JP5679835B2 - Vehicle air conditioner and vehicle - Google Patents

Description

  The present invention relates to a vehicle air conditioner for air-conditioning a railway vehicle and a vehicle including the vehicle air conditioner.

  In general, for example, a vehicle air conditioner shown in FIG. 6 is known. That is, in the conventional vehicle air conditioner, as shown in FIG. 6, the electric power input from the pantograph 31 is given to the auxiliary power supply device 32, where an air conditioning power source is generated and the air conditioner 1 It is supplied to the heater 2 for heating. The air conditioning controller 3 controls the number of operating air conditioning compressors in the air conditioner 1, the operating frequency, the operating time, or controls the operating speed of the motor of the indoor blower to control the air conditioning capacity during the cooling operation. The air conditioning capability is controlled during heating operation by controlling the heater 2 on and off at regular intervals.

  The air conditioning controller 3 is equipped with a microcomputer, and various corrections are performed on the air conditioning set temperature stored in the storage unit, and the air conditioning reference temperature is sequentially calculated. The various corrections are provided in the interior of the vehicle, the in-vehicle temperature measured by the in-vehicle temperature sensor 4 provided inside the vehicle, the outside air temperature measured by the outside air temperature sensor 6 provided outside the vehicle, and the inside of the vehicle. It is calculated based on the in-vehicle humidity measured by the in-vehicle humidity sensor 5 and the boarding rate of the vehicle estimated from the weight of the vehicle measured by the variable load sensor 7 provided on the vehicle.

As a conventional vehicle air conditioner, there is one that controls the air conditioning capability based on the air conditioning load predicted based on the current environmental information and the environmental information stored in the past (see, for example, Patent Document 1).
In addition, there is one that periodically transmits data including air conditioner operation information and vehicle position information to a management computer, and the management computer accumulates and processes the data (see, for example, Patent Document 2).

Japanese Patent No. 3842688 JP 2009-7006 A

However, such a conventional vehicle air conditioning control device has the following problems.
In other words, when air conditioning control is performed based on environmental data detected by various sensors when the vehicle is traveling, the number of operating air conditioning compressors, the operating frequency, and the operating time are controlled in the cooling operation. In the heating operation, temperature control is performed so as to bring the temperature in the vehicle closer to the air conditioning reference temperature by controlling the heater 2. Therefore, it becomes impossible to follow the rapid heat load fluctuations such as the fluctuation of the boarding rate due to getting off or getting on at the station and the outside air inflow due to the door opening, and the optimum cooling capacity cannot be calculated. In addition, a huge amount of hardware and software was required for calculation.

  In addition, there is a problem that it takes time to reach the target air conditioning reference temperature that passengers feel comfortable.

  The present invention has been made to solve the above-described problems, and provides a vehicle air conditioner capable of comfortably air-conditioning a vehicle and a vehicle including the vehicle air conditioner. For the purpose.

In order to achieve the above object, a vehicle air conditioner according to the present invention is a vehicle air conditioner that is attached to each of a plurality of trains that travel in the same direction at a predetermined distance or more apart on the same route. An air conditioner that performs air conditioning in the vehicle, an in-vehicle temperature sensor that detects the temperature inside the vehicle, an outside air temperature sensor that detects the temperature outside the vehicle, an in-vehicle humidity sensor that detects the humidity inside the vehicle, and an air conditioner that controls the air-conditioning device A controller, and the air conditioning controller is based on the output of the interior temperature sensor, the output of the outside air temperature sensor, the output of the interior humidity sensor, and the output of a load sensor provided in the train. and occupancy estimated Te to calculate the vehicle air-conditioning the reference temperature based on, before reaching the first station, preceding train of the air-conditioning controller is to conditioning the reference temperature of the preceding train Received and received the corrected temperature when the correction was performed, the temperature inside the preceding train when the preceding train departed from the first station, and the temperature difference between the air conditioning reference temperatures of the preceding train A corrected air conditioning reference temperature of a train (hereinafter referred to as the train) attached based on the received temperature difference and the received temperature difference is corrected, and a predetermined time before the train departs from the first station. Alternatively, the air conditioner of the train is controlled based on the corrected air conditioning reference temperature before a predetermined distance from the first station.

  According to the vehicle air conditioner according to the present invention, before the vehicle arrives at the next station, the air conditioning controller of the vehicle obtains the optimum air conditioning control operation capability at the next station at that time. Then, the air conditioner is controlled so that the in-vehicle temperature of the succeeding vehicle approaches the air-conditioning reference temperature based on the correction of the air-conditioning control operation capability performed by the preceding vehicle at the next station and the control result. As a result, the interior of the vehicle can be comfortably air-conditioned when the vehicle arrives at the next station and departs from the next station.

