JP2019156036A - Railway vehicle air conditioner - Google Patents

Abstract

To operate a railway vehicle air conditioner, following an operation pattern created to consider resonance and efficiency while securing a necessary cooling capacity during both a sound operation and a failed operation of an inverter device.SOLUTION: A railway vehicle air conditioner 11 comprises an outdoor blower 22, first and second compressors 23, 24, and first to third inverter devices 41-43 to drive the blower and compressors. The first inverter device 41 drives the outdoor blower 22 when the first inverter device 41 is sound, and the outdoor blower 22 and the first compressor 23 are inverter-driven by the second inverter device 42 when the inverter is failed. During both a sound operation and a failed operation, the first to third inverter devices 41-43 are controlled to follow an operation pattern determined based on an air conditioning capacity, a vehicle body resonance frequency and an energy efficiency.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an air conditioner for a railway vehicle.

  An air conditioner for a railway vehicle enables heat exchange by compressing a heat medium with a compressor. Conventionally, compressors that rotate at a constant speed have been the mainstream, but recently, there are many compressors that can arbitrarily change the rotational speed using an inverter device.

  By adopting inverter control, when the heat load in the vehicle is small, the power consumption is reduced by lowering the compressor operating frequency, while when the heat load in the vehicle is large, the compressor operating frequency is increased to increase comfort. Can be increased. However, depending on the operating frequency, the vibration caused by the operation of the compressor may resonate with the vehicle body, resulting in increased in-vehicle vibration and resonance noise, which may reduce comfort.

JP 2004-3854 A (paragraph 0005)

  In order to avoid resonance, in the operation method of the air conditioning apparatus described in Patent Document 1, when designing an operation pattern, it is confirmed that resonance does not occur at many measurement points, and an operation pattern in which resonance does not occur is set.

  However, in this method, since an operation pattern is designed with a focus on avoiding resonance, the coefficient of performance of the air conditioner, that is, the efficiency may be reduced.

  In the case of a conventional inverter-controlled air conditioner, the inverter device of each device is independent. For this reason, for example, when an inverter device for an outdoor blower or an inverter device for a compressor fails, the air conditioner cannot be operated even if other inverter devices are in a healthy state. When a new inverter device is added for backup at the time of failure, the air conditioning device is increased in size, increased in mass, and increased in cost.

  The present invention has been made to solve the above-described problem, and ensures efficient operation while avoiding a resonance point with the vehicle body while ensuring the necessary cooling capacity both in the case of healthy and failure of the inverter device. An object of the present invention is to provide a railway vehicle air conditioner that can be used.

  An air conditioner for a railway vehicle according to the present invention includes an outdoor fan, a first inverter device that drives the outdoor fan by inverter, a first compressor, and a second inverter device that drives the first compressor by inverter. And the second compressor, the third inverter device that drives the second compressor by an inverter, and the electric power output from the second inverter device when the first inverter device fails, to supply the outdoor fan And a first contactor disposed between the first inverter device and the outdoor blower, for opening and closing the circuit, and one end connected to a circuit between the outdoor blower and the first contactor, and the other end A backup power supply circuit that is connected to the second inverter device and includes a series circuit of a second contactor and an overcurrent relay, and a control device. The control device closes the first contactor and opens the second contactor when the first inverter is healthy, and performs the first operation determined based on the air conditioning capability, the resonance frequency of the vehicle body, and the energy efficiency. A pattern is selected, and the first to third inverter devices are controlled based on the selected first operation pattern. When the first inverter device fails, the first contactor is opened and the second contact device is opened. By closing the unit, power is supplied to the outdoor fan from the second inverter device, and a second operation pattern that is determined based on the air conditioning capability, the resonance frequency of the vehicle body, and the energy efficiency is selected from the first operation pattern. Then, the first to third inverter devices are controlled based on the selected second operation pattern, and based on the air conditioning capability, the resonance frequency of the vehicle body, and the energy efficiency when the second or third inverter device fails. Defined, select a different third drive pattern from the first and second driving patterns, based on the third driving pattern selected, controls the third inverter device from the first.

  According to the present invention, it is possible to save energy and comfort by separately preparing an operation pattern that takes into consideration the resonance point and efficiency with the vehicle body while ensuring the necessary cooling capacity both in the case of a healthy and failure of the inverter device. It is possible to improve the performance. In addition, since the backup circuit at the time of inverter failure is configured, the size and mass of the air conditioner can be minimized.

