JP6139437B2 - Vehicle information control device - Google Patents

Description

  Embodiments described herein relate generally to a vehicle information control apparatus.

  Conventionally, the peak value of vehicle power consumption has been increased by controlling the output level of air conditioning during non-business operation such as when the vehicle is not being transported or during regenerative braking when the regenerative brake is operating. There are known techniques for suppressing this.

JP 2012-16996 A

Ritsu Yamamoto and four others, “The latest trends in train operation control systems that work on energy conservation”, Mitsubishi Electric Technical Report, Vol. 86, no. 9, 2012

  It is desirable that the peak value of power consumption can be suppressed not only during non-business operation and regenerative braking operation, but also during powering that requires more power for the acceleration of the vehicle.

The vehicle information control device according to the embodiment includes, as an example, an operation state acquisition unit, an air conditioning output adjustment unit, and a speed acquisition unit . The driving state acquisition unit acquires the driving state of the vehicle. The air conditioning output adjustment unit adjusts the output level of the air conditioning of the vehicle to be lower than the output level in a state other than the power running state when the operation state acquired by the operation state acquisition unit is the power running state. The speed acquisition unit acquires the speed of the vehicle. The air conditioning output adjustment unit is the power running state, and when the speed acquired by the speed acquisition unit exceeds a predetermined threshold, the output level is set to a speed equal to or lower than the threshold. In this case, the output level is adjusted to be lower than the output level.
As another example, the vehicle information control apparatus according to the embodiment includes an operation state acquisition unit and an air conditioning output adjustment unit. The driving state acquisition unit acquires the driving state of the vehicle. The air conditioning output adjustment unit adjusts the output level of the air conditioning of the vehicle to be lower than the output level in a state other than the power running state when the driving state acquired by the driving state acquisition unit is the power running state. When the driving state is a power running state, the air conditioning output level of the first vehicle located on the leading side in the acceleration direction is set to the rear side of the first vehicle. It is comprised so that it may adjust higher than the output level of the air conditioning which the 2nd vehicle located in has.

FIG. 1 is a block diagram illustrating an example of a configuration of a vehicle including a vehicle information control device according to the first embodiment. FIG. 2 is a block diagram illustrating an example of a functional configuration of the vehicle information control apparatus according to the first embodiment. Drawing 3 is a figure for explaining an example of change of the output level of the air-conditioner of vehicles provided with the vehicles information control device by a 1st embodiment. FIG. 4 is a diagram for explaining the output level of the air conditioner when a plurality of vehicles including the vehicle information control device according to the first embodiment are connected. FIG. 5 is a flowchart illustrating an example of a processing flow when the vehicle information control apparatus according to the first embodiment adjusts the output level of the air conditioner according to the driving state of the vehicle. FIG. 6 is a flowchart illustrating an example of a processing flow executed when a vehicle including the vehicle information control device according to the first embodiment is in a power running state. FIG. 7 is a block diagram illustrating an example of a configuration of a vehicle including the vehicle information control device according to the second embodiment. FIG. 8 is a diagram for explaining an example of a change in the output level of the vehicle air conditioner including the vehicle information control device according to the second embodiment. FIG. 9 is a flowchart showing an example of a processing flow executed by the vehicle information control apparatus according to the second embodiment. FIG. 10 is a block diagram illustrating an example of a configuration of a vehicle including the vehicle information control device according to the third embodiment.

  Hereinafter, embodiments will be described with reference to the drawings.

(First embodiment)
First, with reference to FIG. 1, an example of the structure of the vehicle 100 provided with the vehicle information control apparatus 60 by 1st Embodiment is demonstrated.

  As shown in FIG. 1, a vehicle 100 includes a pantograph 10, a motor 20, a VVVF inverter (variable voltage variable frequency inverter) 30, a SIV (static inverter) 40, an air conditioner 50, and a vehicle information control device 60. And a master controller 70 and a sensor 80.