It is a functional block diagram which shows the structural example of the air conditioning apparatus for vehicles which concerns on Embodiment 1 of this invention. It is a conceptual diagram which shows the structural example of the vehicle to which the air conditioning apparatus for vehicles which concerns on Embodiment 1 of this invention was applied. It is a functional block diagram which shows the structural example of the air conditioning apparatus for vehicles which concerns on Embodiment 1 of this invention. It is a conceptual diagram which shows an example of the cooling operation pattern which concerns on Embodiment 1 of this invention. It is a conceptual diagram which shows an example of the heating operation pattern which concerns on Embodiment 1 of this invention. It is a block diagram which shows the air conditioning apparatus for vehicles of a prior art. It is a figure which shows an example of the change behavior of the temperature in a vehicle, and an air-conditioning control pattern when the air conditioning apparatus for vehicles which concerns on Embodiment 1 of this invention operate | moves. It is a flowchart which shows operation | movement of the air-conditioning controller in FIG. It is a figure which shows an example of the cooling capacity correction table used in FIG. It is a figure which shows another example of the cooling capacity correction table used in FIG. It is a figure which shows an example of the change behavior of the in-vehicle temperature and an air-conditioning control pattern when the air conditioning apparatus for vehicles which concerns on Embodiment 2 of this invention operate | moves. It is a flowchart which shows the operation | movement of FIG. It is a conceptual diagram which shows the other structural example of the vehicle to which the air conditioning apparatus for vehicles which concerns on Embodiment 1 of this invention was applied. It is a conceptual diagram which shows an example of the boarding rate correction pattern which concerns on Embodiment 3 of this invention. It is a conceptual diagram which shows an example of the memory pattern which divided | segmented the boarding rate for every station which concerns on Embodiment 3 of this invention for every time slot | zone. It is a figure which shows an example of the change behavior of the vehicle interior temperature and an air-conditioning control pattern when the air conditioning apparatus for vehicles which concerns on Embodiment 3 of this invention operate | moves.

Embodiment 1 FIG.
FIG. 1 is a functional block diagram showing a configuration example of a vehicle air conditioner according to Embodiment 1 of the present invention.
In FIG. 1, the air conditioner according to the present embodiment includes an air conditioner 1, a heater 2 for heating, and an air conditioner controller 3. The air conditioner 1 is composed of a refrigeration cycle, for example. The air conditioner includes an in-vehicle temperature sensor (in-vehicle temperature detecting means) 4 for detecting the in-vehicle temperature, an in-vehicle humidity sensor (in-vehicle humidity detecting means) 5 for detecting the in-vehicle humidity, and an outside air temperature sensor (outside air detection for detecting the outside air temperature). Means) 6 and a variable load sensor 7 for measuring the weight of the vehicle. The air conditioning controller 3 includes an information calculation processing unit 3a. The information calculation processing unit 3 a has a function of inputting detection data of the in-vehicle temperature sensor 4, the in-vehicle humidity sensor 5, the outside air temperature sensor 6 and the variable load sensor 7, and the position information 8. The air conditioner controller 3 controls the air conditioner 1 and the heater 2 based on detection signals from at least one of these sensors, and includes an inter-station occupancy rate data storage unit 9, an occupancy rate correction pattern. A storage unit 10, an air conditioning operation pattern storage unit 11, a cooling set temperature storage unit 12, a heating set temperature storage unit 13, a time counter 14 and a correction table storage unit 3b for storing a cooling capacity correction table are provided.

The air-conditioning controller 3 is composed of, for example, a microcomputer, and includes an inter-station boarding rate data storage unit 9, a boarding rate correction pattern storage unit 10, an air-conditioning operation pattern storage unit 11, a cooling set temperature storage unit 12, and a heating set temperature. The storage unit 13, the timekeeping unit 14, and the correction table storage unit 3b are configured by a storage unit (not shown) provided in the microcomputer.
The air-conditioning controller 3 is not limited to the microcomputer, and may be constituted by another processor or a dedicated machine having an equivalent function. Note that the storage unit may be provided inside the microcomputer, or may be provided inside the microcomputer. Further, a plurality of microcomputers may be arranged so that a certain microcomputer uses a storage unit of another microcomputer.

  The cooling set temperature storage unit 12 and the heating set temperature storage unit 13 correspond to the temperature setting unit of the present invention, and the in-vehicle temperature sensor 4 and the information calculation processing unit 3a constitute the in-vehicle temperature detection unit of the present invention. The inter-station boarding rate data storage unit 9 corresponds to a storage unit of the present invention. The variable load sensor 7 and the information calculation processing unit 3a constitute a boarding rate prediction unit of the present invention, and the information calculation processing unit 3a constitutes a corrected temperature calculation unit of the present invention. The information calculation processing unit 3a, the air conditioner 1, and the heater 2 constitute the air conditioning means of the present invention.

  FIG. 2 is a conceptual diagram illustrating a configuration example of a vehicle to which the vehicle air conditioner according to Embodiment 1 of the present invention is applied, and FIG. 3 is a diagram of the vehicle air conditioner according to Embodiment 1 of the present invention. It is a functional block diagram which shows a structural example. 2 and 3, the same reference numerals as those in FIG. 1 denote the same or corresponding parts.

