JP6823550B2 - Air conditioners for railway vehicles and their control methods - Google Patents

Description

The present invention relates to a method for controlling an air conditioner for a railway vehicle mounted on a railway vehicle.

Conventionally, except for some railroad cars for pendulum type limited express trains, railroad cars such as commuter trains have an air conditioner for railroad cars (hereinafter referred to as an air conditioner) that adjusts the temperature and humidity environment inside the car on the roof of the railroad car. It is installed. According to Patent Document 1, when calculating the air conditioning load of an air conditioner, the thermal transmission rate K1 indicating the ease of heat transfer between the outside air and the air inside the vehicle is determined by the speed of the railway vehicle in addition to the temperatures inside and outside the railway vehicle. An air conditioner mounted on the roof of a railroad vehicle, which is characterized by calculating an air conditioner load in consideration of being a function, is disclosed.

JP-A-2016-11046

The heat load of the air conditioner mounted on the railroad vehicle is given by the sum of the conduction heat load, the solar heat load, the human body heat load, the equipment heat load, and the ventilation heat load. The conductive heat load is the amount of heat that flows into the vehicle due to conduction due to the temperature difference between the inside and outside of the vehicle, and the solar heat load is the amount of heat that mainly flows into the vehicle through the window. Thus, for example, when a rolling stock travels from north to south in the morning, the conduction heat load and solar heat load in the eastern half of the rolling stock in the width direction are the western half of the rolling stock. Large compared to those in the area. For this reason, the temperature environment inside the eastern half of the railcar in the width direction tends to be higher than those in the western half of the railcar, and there is a problem to be solved in providing a comfortable railcar environment. ..

An object of the present invention is to provide a control method for an air conditioner for a railway vehicle, which can reduce the difference in temperature and humidity in the width direction of the railway vehicle due to the difference between the conductive heat load and the solar heat load and can improve the comfort in the vehicle. It is to be.

In the control method of the railroad vehicle air conditioner according to the embodiment of the present invention, the current date and time is the vehicle interior temperature target value based on a calendar in which the period for changing the vehicle interior temperature target value of the railroad vehicle equipped with the air conditioner is recorded. determining whether applicable to the period of changing the steps of: acquiring the operation status of wipers of the leading vehicle of a railway vehicle, on one side that bisects railway vehicle in the width direction of the vehicle space and the other side in a step of estimating the difference in the solar heat load and vehicle space determines vehicle space of the solar heat load is large side, corresponding to and the wiper in the period in which current date and time to change the interior temperature target value is not running a step of reducing the interior temperature target value of the vehicle compartment space solar heat load is larger side in the absence, characterized in that it have a.

According to the present invention, there is provided a control method for an air conditioner for a railway vehicle, which can reduce the temperature / humidity environment difference in the width direction of the railway vehicle due to the difference between the conduction heat load and the solar heat load and can improve the comfort in the vehicle. it can.

FIG. 1 is an example of a device layout of an air conditioner for a railway vehicle. FIG. 2 is an example of a formation diagram of a formation vehicle provided with an air conditioner for a railway vehicle. FIG. 3 is an example of a cross-sectional view of a railway vehicle in which an air conditioner for a railway vehicle is mounted on a roof. FIG. 4 is an example of a control system configuration diagram of an air conditioner for a railway vehicle. FIG. 5 is a flowchart of the target value correction process by the air conditioning controller.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The directions used in the following description shall be defined as follows. Railroad vehicle air conditioner (hereinafter referred to as air conditioner) or railroad vehicle longitudinal direction or rail direction is X direction, air conditioner or railroad vehicle width direction or sleeper direction is Y direction, air conditioner or railroad vehicle vertical direction Alternatively, the height direction is the Z direction. Therefore, when simply referred to as the X, Y, and Z directions, they are the longitudinal direction (or rail direction) of the air conditioner or rolling stock, and the width direction (or pillow direction) of the air conditioner or rail car, respectively. , Means the vertical direction (or height direction) of an air conditioner or a railroad vehicle.

FIG. 1 is an example of a device layout of an air conditioner for a railway vehicle according to an embodiment of the present invention. The air conditioner 10 has an indoor side unit 72 and an outdoor unit 71, and is often provided on the roof of a railway vehicle. The passenger space of the railway vehicle and the internal space of the indoor unit 72 are connected by a plurality of ducts provided so as to penetrate the indoor unit 72 and the roof.