  The pantograph 10 is in contact with the overhead line 150. The motor 20 functions as a power source for the vehicle 100. The VVVF inverter 30 supplies power from the overhead line 150 to the motor 20. Here, in the first embodiment, the vehicle 100 has an energy regeneration function. Therefore, when the vehicle 100 is braked, regenerative power is generated by the motor 20, and the generated power is supplied to each part of the vehicle 100 via the VVVF inverter 30.

  The SIV 40 supplies power from the overhead line 150 (and regenerative power from the motor 20) to the air conditioner 50, the vehicle information control device 60, and the like. The air conditioner 50 is an air conditioning facility for adjusting the temperature in the vehicle 100. The vehicle information control device 60 controls each part of the vehicle 100. The master controller 70 is a device for controlling the speed of the vehicle 100 and is operated by the driver of the vehicle 100. The sensor 80 includes a speed sensor for detecting the speed of the vehicle 100, a weight sensor for measuring the boarding rate of the vehicle 100, and the like.

  Next, an example of a functional configuration of the vehicle information control device 60 will be described with reference to FIGS.

  As shown in FIG. 2, the vehicle information control device 60 mainly includes an air conditioning output adjustment unit 61, an operation state acquisition unit 62, and a speed acquisition unit 63 as functions. Although not shown in FIG. 2, the vehicle information control device 60 also includes a door opening / closing unit that controls opening / closing of a door (not shown) of the vehicle 100.

  The air conditioning output adjustment unit 61 is configured to be able to adjust the output level of the air conditioner 50. That is, the air conditioning output adjustment unit 61 is configured to be able to adjust the set temperature of the air conditioner 50. For example, when the air conditioner 50 functions as a cooling device, when the output level is adjusted high, the set temperature is adjusted low accordingly. When the air conditioner 50 functions as a heating device, when the output level is adjusted low, the set temperature is adjusted low accordingly.

  The driving state acquisition unit 62 is configured to acquire the driving state of the vehicle 100. Specifically, the driving state acquisition unit 62 detects whether the vehicle 100 is driving in a power running state, a coasting state, a brake state, or a stopped state by detecting an operation amount of the master controller 70 or the like. To do. The speed acquisition unit 63 is configured to acquire the speed of the vehicle 100 based on the detection result of the speed sensor included in the sensor 80 and the like.

  Here, in 1st Embodiment, when the driving | running state acquired by the driving | running state acquisition part 62 is a power running state, the air-conditioning output adjustment part 61 changes the output level of the air conditioner 50 into another state (coasting state, The brake is adjusted to be lower than the output level in the brake state and the stop state).

  More specifically, in the first embodiment, the air conditioning output adjustment unit 61 sets the output level of the air conditioner 50 to the first level L1 (see FIG. 3) when the operation state is the power running state. It is configured. The first level L1 is lower than the output level (normal output level) of the air conditioner 50 when the driving state is in the stopped state.

  In the first embodiment, the air conditioning output adjusting unit 61 sets the output level of the air conditioner 50 to the second level L2 (see FIG. 3) higher than the first level L1 when the operating state is the coasting state. Is configured to do. FIG. 3 shows an example in which the output level of the air conditioner 50 in the stationary state and the output level of the air conditioner 50 in the coasting state are the same second level L2, but they are different from each other. Also good.

  In the first embodiment, the air conditioning output adjustment unit 61 sets the output level of the air conditioner 50 to the third level L3 (see FIG. 3) higher than the second level L2 when the operation state is the brake state. Is configured to do. Here, since the vehicle 100 by 1st Embodiment has an energy regeneration mechanism as mentioned above, when the driving | running state is a brake state, the electric power which can be used with the vehicle 100 is easy to be too much. Therefore, according to the first embodiment, even if the output level of the air conditioner 50 in the brake state is set higher than the second level L2, the peak value of the power consumption of the vehicle 100 does not become excessively large. Further, if the output level of the air conditioner 50 is set high in the braking state, it is possible to cancel out the setting of the output level of the air conditioner 50 low in the power running state, so the overall comfort in the vehicle 100 is reduced. Can be suppressed.