1 is a block diagram of a railcar air conditioner according to an embodiment of the present invention. Block diagram of the control device shown in FIG. The figure which illustrates the opening / closing table memorize | stored in the memory | storage part shown in FIG. (A) is a diagram illustrating the relationship between the operating frequency of the outdoor blower shown in FIG. 1, the number of operating compressors, the operating frequency, and the air conditioning capacity, and (B) is the operating frequency and vibration of the compressor shown in FIG. The figure which illustrates the relationship of the magnitude | size of FIG., (C) is a figure which illustrates the relationship between the operating frequency of the compressor shown in FIG. 1, and the magnitude | size of a noise, (D) is the operating frequency of the outdoor air blower shown in FIG. Of the relationship between the number of compressors, the number of compressors, operating frequency, and coefficient of performance (A) is a figure illustrating the relationship between the operating frequency of the second compressor and the air conditioning capacity when the outdoor fan and the first compressor shown in FIG. The figure which illustrates the relationship between the operation frequency of a compressor when only one machine operates, and air-conditioning capacity The flowchart of the operation control process which the processor shown in FIG. 2 performs The figure which shows the opening-and-closing state of a contactor at the time of the normal time of the air conditioning apparatus for rail vehicles shown in FIG. 1, and an electric power feeding route (A) And (B) is a figure explaining the specific example of the procedure which calculates | requires a driving | running pattern. (A) And (B) is a figure explaining the specific example of the procedure which calculates | requires a driving | running pattern. The figure which shows the switching state of a contactor at the time of failure of the 1st inverter apparatus shown in FIG. 1, and an electric power feeding route The figure explaining the specific example of the procedure which calculates | requires a driving | running pattern in the case shown in FIG. The figure which shows the switching state of a contactor at the time of failure of the 2nd inverter apparatus shown in FIG. 1, and a feeding route The figure explaining the specific example of the procedure which calculates | requires a driving | running pattern in the case shown in FIG. The figure which shows the opening-and-closing state of a contactor at the time of failure of the 3rd inverter apparatus shown in FIG. 1, and an electric power feeding route

Hereinafter, a railcar air conditioner according to an embodiment of the present invention will be described.
As shown in FIG. 1, an air conditioner 11 for a railway vehicle according to the present embodiment is installed in a railway vehicle, and includes one indoor blower 21, one outdoor blower 22, and a first , Second compressors 23, 24, converter 31 for converting alternating current to direct current, first to third inverter devices 41 to 43 for converting direct current to three-phase alternating current, and two switches CB1, CB2, three contactors MC1-MC3, the 1st-3rd failure detection sensors 51-53 which detect the failure of the 1st-3rd inverter apparatuses 41-43, and the control apparatus 61 are provided.

  The indoor blower 21 includes a fan driven by an AC motor and a heat exchanger through which a heat medium flows. The indoor blower 21 blows air by rotating the fan, performs heat exchange between the air and the heat exchanger, heats or cools the air, and then blows the air into the air-conditioning target space. AC power is supplied from an in-vehicle power source to the AC motor of the indoor blower 21 via a series circuit of the switch CB1 and the contactor MC1. The in-vehicle power supply is set to 60 Hz, for example.

  The outdoor blower 22 includes a fan driven by a three-phase induction motor and a heat exchanger through which a heat medium flows. The outdoor blower 22 blows outside air to the heat exchanger by the rotation of the fan, and performs heat exchange between the outside air and the heat exchanger. The heat medium circulates between the heat exchanger of the indoor blower 21 and the heat exchanger of the outdoor blower 22 through the connection pipe.

  The first compressor 23 is driven by a three-phase induction motor, compresses the heat medium to a high temperature / high pressure state, and circulates the heat medium between the indoor blower 21 and the outdoor blower 22.

  The second compressor 24 is driven by a three-phase induction motor, compresses the heat medium to a high temperature / high pressure state, and circulates the heat medium between the indoor blower 21 and the outdoor blower 22. The first and second compressors 23 and 24 can employ any structure such as a piston type, a reciprocating type, and a rotary type.

  Converter 31 is connected to an AC power supply of the railway vehicle via contactor MC2, converts AC power supplied from the AC power supply to DC power, and outputs the DC power. The frequency of the AC power supply is 60 Hz, for example.

  The first inverter device 41 converts the DC voltage supplied by the converter 31 into a three-phase AC voltage, applies it to the three-phase induction motor of the outdoor blower 22 via the contactor MC2, and drives it. That is, the first inverter device 41 performs inverter control or inverter drive on the outdoor fan 22. The frequency of the output voltage of the first inverter device 41 is controlled by a frequency instruction signal SF <b> 1 supplied from the control device 61.

  In the following description, the operating frequency of the outdoor blower 22 means the number of rotations per second of the fan constituting the outdoor blower 22. The operating frequency of the outdoor blower 22 does not necessarily match the frequency of the three-phase AC voltage output from the first inverter device 41. However, in the following description, in order to facilitate understanding, it is assumed that the frequency of the output voltage of the first inverter device 41 and the operating frequency of the outdoor blower 22 match.