As shown by a solid arrow in FIG. 2, the A vehicle is located between the X station 17 and the Y station 18 (which is the next station of the X station 17) to which the vehicle air conditioner according to the present embodiment is applied. Drive to. As shown in FIG. 3, the A vehicle 15 includes an air conditioner 1, a heater 2, an air conditioning controller 3, an in-vehicle temperature sensor 4, an in-vehicle humidity sensor 5, an outside air temperature sensor 6, and a variable load sensor. 7, a data receiving unit 29, and a data transmitting unit 30. The data receiving unit 29 receives data 20 transmitted from the B vehicle 16 (preceding vehicle) that travels ahead of the same route as the A vehicle 15. Similarly to the data 20 transmitted by the B vehicle 16, the data transmitting unit 30 transmits data to the vehicle (not shown) in which the A vehicle 15 continues to travel on the same route as indicated by the broken arrow in FIG. Send.
The data 20 of the B vehicle 16 received by the data receiving unit 29 of the A vehicle 15 includes vehicle driving mode information (information on normal driving or limited express) 22 of the B vehicle 16 and position information 23 of the B vehicle 16. Car number information 24 of the B vehicle 16, an inside temperature 25 of the B vehicle 16, an inside humidity 26 of the B vehicle 16, an outside air temperature 27 of the B vehicle 16, a boarding rate 28 of the B vehicle 16, and an indoor temperature A difference ΔTA from the air conditioning reference temperature and a control correction (cooling capacity correction value ΔQ) are included.
In FIG. 2, two trains, a train in which a plurality of vehicles including the A vehicle are connected (hereinafter may be referred to as organized) and a train in which a plurality of vehicles including the B vehicle are connected and organized. Although shown, it is assumed here that there is a train in which another plurality of vehicles are formed after the train including the B vehicle.

  Among the above, the air conditioner 1, the air conditioning controller 3, the in-vehicle temperature sensor 4, and the in-vehicle humidity sensor 5 are provided for each vehicle. In addition, in FIG. 3, although the external temperature sensor 6, the variable load sensor 7, the data receiving part 29, and the data transmission part 30 are shown in the structure provided in each vehicle, the external temperature sensor 6 and The variable load sensor 7, the data receiver 29, and the data transmitter 30 may be provided for each train.

The vehicle air conditioner thus configured will be described with reference to FIG.
The in-vehicle temperature sensor 4 of the A vehicle 15 is provided inside the vehicle, measures the temperature inside the vehicle, and outputs an in-vehicle temperature sensor signal, which is the measurement result, to the air conditioning controller 3 of the A vehicle 15.
The in-vehicle humidity sensor 5 of the A vehicle 15 is provided inside the vehicle, measures the humidity inside the vehicle, and outputs an in-vehicle humidity sensor signal as a measurement result to the air conditioning controller 3 of the A vehicle 15.
The outside air temperature sensor 6 of the A vehicle 15 is provided outside the vehicle, measures the temperature outside the vehicle, and outputs the outside air temperature sensor signal, which is the measurement result, to the air conditioning controller 3 of the A vehicle 15.
The variable load sensor 7 of the A vehicle 15 is provided in the vehicle, and outputs it to the air conditioning controller 3 of the A vehicle 15 in order to detect the boarding rate of the vehicle. The air conditioning controller 3 obtains the boarding rate of the vehicle based on the detection signal of the variable load sensor 7. The variable load sensor 7 may be a commonly used one. For example, an electric variable load sensor or a mechanical variable load sensor may be used.

The air conditioning operation pattern storage unit 11 in FIG. 1 stores a cooling operation pattern and a heating operation pattern. FIG. 4 shows an example of the cooling operation pattern, and FIG. 5 shows an example of the heating operation pattern. In the cooling operation pattern, as shown in FIG.
(A) When 0 deg ≦ (in-vehicle temperature−cooling reference temperature) <1 deg, operation with a cooling capacity of 0%,
(B) When 1 deg ≦ (in-vehicle temperature−cooling reference temperature) <2 deg.
(C) When 2 deg ≦ (in-vehicle temperature−cooling reference temperature) <3 deg.
(D) When 3 deg ≦ (in-vehicle temperature−cooling reference temperature) <4 deg.
(E) When 4 deg ≦ (in-vehicle temperature−cooling reference temperature), operation with a cooling capacity of 100% is performed.

Further, in the heating operation, as shown in FIG. 5, when (f) -1 deg ≦ (in-vehicle temperature−heating reference temperature) <0 deg.
(G) When −2 deg ≦ (in-vehicle temperature−heating reference temperature) <− 1 deg, operation with a heating capacity of 25%,
(H) When −3 deg ≦ (in-vehicle temperature−heating reference temperature) <− 2 deg, operation with heating capacity of 50%,
(I) In the case of −4 deg ≦ (in-vehicle temperature−heating reference temperature) <− 3 deg, operation with heating capacity of 75%,
(J) When (in-vehicle temperature−heating reference temperature) <− 4 deg, it indicates that an operation with a heating capacity of 100% is performed.
As described above, in the cooling operation pattern and the heating operation pattern, the sign of the temperature difference obtained by subtracting the cooling reference temperature or the heating reference temperature from the in-vehicle temperature is reversed.

As shown in FIG. 2, the vehicle air conditioner according to the first embodiment configured as described above is such that a train having A vehicle 15 travels in the right direction between X station and Y station. The case where the preceding preceding train traveling on the same route is traveling away from the Z station in the right direction will be described. In this case, data 20 is sent from the B vehicle 16 of the preceding train to the A vehicle of the subsequent train. The A vehicle 15 of the succeeding train that has received the data 20 corrects the air conditioning data at the time when the A vehicle departs from the next station based on the received data 20 and corrects the air conditioning data at an appropriate timing. Air conditioning control is performed based on the above.
Hereinafter, the cooling operation will be described. In addition, since the operation | movement at the time of heating operation is substantially the same as the operation | movement of air_conditionaing | cooling operation except the code | symbol of the driving | operation pattern used for control differing, description about heating operation is abbreviate | omitted.