The air conditioner 10 includes a refrigeration cycle A (not shown) provided on one side 10a of the air conditioner 10 in the Y direction and a refrigeration cycle B (not shown) provided on the other side 10b of the air conditioner 10 in the Y direction. Be prepared. The refrigeration cycle A includes a compressor CP1, an outdoor heat exchanger CD1 connected to the discharge port of the compressor CP1, an indoor heat exchanger EV1 connected to the discharge port of the outdoor heat exchanger CD1, and an indoor heat exchanger. It consists of an accumulator AC1 connected to EV1. The suction port of the compressor CP1 is connected to the discharge port of the accumulator AC1 to form a closed refrigeration cycle A in which the refrigerant circulates.

Similarly, the refrigeration cycle B includes the compressor CP2, the outdoor heat exchanger CD2 connected to the discharge port of the compressor CP2, the indoor heat exchanger EV2 connected to the discharge port of the outdoor heat exchanger CD2, and the room. It consists of an accumulator AC2 connected to the heat exchanger EV2. The suction port of the compressor CP2 is connected to the discharge port of the accumulator AC2, and a closed refrigeration cycle B in which the refrigerant circulates is configured.

Further, in the railroad vehicle according to the present embodiment, as shown in FIGS. 2 and 3, an air conditioning control device for controlling the operating rates of the compressor CP1 and the compressor CP2, the outdoor blower CF, and the indoor blowers EF1 and EF2 included in the air conditioner 10. 60 (FIG. 2) and an electric component box 12 (FIG. 3) provided with a contactor and the like controlled by a signal output from the air conditioning controller 60 are attached to the air conditioning apparatus 10. The air conditioning control device 60 and the electric component box 12 are provided for each railroad vehicle. Further, the air conditioning control device 60 and the electrical component box 12 may be provided inside or outside the air conditioning device 10 as shown in FIGS. 2 and 3.

The outdoor blower CF cools the outdoor heat exchanger CD1 constituting the refrigerating cycle A and the outdoor heat exchanger CD2 constituting the refrigerating cycle B to remove heat from the refrigerant. The indoor blower EF1 supplies conditioned air (air with a low temperature in the case of summer) whose temperature and humidity are adjusted by the indoor heat exchanger EV1 constituting the refrigeration cycle A into the vehicle. Similarly, the indoor blower EF2 supplies conditioned air (air having a low temperature in the case of summer) whose temperature and humidity are adjusted by the indoor heat exchanger EV2 constituting the refrigeration cycle B into the vehicle.

The air conditioner 10 includes an indoor blower EF1 provided on one side of the air conditioner in the Y direction, a compressor CP1 provided in a refrigeration cycle A including an indoor heat exchanger EV1 adjacent to the indoor blower EF1, and a compressor Y of the air conditioner. The compressor CP2 provided in the refrigeration cycle B including the indoor blower EF2 provided on the other side in the direction and the indoor heat exchanger EV2 adjacent to the indoor blower EF2 are each provided and can be operated independently. It is a feature.

FIG. 2 is an example of a formation diagram of a formation vehicle provided with an air conditioner for a railway vehicle according to the present embodiment. The formation vehicle 95 includes one leading vehicle 1a, the other leading vehicle 1b, and a plurality of intermediate vehicles 2 connected between one leading vehicle 1a and the other leading vehicle 1b. FIG. 2 schematically shows how the formation vehicle 95 travels in the direction of arrow 75 from north to south.

In the following, one leading vehicle 1a, the other leading vehicle 1b, and the intermediate vehicle 2 are collectively referred to as "railroad vehicles". Unless otherwise specified, the east side (especially the space inside the vehicle) of each railroad vehicle (1a, 1b, 2) is referred to as 3a, and the opposite side (west side) (particularly). The space inside the car) is expressed as 3b.

The air conditioner 10 is mounted on the roof of each railroad vehicle (1a, 1b, 2), and controls the operating rate of the compressor CP1 (CP2) and the indoor blower EF1 (EF2) built in the air conditioner 10. The air conditioning control device 60 is provided at the end of each railroad vehicle (1a, 1b, 2) in the X direction. Similarly, a temperature / humidity sensor 63 for detecting the temperature and humidity inside the railroad vehicles (1a, 1b, 2) is also provided at the end of each railroad car (1a, 1b, 2) in the X direction. The outside air temperature sensor 66 that monitors the temperature outside the vehicle on which the train set 95 travels is provided only on both leading cars (1a, 1b) of the train set 95.

