
In the third step, a process of calculating a boundary line including a main population in a graph in which a sample is plotted with the cycle time and the maximum excess temperature calculated in the second step as parameters, and the calculated boundary line and the The state of the vehicle air conditioner according to claim 1, wherein a process for evaluating the state of the vehicle air conditioner by comparing the cycle time and the maximum excess temperature calculated in the second step is executed. Evaluation method.   In the process of evaluating the state of the vehicle air conditioner, the number of times that the cycle time and the maximum excess temperature calculated in the second step exceed the boundary line is counted, and the count value is greater than a predetermined number of times set in advance. 3. The vehicle air conditioner state evaluation method according to claim 2, further comprising the step of: determining whether or not the vehicle air conditioner is greater than the predetermined number of times, and outputting information notifying the abnormality when the count value is greater than a predetermined number of times set in advance.   In the process of evaluating the state of the vehicle air conditioner, the rate of change of the number of times exceeding the boundary line is calculated, it is determined whether the rate of change is greater than a predetermined value, and the rate of change is determined in advance. 4. The state evaluation method for a vehicle air conditioner according to claim 3, wherein information for notifying abnormality is output when the predetermined number of times is exceeded.   In the second step, the in-vehicle measured temperature information during a period in which the target temperature or the set temperature is changing within the cycle time calculated in the step is excluded from the calculation target, and the target temperature is calculated within the cycle time calculated in the step. The vehicle according to any one of claims 2 to 4, wherein a maximum excess temperature is calculated based on in-vehicle measured temperature information during a period in which the temperature or the set temperature does not change, and is compared with the boundary line. Air conditioner condition evaluation method.

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