FIG. 7 is a diagram illustrating an example of a change behavior of the in-vehicle temperature and the air-conditioning control pattern when the vehicle air-conditioning apparatus according to Embodiment 1 of the present invention operates.
The data 20 transmitted from the preceding vehicle to the following vehicle includes various types of data as shown in FIG. 3, but for the sake of easy understanding, the description of low-relevant data is omitted here. The explanation will focus on the in-vehicle temperature and air-conditioning reference temperature that are directly related.
FIG. 7A is a diagram showing the change behavior of the in-vehicle temperature and the air-conditioning control pattern of the first train, and shows a case where data of the preceding vehicle cannot be received. FIG. 7B is a diagram showing the change behavior of the in-vehicle temperature and the air conditioning control pattern of the train of the second train, and shows a case where data is received from the train of the first train. FIG. 7C is a diagram showing the change behavior of the in-vehicle temperature and the air conditioning control pattern of the third train, and shows a case where data is received from the second train.
7 (a) to 7 (c), as environmental conditions, the outside air temperature exceeds 30 ° C., and the vehicle is traveling at a stable interior temperature of around 25 ° C. (hereinafter, this temperature is referred to as an air conditioning reference temperature). It is assumed that the rate is almost 100%. Each vehicle is provided with an antenna and a communication unit, and is configured to receive correction data related to air conditioning from a preceding train.

Based on the above assumptions, the operation of the first embodiment will be described.
In the first train, when the X station 17 immediately preceding the Y station 18 departs, the air conditioning controller 3 controls the air conditioner 1 so that the interior temperature becomes the air conditioning reference temperature (about 25 ° C. in this example). Start. As a result, as shown in FIG. 7 (a), the vehicle interior temperature is substantially the air conditioning standard until the first train arrives at Y station 18 after a predetermined time has passed since it departed from X station 17. It is almost constant near the temperature.
However, since there is no preceding train in front of the route on which the train of the first train is traveling, it is related to air conditioning such as the in-vehicle temperature, the air conditioning reference temperature, the temperature difference, and the correction value of the cooling air conditioning capacity from the preceding train. Cannot receive data. In this case, the air conditioning controller 3 of the vehicle of this train has an in-vehicle temperature from the in-vehicle temperature sensor 4, an in-vehicle humidity from the in-vehicle humidity sensor 5, an outside air temperature from the outside air temperature sensor 6, a vehicle weight from the load sensor 7, And normal air-conditioning control is performed based on the positional information on the said vehicle. When this train arrives at Y station 18 and the door opens, outside air exceeding 30 ° C. enters from the door. The control by the air conditioner 1 cannot follow the outside air and the sudden temperature change inside the passenger due to getting off and getting on, and the temperature inside the vehicle continues to rise until the door closes, approaching the hot and unpleasant outside air temperature. .
When the door closes and the train departs, air conditioning control by the air conditioning controller 3 toward the air conditioning reference temperature is started. For this reason, it takes a considerable time to reach the vicinity of the air conditioning reference temperature. During this T1 time, since the interior of the vehicle is higher than the comfortable air conditioning reference temperature, passengers continue to feel uncomfortable.
The air conditioning control is performed based on the temperature difference ΔTA between the vehicle interior temperature and the air conditioning reference temperature. For example, in the case of cooling operation, the temperature difference ΔTA is air-conditioned based on the following equation (1).
ΔTA = Car interior temperature-Air conditioning reference temperature (1)
This information is transmitted by radio communication to the second train running behind.

On the other hand, as shown in FIG. 7 (b), the train of the second train is the “air conditioning reference temperature” at the time of departure from the station from the first train traveling ahead on the same route. And “in-vehicle temperature” and “temperature difference ΔTA between in-vehicle temperature and air-conditioning reference temperature” are obtained. Then, by referring to the cooling capacity correction table in which the temperature difference and the cooling capacity correction value are associated in advance as shown in FIG. 9, the corresponding cooling capacity correction value ΔQ is obtained from the temperature difference ΔTA. The cooling capacity is controlled before time T1.
Note that the cooling capacity correction table is determined based on the actually measured value obtained by repeatedly executing the running test in advance. In the example of FIG. 9, when the temperature difference ΔTA is 0 to + 1 ° C., the cooling capacity When the correction value ΔQ is 0 stage (corresponding to 0% capacity) and the temperature difference ΔTA is 1 to + 2 ° C., the cooling capacity correction value ΔQ is increased by +1 stage (corresponding to 25% capacity), and the temperature difference ΔTA is In the case of 2 to + 3 ° C., the cooling capacity correction value ΔQ is increased by +2 stages (corresponding to 50% capacity) from the 0 stage, and in the case of the temperature difference ΔTA of 3 to + 4 ° C., the cooling capacity correction value ΔQ is increased by +3. In this case, the correction value ΔQ for the cooling capacity is increased by +4 stages (corresponding to 100% capacity) when ΔTA is 4 ° C. or higher.
For example, if the temperature difference ΔTA received from the preceding train is 3 to + 4 ° C., +3 corresponding to the cooling capacity 75% is acquired as the corresponding cooling capacity correction value ΔQ by referring to the cooling capacity correction table. Thereby, the air-conditioning controller 3 starts before T1 time before the said train leaves Y station so that the air-conditioning apparatus 1 may perform three-step-up air-conditioning control.
By this control, the temperature difference ΔTA between the in-vehicle temperature and the air-conditioning reference temperature when leaving the Y station 18 can be made smaller than that in FIG. Therefore, the in-vehicle temperature immediately after departure from the Y station can be brought closer to the air conditioning reference temperature earlier than in FIG.
In other words, the air conditioning capacity of the following train can be properly corrected by the temperature difference between the in-vehicle temperature of the preceding train and the air conditioning reference temperature, which is the control result of the preceding train, and the in-vehicle environment at the time of departure from the station can be kept comfortable. it can.