  The second inverter device 42 converts the DC power supplied by the converter 31 into three-phase AC power, and applies it to the three-phase induction motor that rotationally drives the first compressor 23 to drive it. That is, the second inverter device 42 performs inverter control or inverter drive on the first compressor 23. The frequency of the output voltage of the second inverter device 42 is controlled by a frequency instruction signal SF2 supplied from the control device 61.

  The third inverter device 43 converts the DC power supplied from the converter 31 into three-phase AC power, and applies it to the three-phase induction motor that rotationally drives the second compressor 24 to drive it. That is, the third inverter device 43 performs inverter control or inverter drive on the second compressor 24. The frequency of the output voltage of the third inverter device 43 is controlled by a frequency instruction signal SF3 supplied from the control device 61.

  The operating frequencies of the first and second compressors 23 and 24 indicate how many times a cycle composed of the heat medium suction stroke, the compression stroke, and the discharge stroke is executed per second. This does not necessarily match the frequency of the three-phase AC voltage output from the second inverter device 42 and the third inverter device 43. However, in the following description, for easy understanding, the frequency of the three-phase AC voltage output from the second and third inverter devices 42 and 43 and the operating frequency of the first and second compressors 23 and 24 are as follows. It shall be equal.

  Moreover, the 1st-3rd inverter apparatuses 41-43 control the operating frequency of the 1st and 2nd compressors 23 and 24 in the range of 30-90 Hz, and the operating frequency of the outdoor air blower 22, for example in the range of 30-60 Hz. Then.

  One end and the other end of the backup power supply circuit 72 are connected to a connection node between the contactor MC <b> 2 and the outdoor blower 22 and an output end of the second inverter device 42. The backup power supply circuit 72 allows the outdoor blower 22 to be driven by an inverter by bypassing power supply from the second inverter device 42 to the outdoor blower 22 when the first inverter device 41 fails. Is for. The backup power supply circuit 72 includes a series circuit of an overcurrent relay (OCR-Over Current Relay) 71 and a contactor MC3. The overcurrent relay 71 is a relay that operates according to the magnitude of the current value obtained by taking out an overcurrent or the like caused by a short circuit or overload by means of a current transformer (CT). The backup power supply circuit 72 may include other protection devices.

  The first to third failure detection sensors 51 to 53 are arranged close to the first to third inverter devices 41 to 43, respectively. The first to third failure detection sensors 51 to 53 detect the presence or absence of a failure in the first to third inverter devices 41 to 43, and output failure detection signals SD1 to SD3 to the control device 61 when a failure is detected. To do.

The control device 61 controls the opening / closing of the switches CB1 and CB2 and the contactors MC1 to MC3. Further, the control device 61 responds to the failure detection signals SD1 to SD3 output from the first to third failure detection sensors 51 to 53, and opens / closes the first to third contactors MC1 to MC3 according to the result. Control closing.
Further, the control device 61 outputs frequency instruction signals SF1 to SF3 for instructing the frequency of the output voltage to the first to third inverter devices 41 to 43.

Next, details of the control device 61 will be described with reference to FIG.
As illustrated in FIG. 2, the control device 61 includes a processor 111, a memory 112, a storage unit 113, and an I / O port 114 that are connected to each other via a bus 115.

  The processor 111 includes a CPU (Central Processing Unit), a microprocessor unit, and the like, and uses the memory 112 as a work area to execute a control program stored in the storage unit 113, thereby causing the railway vehicle shown in FIG. The operation of the industrial air conditioner 11 is controlled.

  The memory 112 includes a RAM (Random Access Memory), functions as a work memory for the processor 111, and stores programs, data, and the like.

  The storage unit 113 includes a nonvolatile storage device such as a flash memory or a hard disk device, and stores a control program executed by the processor 111. The storage unit 113 stores a control program for the processor 111 to control each unit and control the operation of the railway vehicle air conditioner 11. The contents of the control program will be described later with reference to FIG.

  The control device 61 controls the opening / closing of the contactors MC1 to MC3 by contactor control signals SM1 to SM3. Therefore, the storage unit 113 stores an open / close table shown in FIG. 3 indicating how the contactors MC1 to MC3 should be opened / closed depending on the situation.

  The storage unit 113 stores various characteristic data indicating the characteristics of the railway vehicle air conditioner 11 for the processor 111 to refer to in the control process. The stored characteristic data includes the characteristic data shown in FIGS. 4 (A) to 5 (B).

  Characteristic data indicating “relationship between compressor operating frequency and air conditioning capacity” illustrated in FIG. 4A includes the operating frequency of the outdoor blower 22, the number of operating units of the first and second compressors 23 and 24, and the operating frequency. It is the data which specifies the relationship between the air conditioning capacity. This characteristic data is prepared for cooling and heating. The air conditioning capacity is set in 8 stages for each of cooling and heating, the operating frequency of the outdoor blower 22 is selected in the range of 30 to 60 Hz, and the operating frequency of the compressor is set in the range of about 30 to 90 Hz.