  In the first embodiment, the air conditioning output adjustment unit 61 is in a case where the driving state is a power running state and the current speed of the vehicle 100 exceeds a predetermined threshold value V (see FIG. 3). The output level of the air conditioner 50 is set to a fourth level L4 (see FIG. 3) lower than the first level L1. Note that the fourth level L4 is, for example, an air conditioner that can suppress the peak value below the limit value when a predetermined limit value is provided for the peak value of the power consumption of the vehicle 100. 50 output levels. Thereby, as an example, the peak value of the power consumption of the vehicle 100 is a predetermined limit value because the speed of the vehicle 100 exceeds the predetermined threshold V in a power running state in which the power consumption of the vehicle 100 is likely to increase. Can be suppressed.

  Further, in the first embodiment, as shown in FIG. 3, when the driving state is a stopped state and the door (not shown) of the vehicle 100 is open, the air conditioning output adjustment unit 61 is The output level of the air conditioner 50 is adjusted to be higher than the output level when the door is closed. Thereby, as an example, the output level of the air conditioner 50 in a state in which the door is open, that is, in a state in which outside air easily enters, is higher than the output level of the air conditioner 50 in a state in which the door is closed. Temperature change can be suppressed. FIG. 3 shows an example in which the output level of the air conditioner 50 when the door is open and the output level (second level L2) of the air conditioner 50 in the brake state are equal to each other. May be different.

  In the first embodiment, as shown in FIG. 4, when a plurality of vehicles are connected and the driving state is a power running state, the air conditioning output adjustment unit 61 is configured to accelerate the vehicle 100 in the acceleration direction. The vehicle 100 (second vehicle) positioned rearward of the first vehicle has an output level of the air conditioner 50 included in the vehicle 100 (first vehicle) positioned on the top side (right side in FIG. 4). It is comprised so that it may adjust higher than the output level of the air conditioner 50 which has. Thus, as an example, the temperature in the rear vehicle 100 and the temperature in the front vehicle 100 that are likely to change in temperature due to the flow of air in the front vehicle 100 and the temperature in the front vehicle 100 can be made substantially uniform. it can.

  In the first embodiment, when the vehicle 100 is provided with a plurality of doors (not shown), by opening and closing only some of the doors, instead of opening and closing all of the plurality of doors, You may suppress the temperature change in the vehicle 100. FIG. If comprised in this way, it can suppress that the comfort in the vehicle 100 falls.

  Next, an example of a change in the output level of the air conditioner 50 of the vehicle 100 including the vehicle information control device 60 according to the first embodiment will be described with reference to FIG. In the following, it is assumed that the air conditioner 50 functions as a cooling device.

  In this example, as shown in the second (master controller) graph from the top in FIG. 3, the master controller 70 is operated so that the driving state of the vehicle 100 is in the power running state between the timings τ0 and τ2. The Therefore, as shown in the top graph (vehicle speed) in FIG. 3, the speed of the vehicle 100 continues to increase from timing τ0 to τ2.

  Here, as shown in the top graph of FIG. 3, the speed of the train reaches a predetermined threshold value V at a timing τ1 before the timing τ2. Therefore, as shown in the third graph (air conditioning (cooling) output level) from the bottom in FIG. 3, the output level of the air conditioner 50 is set to the first level L1 from timing τ0 to τ1, and from timing τ1 to τ2. The fourth level L4 is set lower than the first level L1. That is, as shown in the second graph (air conditioning (cooling) set temperature) from the bottom in FIG. 3, the set temperature of the air conditioner 50 is set to the temperature T1 corresponding to the first level L1 from the timing τ0 to τ1. The temperature T4 corresponding to the fourth level L4 is set from the timing τ1 to τ2. Here, since an example in which the air conditioner 50 functions as a cooling device is described, the temperature T4 corresponding to the fourth level L4 is higher than the temperature T1 corresponding to the first level L1.