  In the above example, the table is shown in which the ability is divided into 5 levels by 25%, but it is not necessary to be limited to this. For example, a table in which the ability is divided into 6 stages by 20% may be used. A table divided into 11 stages of 10% may be used. Of course, a table in which the ability is divided into a plurality of levels by other methods may be used.

In addition, as shown in FIG. 7 (c), the train of the third train is corrected for the air-conditioning and cooling capacity performed by the same train of the second train that travels ahead on the same route. The value, the air-conditioning reference temperature at the time of departure from the station, the in-vehicle temperature, and the temperature difference ΔTA between the in-vehicle temperature and the air-conditioning reference temperature are obtained. Then, by referring to the cooling capacity correction table shown in FIG. 9 based on the temperature difference ΔTA, the corresponding cooling capacity correction value ΔQ is acquired, and the cooling capacity is controlled before time T1.
For example, if the temperature difference ΔTA received from the preceding train is 1 to + 2 ° C., +1 corresponding to a cooling capacity of 25% is acquired as a corresponding cooling capacity correction value ΔQ by referring to the cooling capacity correction table. As a result, the air conditioning controller 3 adds this +1 to the received correction value +3 of the cooling capacity to obtain +4 (corresponding to 100% capacity). Therefore, the air-conditioning controller 3 starts air-conditioning control with 100% capacity for the air-conditioning apparatus 1 before a predetermined time T1 before the train leaves Y station.

By this control, the temperature difference ΔTA between the in-vehicle temperature and the air-conditioning reference temperature when leaving the Y station 18 can be made smaller than that in FIG. Therefore, the in-vehicle temperature when the train departs from the Y station 18 can be brought closer to the air conditioning reference temperature at the time of departure from the station earlier than FIG.
In other words, the temperature difference between the in-vehicle temperature of the preceding train and the air conditioning reference temperature, which is the control result of the preceding train, can properly correct the air-conditioning capacity of the following train and keep the in-vehicle temperature environment at the time of departure from the station comfortable. Passengers have little discomfort.

  In addition, the air conditioning control of the train cars in the fourth and subsequent trains is the same as the air conditioning control of the third train, so that passengers can enjoy a comfortable air conditioning environment.

FIG. 10 is a diagram illustrating another example of the cooling capacity correction table. It is also possible to use this cooling capacity correction table instead of the cooling capacity correction table of FIG.
When the temperature difference ΔTA is 0 to α ° C., the cooling capacity correction value ΔQ is 0 (corresponding to 0% capacity), and when the temperature difference ΔTA is α to α + β ° C., the cooling capacity correction value ΔQ is +1 step. When the temperature difference ΔTA is α + β to α + 2β ° C., the cooling capacity correction value ΔQ is increased by +2 steps (corresponding to 50% capability), and the temperature difference ΔTA is α + 2β to α + 3β ° C. In this case, the correction value ΔQ for the cooling capacity is increased by +3 steps (corresponding to a capacity of 75%), and the correction value ΔQ for the cooling capacity is increased by +4 stages (corresponding to a capacity of 100%) when α + 3β ° C. or higher. Corresponding in stages. Here, the values of α and β can be adjusted.
The cooling capacity correction table in FIG. 9 is a case where the temperature difference ΔTA is fixed. However, if this cooling capacity correction table is used, the values of α and β can be adjusted, so the degree of freedom of the temperature difference condition is expanded. To do.

FIG. 8 is a flowchart showing the operation of the air conditioning controller in FIG.
Next, operation | movement of the air-conditioning controller 3 in the air-conditioning control of this Embodiment is demonstrated using FIG.
When power is supplied to the train from the outside through the pantograph, the train can run and the air conditioning controller 3 operates simultaneously. The air conditioning controller 3 is also activated at the same time. The air conditioning controller 3 first receives the control data of the vehicle of the preceding train before starting the air conditioning control (step S801). Next, the air-conditioning controller 3 has, as control data, a temperature difference ΔTA between the cooling capacity correction value ΔQ, the in-vehicle temperature at the departure from the station, and the air-conditioning reference temperature in order to check whether or not the preceding train data has been received. It is checked whether or not (step S802). If there is no control data from the preceding train, the air conditioning controller 3 performs normal air conditioning control (step S803), and then returns to step S801. In step S802, if there is control data from the preceding train, the air conditioning controller 3 refers to the cooling capacity table from the temperature difference ΔTA and acquires the cooling capacity correction value ΔQ (step S804). Next, the air-conditioning controller 3 calculates the final ΔQ by adding the correction value ΔQ of the cooling capacity calculated in step S804 to the correction value ΔQ of the cooling capacity received in step S801 (step S805). Next, the air conditioning controller 3 controls the air conditioner 1 by adding the correction value ΔQ of the cooling capacity calculated in step S805 to the normal cooling capacity (step S806). When the control ends, the process returns to step S801, and the air conditioning control is repeated again.