  Characteristic data indicating “relationship between compressor operating frequency and vehicle body resonance point” illustrated in FIG. 4B includes the operating frequency of the first and second compressors 23 and 24 and the magnitude of the resonance vibration of the vehicle body. It is characteristic data which shows the relationship. The point where the vibration shows the maximum value is the resonance point, and the operating frequency is the resonance frequency.

  Characteristic data indicating “relationship between compressor operating frequency and vehicle cavity resonance” illustrated in FIG. 4C is the operating frequency of the first and second compressors 23 and 24 and the vehicle cavity, that is, inside the passenger car. It is the characteristic data which shows the relationship with the magnitude of the noise by resonance. The point where the noise shows the maximum value is the resonance point, and the operation frequency is the resonance frequency.

  Characteristic data indicating “relationship between compressor operating frequency and coefficient of performance” illustrated in FIG. 4D is the number of operating and operating frequencies of the outdoor blower 22 and the operating frequencies of the first and second compressors 23 and 24. And characteristic data showing the relationship between the coefficient of performance (COP [Coefficient Of Performance]) of the air conditioner 11 for railway vehicles. This characteristic data is prepared for cooling and heating.

  The characteristic data indicating “relation between compressor operating frequency and air conditioning capacity when the outdoor fan and the first compressor are operated synchronously” illustrated in FIG. 5A is the characteristic data shown in FIG. This corresponds to a special case, in which the first inverter device 41 fails and the outdoor blower 22 and the first compressor 23 are operated by the electric power from the second inverter device 42 as “compressor operating frequency”. It is characteristic data which shows "relation between air conditioning capacity". The air conditioning capacity is set in 8 stages for cooling and heating, respectively, the operating frequency of the outdoor fan 22 and the first compressor 23 is selected in the range of 30 to 60 Hz, and the operating frequency of the second compressor 24 is approximately It is set in the range of 30 to 90 Hz.

  The characteristic data indicating “relationship between compressor operating frequency and air conditioning capacity when operating one compressor” illustrated in FIG. 5B corresponds to a special case of the characteristic data shown in FIG. This is characteristic data indicating “relationship between compressor operating frequency and air conditioning capacity” when only one of the first and second compressors 23 and 24 is operating. The air conditioning capacity is set in 8 stages for each of cooling and heating, the operating frequency of the outdoor blower 22 is selected in the range of 30 to 60 Hz, and the operating frequency of the compressor is set in the range of about 30 to 90 Hz. This characteristic data has a form in which the second compressor 24 is operated at a higher speed than the characteristic data at the time of sound in FIG.

These characteristic data are obtained in advance by tests and experiments.
The storage mode of the characteristic data is arbitrary, and may be, for example, a table format, a function format, a graph format, or the like.

  The I / O port 114 shown in FIG. 2 transmits a signal to an external device under the control of the processor 111, receives a signal from the external device, and provides the signal to the processor 111. Specifically, the I / O port 114 a) supplies switch control signals SB1 and SB2 for instructing switching to the switches CB1 and CB2 according to the control of the processor 111, and b) switches to the contactors MC1 to MC3. And c) output frequency instruction signals SF1 to SF3 for instructing the frequency of the AC voltage to be output to the first to third inverter devices 41 to 43, respectively. The I / O port 114 also receives a) failure detection signals SD1 to SD3 indicating that the first to third inverter devices 41 to 43 have failed from the first to third failure detection sensors 51 to 53. Then, the processor 111 is notified, and b) a thermal load instruction signal SL indicating the thermal load of the vehicle is received from the pressure of the air spring of the vehicle, and the processor 111 is notified.

Next, the operation of the railway vehicle air conditioner 11 having the above configuration will be described with reference to FIG.
When the railway vehicle air conditioner 11 is activated, the processor 111 reads the control program stored in the storage unit 113 and starts the control operation.

  First, the processor 111 transmits the switch control signals SB1 and SB2 from the I / O port 114 to the switches CB1 and CB2, and closes them. Thereby, electric power is supplied to the converter 31, and electric power for operation is supplied to the first to third inverter devices 41 to 43 and the first to third failure detection sensors 51 to 53. First to third inverter devices 41 to 43 each output a three-phase AC voltage having a frequency determined by default.

  Subsequently, the processor 111 starts the operation control process shown in the flowchart of FIG. 6. First, the processor 111 takes in the heat load instruction signal SL through the I / O port 114 and obtains a necessary heat load. Next, the processor 111 obtains necessary air conditioning capacity based on the necessary heat load (step S11). The air conditioning capacity is set to, for example, 8 stages of cooling and 8 stages of heating, and an appropriate one is selected from any one of preset air conditioning capabilities.