  As described above, as shown in the graph at the bottom of FIG. 3 (in-vehicle temperature), the temperature in the vehicle 100 gradually increases from the timing τ0 to τ2. Here, as described above, since the output level of the air conditioner 50 between the timings τ1 and τ2 is lower than the output level of the air conditioning apparatus 50 between the timings τ0 and τ1, the temperature rise from the timing τ0 to τ1. The degree is greater than the degree of temperature increase from timing τ1 to τ2.

  Next, between the timings τ2 and τ3, the master controller 70 is operated so that the driving state of the vehicle 100 becomes the coasting state as shown in the second graph from the top in FIG. Therefore, as shown in the top graph of FIG. 3, the speed of the vehicle 100 does not change between the timings τ2 and τ3.

  As described above, in the first embodiment, in the coasting state, the output level of the air conditioner 50 is set to the second level L2 that is higher than the first level L1. Therefore, as shown in the third graph from the bottom in FIG. 3, the output level of the air conditioner 50 is set to the second level L2 from the timing τ2 to τ3. Further, as shown in the second graph from the bottom in FIG. 3, the set temperature of the air conditioner 50 is set to the temperature T2 corresponding to the second level L2 from the timing τ2 to τ3. Here, since an example in which the air conditioner 50 functions as a cooling device is described, the temperature T2 corresponding to the second level L2 is lower than the temperature T1 corresponding to the first level L1.

  Thus, the output level of the air conditioner 50 is higher between the timings τ2 and τ3 than before the timing τ2. Therefore, as shown in the lowermost graph of FIG. 3, the temperature in the vehicle 100 is maintained as it is without being increased from the timing τ2 to τ3.

  Next, between the timings τ3 and τ4, the master controller 70 is operated so that the driving state of the vehicle 100 is in the braking state, as shown in the second graph from the top in FIG. Therefore, as shown in the top graph of FIG. 3, the speed of the vehicle 100 continues to decrease from timing τ3 to τ4. At timing τ4, the speed of the vehicle 100 becomes zero, and the vehicle 100 is stopped.

  As described above, in the first embodiment, in the brake state, the output level of the air conditioner 50 is set to the third level L3 higher than the second level L2. Therefore, as shown in the third graph from the bottom in FIG. 3, the output level of the air conditioner 50 is set to the third level L3 from the timing τ3 to τ4. Further, as shown in the second graph from the bottom in FIG. 3, the set temperature of the air conditioner 50 is set to the temperature T3 corresponding to the third level L3 from the timing τ3 to τ4. Here, since the example in which the air conditioner 50 functions as a cooling device is described, the temperature T3 corresponding to the third level L3 is lower than the temperature T2 corresponding to the second level L2.

  As described above, the output level of the air conditioner 50 is further higher between the timings τ3 and τ4 than before the timing τ3. Therefore, as shown in the lowermost graph in FIG. 3, the temperature in the vehicle 100 gradually decreases from the timing τ3 to τ4.

  Next, between the timings τ4 and τ7, the vehicle 100 is in a stopped state. Therefore, as shown in the second graph from the top in FIG. 3, the master controller 70 is in a state where no operation is performed from the timing τ4 to τ7. Further, as shown in the top graph of FIG. 3, the speed of the vehicle 100 remains zero from timing τ4 to τ7.

  As described above, in the first embodiment, when the driving state of the vehicle 100 is the stopped state and the door of the vehicle 100 is closed, the output level of the air conditioner 50 is the second level L2 that is the same as the coasting state. Set to Further, when the driving state of the vehicle 100 is in the stopped state and the door of the vehicle 100 is open, the output level of the air conditioner 50 is set to the third level L3 that is the same as the brake state.

  Therefore, as shown in the third graph from the bottom in FIG. 3, the output level of the air conditioner 50 is set to the second level L2 between the timing τ4 and τ5 and between the timing τ6 and τ7, and the timing τ5. To τ6, the third level L3 is set. As shown in the second graph from the bottom in FIG. 3, the set temperature of the air conditioner 50 is set to a temperature T2 corresponding to the second level L2 between timing τ4 and τ5 and between timing τ6 and τ7. The temperature T3 corresponding to the third level L3 is set between the timing τ5 and τ6.