In the above example, the antenna is used as a medium for the train to receive correction data related to air conditioning from the preceding train. However, the present invention is not limited to this. For example, it may be transmitted on an electric wire. In this case, a carrier wave having a frequency different from the frequency of the power supply (for example, MHz band or GHz band) is used, and this carrier is modulated and transmitted with correction data, and the received train is received through the pantograph and demodulated (step S801) In this case, data processing may be performed.
Moreover, you may comprise so that correction | amendment data and the identifier of a train may be transmitted to a subsequent train via each station. In this case, a microcomputer is installed at each station, and the microcomputers at each station are connected to each other by wired or wireless communication. When the first train departs from a certain station, the correction data and the train identifier are transmitted to the computer of the station where the train has stopped. When the computer at the station receives the correction data and the train identifier from the first train, the correction data and the train identifier are transmitted to the microcomputer at the previous station by wired communication or wireless communication. When the microcomputer at the previous station receives the correction data and the train identifier, it transmits it to the train running near the station. In this case, there is a high probability that the train closest to this station is the second train. When the second train receives the correction data and the identifier of the preceding train, based on the identifier, it is determined that the correction data is that of the preceding train that travels one before, and the air conditioning data is corrected based on the correction data. It can be carried out. In this case, since the second train is often not so far from the station that sent the correction data, communication is possible from the station without making the transmission power so strong. Therefore, power saving can be achieved.

  According to the first embodiment, the train vehicle arrives at the next station based on the correction value of the cooling capacity from the preceding preceding train traveling on the same route and the temperature difference between the vehicle interior temperature and the air conditioning reference temperature. Since the correction of the air conditioning control is performed before the vehicle is started, the interior temperature environment at the time of departure from the station can be kept comfortable.

Embodiment 2. FIG.
In Embodiment 1, the air conditioning control at the departure time of the next station of the train is performed based on the temperature difference between the in-vehicle temperature received from the preceding train and the air conditioning reference temperature converted into the correction value of the air conditioning capacity. The in-vehicle temperature may be directly corrected based on the temperature difference between the in-vehicle temperature of the preceding train and the air conditioning reference temperature. In this embodiment, this case will be described.
Hereinafter, a different part from Embodiment 1 is demonstrated.
1 to 3 are also used in this embodiment.

Next, an outline of the operation will be described.
Fig.11 (a) is a figure which shows the change behavior of the in-vehicle temperature of the 1st train, and an air-conditioning control pattern, and shows the case where data cannot be received from the vehicle of a preceding train. The data here is a temperature difference between the vehicle interior temperature and the air conditioning reference temperature.
In the example of FIG. 11A, air entering from a door at a station and a sudden change in the temperature inside the passenger due to getting on and off the passenger cannot be followed, and the temperature inside the vehicle rises.
In FIG. 11B, the air conditioning reference temperature and the in-vehicle temperature at the time of departure from the station are obtained from the first train, the correction value ΔTB1 of the air conditioning reference temperature is obtained from the temperature difference, and the cooling capacity is controlled before time T1.
In this case, the correction target is not the air conditioning capability but the air conditioning reference temperature. When the air conditioning reference temperature is set to Tn, the correction is performed by the following equations (2) and (3). However, Tn on the left side is the air conditioning reference temperature after correction, and Tn on the right side is the air conditioning reference temperature before correction.
ΔTBn = (ΔTBn−1 + ΔTAn−1) * k (2)
Tn = Tn−ΔTBn (3)
When the correction is performed, the air conditioning reference temperature is set to a value obtained by subtracting the air conditioning reference temperature correction value ΔTB1 from about 25 ° C., for example, and in the cooling operation, the air conditioning reference temperature decreases accordingly. The air-conditioning controller 3 controls the air-conditioning so that the in-vehicle temperature becomes the corrected set value T1 hour before the next station departure time. Therefore, even if the door is opened and closed at the station and the outside air exceeding 30 ° C. flows into the vehicle, the air conditioning reference temperature is set low in advance. As a result, the air conditioning reference temperature at departure from the station (air conditioning before correction) The vehicle interior temperature can be brought close to the reference temperature.
Further, it is not necessary to obtain a capability correction value as compared with the first embodiment.
FIG. 11C shows the correction value ΔTB1 of the air conditioning reference temperature implemented at the Y station from the second train, the air conditioning reference temperature and the in-vehicle temperature at the departure from the station, and the temperature difference ΔTA1 is used as the correction value ΔTB1 of the air conditioning reference temperature. Is added to the air conditioning reference temperature correction performed in the second train, and the cooling capacity is controlled before time T1.
Thereby, the vehicle interior temperature can be brought close to the air conditioning reference temperature at the time of departure from the station.

FIG. 12 is a flowchart showing the operation of the air conditioning controller in FIG.
Next, operation | movement of the air-conditioning controller 3 in this Embodiment 2 is demonstrated using FIG.
When power is supplied to the train from the outside through the pantograph, the train can run and the air conditioning controller 3 operates simultaneously. The air conditioning controller 3 first receives the control data of the vehicle of the preceding train before starting the air conditioning control (step S1201). Next, whether the air conditioning controller 3 has a temperature difference ΔTA between the temperature correction value ΔTA1, the in-vehicle temperature at the departure from the station, and the air conditioning reference temperature as control data in order to check whether or not the data of the preceding train has been received. It is checked whether or not (step S1202). If there is no data from the preceding train, the air conditioning controller 3 performs normal air conditioning control (step S1203), and then returns to step S1201. In step S1202, if there is data from the preceding train, the air conditioning controller 3 calculates the correction temperature ΔTB based on the temperature difference ΔTA1 (step S1204). Here, the temperature difference ΔTA1 becomes the correction temperature ΔTB as it is. Next, the air conditioning controller 3 corrects the air conditioning reference temperature by adding the calculated correction temperature ΔTB to the air conditioning reference temperature (step S1205). Next, the air conditioning controller 3 controls the air conditioning device 1 based on the corrected air conditioning reference temperature T ′ (step S1206). When the control ends, the process returns to step S1201, and the air conditioning control is repeated again.
It should be noted that the air conditioning reference temperature correction amount can be adjusted by adding the correction coefficient K to the air conditioning reference temperature calculation formula shown in the above formula (2).