  Next, the processor 111 takes in the failure detection signals SD1 to SD3 via the I / O port 114, and determines whether or not the first to third inverter devices 41 to 43 have failed (step S12).

  Here, it is assumed that the first to third inverter devices 41 to 43 are normal and no failure has occurred. In this case, the flow proceeds to step S13. The processor 111 reads the normal open / close pattern from the open / close table shown in FIG. 3 stored in the storage unit 113, and according to this, as shown in FIG. 7, the first and second contactors MC1 and MC2 Is closed, and the third contactor MC3 is opened (step S13). As a result, as schematically shown by a broken line, power is supplied to the indoor blower 21, the outdoor blower 22, and the first and second compressors 23 and 24, and the outdoor blower 22 and the first and second compressors 23 and 24 are supplied. Are driven by inverters by first to third inverter devices 41 to 43, respectively.

The processor 111 determines an operation pattern based on the thermal load instructed by the thermal load instruction signal SL supplied from the outside.
Specifically, the combination of the operating number of the first and second compressors 23 and 24 and the operating frequency of the outdoor blower 22 and the first and second compressors 23 and 24 is as follows: To (4).

(1) Satisfy the required air conditioning capacity.
(2) Suppress vibration due to vehicle body resonance.
(3) To suppress noise caused by resonance in the passenger compartment cavity.
(4) The coefficient of performance (COP) that indicates energy efficiency should be as high as possible.
Here, as an example, a case where the priority order is (1)>(2)>(3)> (4) will be described.

  First, in order to satisfy the condition (1), the processor 111 obtains the combination of the outdoor fan 22 and the first and second compressors 23 and 24 and the operation thereof so as to obtain the necessary air conditioning capability (step) S14).

  For this reason, the processor 111 reads out characteristic data indicating “relationship between compressor operating frequency and air conditioning capability” illustrated in FIG. 4A stored in the storage unit 113. As illustrated in FIG. 8A, the processor 111 applies the necessary air conditioning capacity obtained in step S11 to this characteristic data, obtains an intersection with each characteristic curve, and sets a combination indicated by the intersection as a candidate. In this case, a) the outdoor fan 22 is operated at an operating speed of 30 Hz, the first and second compressors 23 and 24 are operated at an operating frequency f1, and the candidate 1 is operated. B) the outdoor fan 22 is operated at an operating frequency of 60 Hz. Candidate 2 for operating only one of the first and second compressors 23, 24 at the operation frequency f2, c) One of the first and second compressors 23, 24 is operated by operating the outdoor fan 22 at an operation frequency of 30 Hz. Only candidate 3 driving at operating frequency f3 is assumed as a candidate for combination. In addition, since the combination from which the air conditioning capability more than a required air conditioning capability is obtained will lead to a reduction in efficiency, only the operation frequency at the intersection of the necessary air conditioning capability and each characteristic curve is a candidate here.

  Next, in order to satisfy the condition (2), the processor 111 reads out characteristic data indicating “relationship between compressor operating frequency and vehicle body resonance point” illustrated in FIG. 4B from the storage unit 113. . As illustrated in FIG. 8B, the processor 111 applies the candidate obtained in step S14 to the characteristic data, obtains the magnitude of the vibration in each candidate, and selects the one that increases the vibration due to resonance from the candidate. Exclude (step S15). In this example, candidate 3 is excluded from the candidates because it matches or is in the vicinity of the vehicle body resonance point and the vehicle body vibration due to resonance increases. Therefore, only candidates 1 and 2 remain. It should be noted that a criterion for how close to the resonance point is excluded is determined in advance. For example, a candidate whose vibration is 1 / p or less of the magnitude of the vibration at the resonance point is selected and used as a reference for excluding other candidates. Note that p is a real number larger than 1.

  Next, in order to satisfy the condition (3), the processor 111 reads out characteristic data indicating “relationship between compressor operating frequency and vehicle cavity resonance” illustrated in FIG. 4C from the storage unit 113. As illustrated in FIG. 9A, the processor 111 applies the candidate obtained in step S14 to the characteristic data, obtains the noise level of each candidate, and selects the candidate that increases the noise due to resonance. Exclude (step S16). In this example, candidate 3 matches or is in the vicinity of the resonance point, and noise due to resonance increases, so it is excluded from the candidates. Therefore, only candidates 1 and 2 remain. It should be noted that a criterion for how close to the resonance point is excluded is determined in advance. For example, a candidate is selected such that the noise is 1 / q or less of the noise level at the resonance point, and other candidates are excluded. Note that q is a real number larger than 1. In the description, candidates 1 to 3 are applied to the characteristic data. However, only candidates 1 and 2 remaining in step S15 may be applied to the characteristic data.