  As described above, the output level of the air conditioner 50 is basically the same as the output level of the air conditioner 50 between the timings τ2 and τ3 between the timings τ4 and τ7. Therefore, as shown in the lowermost graph in FIG. 3, the temperature in the vehicle 100 is maintained without increasing from the timing τ4 to τ7.

  In addition, after timing τ7, the vehicle 100 enters the power running state again. However, since the change in the output level of the air conditioner 50 in the power running state has already been described, the description thereof is omitted.

  Next, referring to FIG. 5, processing executed by vehicle information control device 60 when vehicle information control device 60 according to the first embodiment adjusts the output level of air conditioner 50 according to the driving state of vehicle 100. An example of the flow will be described.

  In this process flow, as shown in FIG. 5, first, in step S1, a process of acquiring the current driving state of the vehicle 100 by the driving state acquisition unit 62 (see FIG. 2) is executed, and the process proceeds to step S2.

  Next, in step S2, a process of determining what state the current operating state acquired by the process of step S1 is executed. That is, in step S2, a process of determining whether the vehicle 100 is driving in a power running state, a coasting state, a brake state, or a stopped state is executed.

  If it is determined in step S2 that the current driving state is the power running state, the process proceeds to step S3. And in step S3, the process which sets the output level of the air conditioner 50 to the 1st level L1 (refer FIG. 3) is performed, and a process returns.

  If it is determined in step S2 that the current driving state is the coasting state or the stopping state, the process proceeds to step S4. And in step S4, the process which sets the output level of the air conditioner 50 to the 2nd level L2 (refer FIG. 3) is performed, and a process returns.

  If it is determined in step S2 that the current driving state is the brake state, the process proceeds to step S5. And in step S5, the process which sets the output level of the air conditioner 50 to the 3rd level L3 (refer FIG. 3) is performed, and a process returns.

  Next, an example of a processing flow executed by the vehicle information control device 60 when the driving state of the vehicle 100 including the vehicle information control device 60 according to the first embodiment is a power running state will be described with reference to FIG. To do.

  In this processing flow, as shown in FIG. 6, first, in step S11, a process of acquiring the current speed of the vehicle 100 by the speed acquisition unit 63 (see FIG. 2) is executed, and the process proceeds to step S12.

  Next, in step S12, a process of determining whether or not the current speed acquired by the process of step S11 has exceeded a predetermined threshold value is executed.

  If it is determined in step S12 that the current speed has exceeded a predetermined threshold value, the process proceeds to step S13. And in step S13, the treatment which makes the output level of the air conditioner 50 low is performed. Specifically, a process of setting the output level of the air conditioner 50 to a level L4 (see FIG. 3) lower than the first level L1 is executed. Then, the process returns.

  If it is determined in step S12 that the current speed is equal to or lower than the predetermined threshold value, the process returns without adjusting the output level of the air conditioner 50 as in step S13.

  As described above, in the first embodiment, as an example, the air conditioning output adjustment unit 61 changes the output level of the air conditioner 50 to another when the operation state acquired by the operation state acquisition unit 62 is a power running state. The power level is adjusted to be lower than the output level in the states (coasting state, braking state, and stopping state). Thereby, as an example, since the output level of the air conditioner 50 in the power running state that requires much power consumption as the vehicle 100 accelerates is lower than in other states, the peak value of the power consumption of the vehicle 100 in the power running state is It is possible to suppress the increase.

(Second Embodiment)
Next, an example of the configuration of the vehicle information control device 260 according to the second embodiment will be described with reference to FIGS. 7 and 8.

  As shown in FIG. 7, the vehicle 200 according to the second embodiment includes a vehicle information control device 260 and an ATO device (automatic train operation device) 290. In addition to these, the vehicle 200 includes the pantograph 10, the motor 20, the VVVF inverter 30, the SIV 40, the air conditioner 50, the master controller 70, and the sensor 80, similar to the first embodiment.