Embodiment 3 FIG.
In the second embodiment, when the boarding rate after departure from the Y station can be predicted, it is possible to control the air conditioning reference temperature at which the passengers are comfortable at the predicted boarding rate, and to bring the in-vehicle temperature close to the target. it can. In this embodiment, such a case will be described.
1, FIG. 4 and FIG. 5 are also used in this embodiment.

FIG. 14 is a conceptual diagram showing an example of a boarding rate correction pattern according to Embodiment 3 of the present invention.
FIG. 15 is a conceptual diagram showing an example of a storage pattern in which the boarding rate for each station according to Embodiment 3 of the present invention is divided for each time zone. FIG. 16 is a diagram showing an example of the change behavior of the in-vehicle temperature and the air conditioning control pattern when the vehicle air conditioner according to Embodiment 3 of the present invention operates.
The detail of the vehicle air conditioner comprised as mentioned above is demonstrated using FIGS.
The air conditioning controller 3 stores a boarding rate correction pattern shown in FIG. 14 as an example in the boarding rate correction pattern storage unit 10. In FIG. 14, the boarding rate is
(A) The correction temperature is zero in the range of 0 ≦ ride rate <100%,
(B) When 100% ≦ boarding rate <150%, the correction temperature is −1 deg,
(C) The correction temperature is −3 deg at 150% ≦ boarding rate.
It represents that becomes.

Further, the inter-station boarding rate information created in advance based on the results for each time zone is stored in the inter-station boarding rate data storage unit 9 in the form of FIG. 15 as an example. The information calculation processing unit 3a reads the boarding rate between the next station and the next station from this inter-station boarding rate information, and is shown in FIG. 14 based on the boarding rate read a predetermined time before arrival at the next station. The correction temperature is calculated from the boarding rate correction pattern, and during the cooling operation, the air conditioning reference temperature is corrected using the formulas (2) and (3) in the second embodiment. The correction temperature calculated from the correction pattern is applied to the air conditioning reference temperature. In the cooling operation, when the occupancy rate rises, the in-vehicle temperature increases and the user feels uncomfortable. To cover this, the air-conditioning reference temperature is corrected, and a predetermined time T1 from when the vehicle leaves the next station. Air conditioning control is started before. The same applies to heating operation.
It corresponds to the air conditioning reference temperature of the present invention.

The vehicle air conditioner according to the third embodiment is configured as described above, and the following control is performed.
(S1) The information calculation processing unit 3a reads the boarding rate in the time zone between the next station and the next station from the inter-station boarding rate data storage unit 9 at a stage before the vehicle arrives at the next station for a predetermined time, It is predicted that the boarding rate is the boarding rate of the section.
(S2) The information calculation processing unit 3a obtains a correction temperature based on the predicted boarding rate and data in the boarding rate correction pattern storage unit 10 (see FIG. 14).
(S3) In the case of the cooling operation, the information calculation processing unit 3a obtains the corrected cooling reference temperature by adding the correction temperature to the cooling reference temperature. In addition, in the case of heating operation, the information calculation processing unit 3a adds the correction temperature to obtain the heating reference temperature.

(S4) In the case of the cooling operation, the information calculation processing unit 3a drives and controls the air conditioner 1 by applying the cooling reference temperature to the cooling operation pattern (see FIG. 4) of the air conditioning operation pattern storage unit 11. In addition, in the case of heating operation, the information calculation processing unit 3a drives and controls the heating heater 2 by applying the heating reference temperature to the heating operation pattern (see FIG. 5) of the air conditioning operation pattern storage unit 11.
(S5) When the vehicle arrives at the next station, the information calculation processing unit 3a takes in the output of the variable load sensor 7 and detects the boarding rate of the vehicle at the station (next station). Then, a corrected temperature is obtained based on the boarding rate. Similarly to the above description, the following calculates the cooling reference temperature (or heating reference temperature) by adding the correction temperature to the cooling set temperature (or heating set temperature), and based on the cooling reference temperature (or heating reference temperature). The air conditioner 1 (or the heater 2 for heating) is driven and controlled.

  In the present embodiment, as described above, when the boarding rate after departure from the Y station can be predicted, the air conditioning reference temperature is corrected based on the boarding rate predicted before the vehicle arrives at the next station. Since the air conditioning control device is controlled by the air conditioning reference temperature, it can be changed to an air conditioning control pattern corresponding to the air conditioning reference temperature when traveling between stations. As a result, the interior of the vehicle can be comfortably air-conditioned even when the vehicle arrives at the next station and departs from the next station.