  Finally, in order to select a combination that satisfies the condition (4), the processor 111 stores characteristic data indicating “relationship between compressor operating frequency and coefficient of performance” illustrated in FIG. Is read. As shown in FIG. 9B, the processor 111 applies the remaining candidates to the read characteristic data, selects a candidate that provides the maximum coefficient of performance, and determines the number of operations and the number of operations specified by the selected candidate. The combination of frequencies is set as a first operation pattern for normal use (step S17). In the example of FIG. 9B, since candidate 2 has a higher coefficient of performance than candidate 1, candidate 2 is superior from the viewpoint of energy efficiency. Therefore, candidate 2 is adopted as an operation pattern, and the combination of the number of operation and the operation frequency specified by this is set as the first operation pattern for normal operation.

  Subsequently, the processor 111 instructs the first to third inverter devices 41 to 43 about the operation frequency corresponding to the candidate selected in step S17 (step S18).

  If the candidate 2 is selected, the processor 111 transmits a frequency instruction signal SF1 indicating a frequency of 60 Hz to the first inverter device 41, and transmits a frequency instruction signal SF2 indicating the frequency f2 to the second inverter device 42. Then, the frequency instruction signal SF3 for instructing the third inverter device 43 to stop is transmitted. Alternatively, the frequency instruction signal SF3 for instructing the operating frequency f2 may be transmitted to the third inverter device 43, and the frequency instruction signal SF2 for instructing the second inverter device 42 to stop may be transmitted.

  Thereafter, the first to third inverter devices 41 to 43 output a three-phase AC signal having a frequency indicated by the frequency indication signals SF1 to SF3. Since the fan of the outdoor blower 22 and the first and second compressors 23 and 24 operate with the supplied AC power, respectively, as a result, the operation is performed at the operation frequency specified by the candidate selected in step S17. To do.

  If the candidate 2 is selected, the processor 111 transmits a frequency instruction signal SF1 indicating a frequency of 60 Hz to the first inverter device 41, and transmits a frequency instruction signal SF2 indicating the frequency f2 to the second inverter device 42. Then, the frequency instruction signal SF3 for instructing the third inverter device 43 to stop is transmitted. Thereby, the outdoor blower 22 operates at the operating frequency 60 Hz, the first compressor 23 operates at the operating frequency f2, and the second compressor 24 stops. As a result, the air conditioning apparatus 11 for railway vehicles is operated with an operation pattern that satisfies the necessary air conditioning capability, has less vibration and noise, and has high energy efficiency. Therefore, energy saving and comfort can be improved as compared with the conventional case.

  The processor 111 periodically executes the operation control process shown in FIG.

  Next, as shown in FIG. 10, it is assumed that the first inverter device 41 has failed. In this case, the supply of power from the first inverter device 41 to the outdoor blower 22 is stopped. The first failure detection sensor 51 detects this and outputs a failure detection signal SD1. The processor 111 takes in the failure detection signal SD1 via the I / O port 114 and determines that the first inverter device 41 has failed.

  Thereafter, when the operation control process of FIG. 6 is started, the processor 111 determines in step S12 that the first inverter device 41 has failed, and advances the process to step S21.

  In step S21, the processor 111 reads the opening / closing pattern for when the first inverter device 41 fails from the opening / closing table shown in FIG. 3 stored in the storage unit 113, and closes the contactors MC1 and MC3 accordingly. Then, the contactor MC2 is opened (step S21). Thereby, as schematically shown by a broken line, power is supplied to the indoor blower 21, the outdoor blower 22, and the first and second compressors 23 and 24, respectively, and the outdoor blower 22 and the first compressor 23 are connected to the second blower. The inverter device 42 is inverter-driven, and the second compressor 24 is inverter-driven by the third inverter device 43.

  Next, the processor 111 determines an operation pattern. In this state, the outdoor blower 22 and the first compressor 23 are supplied with power from the common second inverter device 42 and are operated synchronously. For this reason, the processor 111 does not represent the characteristic data indicating the “relationship between the compressor operating frequency and the air conditioning capacity” illustrated in FIG. 4A, but the “outdoor blower and the first compressor” illustrated in FIG. Characteristic data indicating “relation between compressor operating frequency and air conditioning capability when synchronous operation is performed” is read from the storage unit 113. As illustrated in FIG. 11, the processor 111 applies the necessary air conditioning capability specified in step S <b> 11 to the read characteristic data to obtain a combination candidate (step S <b> 22).

In the example of FIG. 11, candidates 4 to 6 corresponding to the operating frequencies f11 to f13 are obtained.
Thereafter, the flow proceeds to step S15 described above, and thereafter, candidates that satisfy the condition (2) related to resonance, the condition (3) related to resonance, and the condition (4) related to energy efficiency are selected (steps S15 to S17). A combination of the number of operating units and the operating frequency specified by the selected candidate is set as a second operation pattern for when the first inverter device 41 fails. Subsequently, the first to third inverter devices 41 to 43 are instructed about the frequency of the output voltage (step S18), and the operation is continued. As a result, the operation of the railway vehicle air conditioner 11 is continued with low vibration and noise and high efficiency while ensuring air conditioning capability.