  The ATO device 290 is for automatically controlling the speed of the vehicle 200, and a driving pattern indicating how the driving state of the vehicle 200 changes is set in advance. Therefore, in the second embodiment, the vehicle information control device 260 can detect in advance what the next driving state will be by acquiring the driving pattern set in the ATO device 290.

  Here, in 2nd Embodiment, as shown in FIG. 8, when the air-conditioning output adjustment part (not shown) of the vehicle information control apparatus 260 is previously known that the next driving state is a power running state. The output level of the air conditioner 50 is adjusted to be higher than the current output level before the operation state becomes the power running state. Hereinafter, an example of the change in the output level of the air conditioner 50 of the vehicle 200 including the vehicle information control device 260 according to the second embodiment will be described with reference to FIG. In the example shown in FIG. 8, it is assumed that the air conditioner 50 functions as a cooling device.

  In this example, as shown in the second graph from the top in FIG. 8, the ATO device 290 is set with a driving pattern in which the driving state of the vehicle 200 becomes a power running state from timing τ10 to τ11. Therefore, as shown in the top graph of FIG. 8, the speed of the vehicle 200 continues to increase from timing τ10 to τ11.

  Here, in the second embodiment, as shown in the second graph from the bottom in FIG. 8, the output level of the air conditioner 50 is set to the first level L11 during the period from the timing τ10 to τ11. The first level L11 is lower than the normal output level, as in the first embodiment. Therefore, as shown in the lowermost graph in FIG. 8, the temperature in the vehicle 200 gradually increases from the timing τ10 to τ11.

  Next, as shown in the second graph from the top in FIG. 8, the ATO device 290 is set with a driving pattern in which the driving state of the vehicle 200 becomes a coasting state from timing τ11 to τ13. Therefore, as shown in the top graph of FIG. 8, the speed of the vehicle 200 does not change from timing τ11 to τ13.

  In the second embodiment, as shown in the second graph from the bottom in FIG. 8, the output level of the air conditioner 50 is set to the second level L12 from the timing τ11 to τ12. Note that the second level L12 in the coasting state is higher than the first level L11 in the powering state, as in the first embodiment.

  Here, in the second embodiment, since the vehicle 200 includes the ATO device 290, the vehicle information control device 260 acquires the next driving state (by acquiring the driving pattern set in advance in the ATO device 290). It is possible to detect in advance that the operation state from timing τ13 to τ14 is a power running state. And in 2nd Embodiment, as mentioned above, the air-conditioning output adjustment part (not shown) of the vehicle information control apparatus 260 is a driving | running state, when it is previously known that the next driving | running state is a power running state. Is configured to adjust the output level of the air conditioner 50 to be higher than the current output level before the power running state is established. Thereby, in 2nd Embodiment, as shown in the 2nd graph from the bottom of FIG. 8, the output level of the air conditioner 50 is the present level between the timing τ12 and τ13 before the operating state becomes the power running state. The third level L13 is set higher than the second level L12.

  As described above, as shown in the bottom graph of FIG. 8, the temperature in the vehicle 200 does not change from timing τ11 to τ12, and gradually from timing τ12 to τ13 when the output level of the air conditioner 50 increases. To descend.

  Next, as shown in the second graph from the top in FIG. 8, the ATO device 290 is set with a driving pattern in which the driving state of the vehicle 200 becomes a power running state from timing τ13 to τ14. Therefore, as shown in the top graph of FIG. 8, the speed of the vehicle 200 continues to increase from timing τ13 to τ14. Further, as shown in the second graph from the bottom in FIG. 8, the output level of the air conditioner 50 is set to the first level L11 from the timing τ13 to τ14. Further, as shown in the lowermost graph of FIG. 8, the temperature in the vehicle 200 gradually increases from timing τ13 to τ14.

  Next, as shown in the second graph from the top in FIG. 8, the ATO device 290 is set with a driving pattern in which the driving state of the vehicle 200 becomes a coasting state from timing τ14 to τ15. Therefore, as shown in the top graph of FIG. 8, the speed of the vehicle 200 does not change from timing τ14 to τ15. Further, as shown in the second graph from the bottom in FIG. 8, the output level of the air conditioner 50 is set to the second level L12 from the timing τ14 to τ15. Further, as shown in the lowermost graph of FIG. 8, the temperature in the vehicle 200 does not change from timing τ14 to τ15.