  In the first to third embodiments, the vehicle air conditioner is controlled based on the air conditioning capability corrected a predetermined time T1 before the vehicle departs from Y station 18 or based on the corrected air conditioning reference temperature. However, the air conditioner of the vehicle may be controlled based on the corrected air conditioning capability or the corrected air conditioning reference temperature before a predetermined distance from the Y station 18. As mentioned above, although preferred Embodiment 1-3 of this invention was demonstrated referring an accompanying drawing, this invention is not limited to this structure. Within the scope of the technical idea described in the claims, those skilled in the art will be able to conceive of various changes and modifications. The technical scope of the present invention is also applicable to these changes and modifications. It is understood that it belongs to.

  DESCRIPTION OF SYMBOLS 1 Air conditioner, 2 Heating heater, 3 Air conditioning controller, 3a Information calculation processing part, 3b Correction table storage part, 4 Inside temperature sensor, 5 Inside humidity sensor, 6 Outside air temperature sensor, 7 Variable load sensor, 8 Position information, 9 Inter-station occupancy rate data storage unit, 10 occupancy rate correction pattern storage unit, 11 Air conditioning operation pattern storage unit, 12 Cooling set temperature storage unit, 13 Heating set temperature storage unit, 14 Timekeeping unit, 15 A vehicle, 16 B vehicle , 17 X station, 18 Y station, 19 Z station, 20 B Data transmitted from vehicle B, 21 Service computer, 22 Vehicle driving mode information, 23 Location information, No. 24 vehicle information, 25 Car interior temperature, 26 Car humidity, 27 Outside air Temperature, 28 occupancy, 29 data receiver, 30 data transmitter, 31 pantograph, 32 auxiliary power supply, 33 Information control device.

Claims (6)

In the vehicle air conditioner attached to each of a plurality of trains traveling in the same direction apart from each other by a predetermined distance on the same route,
An air conditioner for air conditioning in the vehicle;
A vehicle temperature sensor that detects the temperature in the vehicle;
An outside temperature sensor that detects the temperature outside the vehicle,
In-vehicle humidity sensor that detects the humidity inside the vehicle,
An air conditioning controller for controlling the air conditioner;
With
The air conditioning controller includes an output of the in-vehicle temperature sensor, an output of the outside air temperature sensor, an output of the in-vehicle humidity sensor, and a boarding rate estimated based on an output of a variable load sensor provided in the train, , Calculate the air conditioning reference temperature inside the car,
Before arriving at the first station, preceding train and the correction temperature when the air conditioning controller makes a correction to the air conditioning reference temperature of the preceding train, when the preceding train has departure said first station And the temperature difference between the preceding train's interior temperature and the air conditioning reference temperature of the preceding train,
Correct the air conditioning reference temperature of the train (hereinafter referred to as the train) installed based on the received correction temperature and the received temperature difference,
The air conditioner of the train is controlled based on the corrected air conditioning reference temperature a predetermined time before the train departs from the first station or a predetermined distance before the first station. A vehicle air conditioner.   The vehicle air conditioner according to claim 1, wherein the air conditioning controller for the leading train is given 0 for the correction temperature and 0 for the temperature difference. A storage unit that stores the occupancy rate for each station in advance in time series,
The air conditioning controller
Before arriving at the first station, the occupancy rate at the first station is predicted based on the occupancy rate at the first station stored at the first station. And
Calculating a correction temperature for correcting the corrected air conditioning reference temperature based on the predicted boarding rate (hereinafter referred to as a predicted boarding rate);
The vehicle according to claim 1 or 2, wherein the calculated corrected temperature is added to the corrected air conditioning reference temperature, and the added air conditioning reference temperature is used as the corrected air conditioning reference temperature. Air conditioning equipment. In the vehicle air conditioner attached to each of a plurality of trains traveling in the same direction apart from each other by a predetermined distance on the same route,
An air conditioner for air conditioning in the vehicle;
A vehicle temperature sensor that detects the temperature in the vehicle;
An outside temperature sensor that detects the temperature outside the vehicle,
In-vehicle humidity sensor that detects the humidity inside the vehicle,
An air conditioning controller for controlling the air conditioner;
A storage unit for storing a table in which the correction value of the air conditioning capacity is associated with the temperature difference,
The air conditioning controller
Based on the output of the in-vehicle temperature sensor, the output of the outside air temperature sensor, the output of the in-vehicle humidity sensor, and the boarding rate estimated based on the output of the variable load sensor provided in the train, Calculate the air conditioning reference temperature,
The first air conditioning capacity when the air conditioning controller of the preceding train corrects the air conditioning capacity of the preceding train before arriving at the first station, and the preceding train leaves the first station. The vehicle interior temperature detected by the vehicle interior temperature sensor of the preceding train and the temperature difference between the air conditioning reference temperatures of the preceding train,
Refer to the table stored in the storage unit based on the received temperature difference, to obtain the air conditioning capacity of the corresponding stage as a correction value of the second air conditioning capacity,
The train to which the air conditioning controller is attached based on the air conditioning capability obtained by adding the acquired correction value for the second air conditioning capability and the received first air conditioning capability (hereinafter, the train). The air conditioning capacity of the first station is corrected, based on the corrected air conditioning capacity, a predetermined time before the train departs from the first station, or a predetermined distance before the first station. A vehicle air conditioner that controls an air conditioner of a train.   5. The vehicle air conditioner according to claim 4, wherein the air conditioning controller of the leading train is given 0 for the correction value of the first air conditioning capacity and 0 for the temperature difference.   A vehicle comprising the vehicle air conditioner according to any one of claims 1 to 5.

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