  Next, as schematically shown in FIG. 12, the operation when the second inverter device 42 fails will be described. In this case, the supply of power from the second inverter device 42 to the first compressor 23 is stopped. The second failure detection sensor 52 detects this and outputs a failure detection signal SD2. The processor 111 determines from the failure detection signal SD2 that the second inverter device 42 has failed.

  Thereafter, when the operation control process of FIG. 6 is started, the processor 111 determines in step S12 that the second inverter device 42 has failed, and advances the process to step S31.

  In step S31, the processor 111 transmits contactor control signals SM1 to SM3 to the contactors MC1 to MC3, and closes the first and second contactors MC1 and MC2 as shown in FIG. Open the container MC3. Accordingly, power is supplied as indicated by the broken line, the outdoor fan 22 is inverter-driven by the first inverter device 41, and the second compressor 24 is inverter-driven by the third inverter device 43.

  Next, the processor 111 determines an operation pattern. In this state, the first compressor 23 is stopped and only one compressor is operated. For this reason, the processor 111 does not represent the characteristic data shown in FIG. 4A but the “relationship between the compressor operating frequency and the air conditioning capability when only one compressor is operating” illustrated in FIG. 5B. The characteristic data is read from the storage unit 113. As illustrated in FIG. 13, the processor 111 applies the current necessary air conditioning capacity specified in step S <b> 11 to the read characteristic data, and obtains a combination candidate (step S <b> 32).

  In the example of FIG. 13, candidates 7 to 9 corresponding to the operating frequencies f21 to f23 are obtained. The operating frequencies f21 to f23 are relatively higher than the candidate operating frequencies f1 to f3 selected in step S22 at the time of soundness, and the second compressor 24 is driven at a higher speed.

  Thereafter, the flow proceeds to the above-described step S15, and thereafter, candidates that satisfy the above-described resonance condition (2), the resonance condition (3), and the energy efficiency condition (4) are selected (steps S15 to S17). . The combination of the number of operating units specified by the selected candidate and the operating frequency is set as a third operating pattern for when the second inverter device 42 fails. This operation pattern is a pattern for increasing the speed of the second compressor 24.

  Subsequently, the frequency of the output voltage is instructed to the first to third inverter devices 41 to 43 (step S18), and the operation is continued. Thereby, the operation of the air conditioner 11 for a railway vehicle is continued with low vibration and noise and high efficiency while ensuring the air conditioning capability.

  Next, the operation when the third inverter device 43 fails will be described as schematically shown in FIG. As indicated by the broken line, power is supplied, the outdoor fan 22 is inverter-driven by the first inverter device 41, the first compressor 23 is inverter-driven by the second inverter device 42, and the second compressor 24 is stopped. However, only the first compressor 23 is operated.

  The processor 111 determines from the failure detection signal SD3 that the third inverter device 43 has failed. Thereafter, when the operation control process of FIG. 6 is started, the processor 111 determines in step S12 that the third inverter device 43 has failed, and advances the process to step S31. The subsequent processing is the same as the processing when the second inverter device 42 fails. The combination of the number of operating units specified by the selected candidate and the operating frequency is set as a third operating pattern for when the third inverter device 43 fails. At this time, the first compressor 23 is in a speed increasing operation.

  As described above, according to the present embodiment, the outdoor fan 22 is driven by the first inverter device 41 when the first inverter device 41 is healthy, and the outdoor fan is driven by the second inverter device 42 when a failure occurs. 22 and the first compressor 23 are inverter-driven. The first to third inverter devices 41 to 43 are controlled based on an operation pattern determined based on the air conditioning capability, the resonance frequency of the vehicle body, and the energy efficiency, respectively, at the time of soundness and failure. As a result, it is possible to provide the rail vehicle air conditioner 11 capable of low-vibration and noise reduction, high energy efficiency, and energy-saving operation while satisfying the required air conditioning capability.

The present invention is not limited to the above embodiment, and various modifications and applications are possible.
For example, the configuration of the railcar air conditioner shown in FIG. 1 is an example, and can be changed as appropriate. For example, in the above-described embodiment, the fixed frequency power is supplied to the indoor blower 21 without going through the inverter device, but the variable frequency power may be supplied to the indoor blower 21 from the inverter device. In this case, characteristic data considering the operating frequency of the indoor blower 21 may be prepared and stored in the storage unit 113.

  Although the converter 31 converts the AC in-vehicle power source into DC and supplies it to the inverter device, the in-vehicle power source may be DC.

Further, the number of compressors is not limited to two, and may be one or three or more. Similarly, the number of indoor fans and the number of outdoor fans are arbitrary, and may be two or more.
Further, a backup power supply circuit may be arranged in another component.