  The coasting state from timing τ14 to τ15 is different from the coasting state from timing τ11 to τ13 described above, and the next operation state (operation state from timing τ15 to τ16) is not a powering state. Therefore, the output level of the air conditioner 50 from timing τ14 to τ15 is different from the output level of the air conditioner 50 from timing τ11 to τ13 described above, and remains unchanged at the second level L12.

  Next, as shown in the second graph from the top in FIG. 8, the ATO device 290 is set with a driving pattern in which the driving state of the vehicle 200 is in a braking state from timing τ15 to τ16. Therefore, as shown in the top graph of FIG. 8, the speed of the vehicle 200 continues to decrease from timing τ15 to τ16.

  Here, in the second embodiment, as shown in the second graph from the bottom in FIG. 8, the output level of the air conditioner 50 is set to the third level L13 from the timing τ15 to τ16. The third level L13 is higher than the second level L12 in the coasting state, as in the first embodiment. Therefore, as shown in the lowermost graph of FIG. 8, the temperature in the vehicle 200 gradually decreases from the timing τ15 to τ16. In FIG. 8, the output level of the air conditioner 50 in the brake state and the output level of the air conditioner 50 in the coasting state before the power running state (refer to the above-described timing τ12 to τ13) are equal to each other. Although an example of 3 levels L13 is shown, they may be different from each other.

  Next, as shown in the second graph from the top in FIG. 8, the ATO device 290 is set with a driving pattern in which the driving state of the vehicle 200 becomes a coasting state from timing τ16 to τ18. Therefore, as shown in the top graph of FIG. 8, the speed of the vehicle 200 does not change from timing τ16 to τ18.

  Here, in the example shown in FIG. 8, the driving state of the vehicle 200 becomes the power running state after the timing τ18. Therefore, as shown in the second graph from the bottom in FIG. 8, the output level of the air conditioner 50 is set to the second level L12 from the timing τ16 to τ17, and from the timing τ17 to τ18, the second level. The third level L13 is set higher than the level L12. As shown in the lowermost graph of FIG. 8, the temperature in the vehicle 200 does not change from timing τ16 to τ17, and gradually increases from timing τ17 to τ18 when the output level of the air conditioner 50 increases. Descend.

  Note that, after timing τ18, the vehicle 200 is again in the power running state, but since changes in the output level of the air conditioner 50 in the power running state have already been described, description thereof will be omitted.

  In addition, the other structure of 2nd Embodiment is the same as that of the said 1st Embodiment.

  Next, an example of a processing flow executed by the vehicle information control apparatus 260 according to the second embodiment will be described with reference to FIG.

  In this process flow, first, in step S21, a process of acquiring an operation pattern set in the ATO device 290 (see FIG. 7) is executed, and the process proceeds to step S22.

  Next, in step S22, a process for determining whether or not the next driving state is a power running state is executed based on the driving pattern acquired by the process of step S21.

  If it is determined in step S22 that the next driving state is the power running state, the process proceeds to step S23. And in step S23, the process which adjusts the output level of the air conditioner 50 higher is performed, and a process returns.

  When it is determined in step S22 that the next operation state is not the power running state, the process returns without adjusting the output level of the air conditioner 50 as in step S23.

  Other control operations in the second embodiment are the same as those in the first embodiment.

  As described above, in the second embodiment, as an example, when the air conditioning output adjustment unit (not shown) of the vehicle information control device 260 has previously been determined that the next driving state is the power running state, Before the operation state becomes a power running state, the output level of the air conditioner 50 is adjusted to be higher than the current output level. Thereby, as an example, the amount of decrease in the output level of the air conditioner 50 due to the driving state being in a power running state can be offset in advance, and thus the reduction in comfort in the vehicle 200 is suppressed. Can do.

  The remaining effects of the second embodiment are similar to those of the aforementioned first embodiment.

(Third embodiment)
Next, an example of the configuration of the vehicle information control device 360 according to the third embodiment will be described with reference to FIG.

  As shown in FIG. 10, the vehicle 300 according to the third embodiment includes a vehicle information control device 360 and a driving support device 390. In addition to these, the vehicle 300 includes the pantograph 10, the motor 20, the VVVF inverter 30, the SIV 40, the air conditioner 50, the master controller 70, and the sensor 80 as in the first embodiment.

  The driving support device 390 guides the operation amount of the master controller 70 to the driver of the vehicle 300, and a driving pattern indicating how to control the driving state of the vehicle 300 is set in advance. .

  That is, also in the third embodiment, as in the second embodiment, the vehicle information control device 360 acquires the driving pattern set in the driving support device 390, so that the next driving state is changed. Can be detected in advance. Then, the air conditioning output adjustment unit (not shown) of the vehicle information control device 360 determines that the next driving state is the powering state before the driving state becomes the powering state. The output level is adjusted to be higher than the current output level. Thereby, as an example, the amount of decrease in the output level of the air conditioner 50 due to the driving state being in a power running state can be offset in advance, and thus the reduction in comfort in the vehicle 200 is suppressed. Can do.

  The other configurations, control operations, and effects of the third embodiment are the same as those of the second embodiment.

  As mentioned above, although embodiment of this invention was described, the said embodiment is an example to the last, Comprising: It is not intending limiting the range of invention. The above embodiment can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 50 Air conditioning apparatus 60, 260, 360 Vehicle information control apparatus 61 Air conditioning output adjustment part 62 Operation state acquisition part 63 Speed acquisition part 100, 200, 300 Vehicle

Claims (6)

A driving state acquisition unit for acquiring the driving state of the vehicle;
When the driving state acquired by the driving state acquisition unit is a power running state, the air conditioning output adjustment unit adjusts the output level of air conditioning of the vehicle lower than the output level in other states other than the power running state and,
A speed acquisition unit for acquiring the speed of the vehicle,
The air conditioning output adjustment unit is configured to change the output level to the speed when the operation state is a power running state and the speed acquired by the speed acquisition unit exceeds a predetermined threshold. The vehicle information control device is configured to adjust the output level to be lower than the output level when the value is equal to or less than the threshold value . The air conditioning output adjustment unit is a case where a plurality of the vehicles are connected, and when the driving state is a power running state, the air conditioning output level of the first vehicle located on the leading side in the acceleration direction The vehicle information control device according to claim 1 , wherein the vehicle information control device is configured to adjust the output level higher than an air conditioning output level of a second vehicle located rearward of the first vehicle.   A driving state acquisition unit for acquiring the driving state of the vehicle;
  When the driving state acquired by the driving state acquisition unit is a power running state, the air conditioning output adjustment unit adjusts the output level of air conditioning of the vehicle lower than the output level in other states other than the power running state And equipped with
  The air conditioning output adjustment unit is a case where a plurality of the vehicles are connected, and when the driving state is a power running state, the air conditioning output level of the first vehicle located on the leading side in the acceleration direction The vehicle information control device is configured to adjust the output higher than the air conditioning output level of the second vehicle located rearward of the first vehicle.   The air conditioning output adjustment unit sets the output level to a first level when the operating state is a power running state, and sets the output level to be higher than the first level when the operating state is a coasting state. 4. The device according to claim 1, wherein the output level is set to a third level higher than the second level when the high second level is set and the driving state is a brake state. The vehicle information control device according to claim 1.   The air conditioning output adjustment unit is configured to output the output level when the door is closed when the driving state is a stopped state, and when the door is closed. The vehicle information control device according to any one of claims 1 to 4, wherein the vehicle information control device is configured to be adjusted to be higher.   The air conditioning output adjustment unit, when it is previously determined that the next operation state is a power running state, the output level is set higher than the current output level before the operation state becomes a power running state. The vehicle information control device according to claim 1, wherein the vehicle information control device is configured to adjust.

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