  In the above embodiment, the frequency of the output voltage of the first inverter device 41 and the operating frequency of the outdoor fan 22 are equal, and the frequency of the output voltage of the second inverter device 42 and the operating frequency of the first compressor 23 are the same. Although it has been described that the frequency of the output voltage of the third inverter device 43 is equal to the operating frequency of the second compressor 24, they need not be equal. For example, one operation cycle of the outdoor blower 22 may be established with the r cycle of the output voltage of the first inverter device 41. r is a positive real number. In this case, the processor 111 may indicate a frequency r times the operating frequency required for the first inverter device 41. Further, the processor 111 notifies the first inverter device 41 of the operating frequency so that the first inverter device 41 obtains a necessary frequency of its own output voltage and outputs a voltage having that frequency. Good. The same applies to the second and third inverter devices 42 and 43.

In the above embodiment, when determining the driving pattern, the priorities of the conditions (1) to (4) to be satisfied are (1)>(2)>(3)> (4). It can be changed. For example, when energy efficiency is given the highest priority, the condition (4) is given the highest priority, and the priorities of the conditions (1) to (3) may be set as appropriate.
The flowchart shown in FIG. 6 is also an example and can be changed as appropriate.

  In the above embodiment, the backup power supply circuit 72 is constituted by a series circuit of the overcurrent relay 71 and the contactor MC3. However, at the time of backup, a power supply path from the second inverter device 42 to the outdoor blower 22 is established. If it does, the structure is arbitrary.

  Moreover, in the said embodiment, although the number of the compressors was two units, it is not limited to two units, One unit or three units or more may be sufficient.

  An example has been described in which a failure of the first to third inverter devices 41 to 43 is detected by the first to third failure detection sensors 51 to 53 and the processor 111 uses the failure detection signals SD1 to SD3 for control. The present invention is not limited to this. The failure of the first to third inverter devices 41 to 43 can be changed as appropriate, such as a mode in which the user inputs to the processor 111.

  Although the output of the 1st-3rd inverter apparatuses 41-43 showed the three-phase alternating current voltage, the example which made the drive motor of the indoor air blower 21 and the 1st and 2nd compressors 23 and 24 the three-phase induction motor, The outputs of the first to third inverter devices 41 to 43 may be single-phase AC voltages, and the motor may be a single-phase motor. The motor may be configured other than the induction motor.

  DESCRIPTION OF SYMBOLS 11 Rail vehicle air conditioner, 21 indoor fan, 22 outdoor fan, 23 1st compressor, 24 2nd compressor, 31 converter, 41-43 1st-3rd inverter apparatus, 51-53 1st -Third failure detection sensor, 61 control device, 71 overcurrent relay, 72 power supply circuit for backup, MC1-MC3 contactor, 111 processor, 112 memory, 113 storage unit 114 I / O port, 115 bus

Claims (3)

An outdoor blower,
A first inverter device for driving the outdoor blower with an inverter;
A first compressor;
A second inverter device for driving the first compressor with an inverter;
A second compressor;
A third inverter device for driving the second compressor by inverter;
In order to supply the electric power output from the second inverter device to the outdoor blower when the first inverter device fails, it is arranged between the first inverter device and the outdoor blower, and opens and closes the circuit. A first contactor that has one end connected to a circuit between the outdoor blower and the first contactor, the other end connected to the second inverter device, and a second contactor and an overcurrent A backup power supply circuit comprising a series circuit with a relay;
A control device;
An air conditioner for an inverter-driven railway vehicle comprising:
The control device is determined based on the air conditioning capability, the resonance frequency of the vehicle body, and the energy efficiency, when the first inverter device is healthy, closing the first contactor and opening the second contactor. Selecting the first operation pattern, and controlling the first to third inverter devices based on the selected first operation pattern,
When the first inverter device fails, the first contactor is opened and the second contactor is closed to supply power to the outdoor blower from the second inverter device. A second operation pattern that is determined based on a resonance frequency and energy efficiency and is different from the first operation pattern is selected, and the first to third inverter devices are selected based on the selected second operation pattern. Control
At the time of failure of the second or third inverter device, a third operation pattern that is determined based on the air conditioning capability, the resonance frequency of the vehicle body, and the energy efficiency and is different from the first and second operation patterns is selected. Controlling the first to third inverter devices based on the selected third operation pattern;
Air conditioner for railway vehicles.   The air conditioner for a railway vehicle according to claim 1, wherein the control device controls the air conditioning capability in 8 stages each of cooling and heating.   The air conditioner for a railway vehicle according to claim 1, wherein the control device controls an operating frequency of the first and second compressors in a range of 30 to 90 Hz and an operating frequency of the outdoor blower in a range of 30 to 60 Hz. .

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