Each air-conditioning control device 60 controls the air-conditioning device 10 of the railway vehicle (1a, 1b, 2) in which the air-conditioning control device 60 is installed. The air conditioner control device 60 includes a refrigeration cycle A (including a compressor CP1) located on one side 10a of the air conditioner 10 in the Y direction, an indoor blower EF1 attached to the refrigeration cycle A, and an air conditioner 10 of the train set 95. By individually controlling the refrigeration cycle B (including the compressor CP2) located on the other side 10b of the Y direction and the indoor blower EF2 attached to the refrigeration cycle B, the railroad vehicles (1a, 1b, 2) ), It is possible to supply air (conditioned air) having different temperatures and humidity to each of the vehicle interior space 3a (see FIG. 3) and the vehicle interior space 3b (see FIG. 3).

FIG. 3 is an example of a cross-sectional view (FIG. 2A-A cross-sectional view) of a railroad vehicle when the railroad vehicle air conditioner according to the present embodiment is mounted on the roof. The air conditioner 10 is provided on the upper surface of the roof structure 5 of the leading vehicle (1a, 1b) and the intermediate vehicle 2. Inside the roof structure 5, a ceiling panel 24, which is an interior material, and a filter 26 for removing dust from the air inside the vehicle taken into the air conditioner 10 are provided. A harmonious air duct 22 is provided at the outlet of the indoor blower EF1 (EF2) built in the air conditioner 10. The conditioned air blown out from the indoor blower EF1 (EF2) is supplied to each part of the leading vehicle (1a, 1b) and the intermediate vehicle 2 in the X direction through the conditioned air duct 22.

The return air (RA) 50a, which is guided from one of the vehicle interior spaces 3a in the Y direction to the air conditioner 10 via the filter 26, is harmonized by the refrigeration cycle A and then becomes harmonized air 52a by the indoor blower EF1 in the Y direction. It is supplied to one of the vehicle interior spaces 3a. Similarly, the return air (RA) 50b guided from the other vehicle interior space 3b in the Y direction to the air conditioner 10 via the filter 26 is tuned by the refrigeration cycle B and then becomes the harmonious air 52b by the indoor blower EF2. It is supplied to one of the vehicle interior spaces 3b in the Y direction.

As described above, the air conditioner 10 is provided with a refrigeration cycle A (not shown) and an indoor blower EF1 attached to the refrigeration cycle A on one side 10a in the Y direction, and a refrigeration cycle on the other side 10b in the Y direction. A B (not shown) and an indoor blower EF2 attached to the refrigeration cycle B are provided. Since the air conditioner 10 can independently control the refrigeration cycle A and the refrigeration cycle B, the air conditioner 10 provides harmonized air having a temperature suitable for each of one vehicle interior space 3a in the Y direction and the other vehicle interior space 3b in the Y direction. Can be supplied.

The air conditioner 10 includes a temperature sensor 62a for grasping the vehicle interior temperature of one vehicle interior space 3a and a temperature sensor 62b for grasping the vehicle interior temperature of the other vehicle interior space 3b. The temperature sensor 62a and the temperature sensor 62b are separated from each other in the vicinity of the return air intake port provided at the bottom of the air conditioner 10.

When the formation vehicle 95 travels from north to south in the morning on a sunny day in summer, the heat radiated by the sun 90 is one of the railway vehicles (1a, 1b, 2) forming the formation vehicle 95. Since it is poured onto the side (east side) of the vehicle interior space 3a, the conduction heat load (the amount of heat that flows into the vehicle due to conduction due to the temperature difference between the inside and outside of the vehicle) and the solar heat load (mainly) of one of the vehicle interior space 3a located on the east side. The amount of heat that flows into the vehicle from the window) is larger than the conducted heat load and the solar heat load of the other vehicle interior space 3b located on the west side (note that in this specification, the conducted heat load and the solar heat load are collectively referred to as "heat". The heat load in the present specification is mainly the heat load caused by solar radiation). Therefore, when the air conditioner 10 tries to harmonize the temperature and humidity environments of one vehicle interior space 3a and the other vehicle interior space 3b in the same manner, the vehicle interior temperature of one vehicle interior space 3a on the side with a large heat load becomes the other. The temperature in the vehicle interior space 3b may be higher than the vehicle interior temperature, and the passenger in the vehicle interior space 3a on the side with the larger heat load tends to have a higher sensible temperature because it is exposed to sunlight.

FIG. 4 is a control system configuration diagram of the railroad vehicle air conditioner according to the present embodiment. The formation vehicle 95 includes information on the status (health, failure, etc.) of various electric components mounted on the leading vehicle (1a, 1b) and the intermediate vehicle 2, occupancy rate information of each vehicle, power running / regenerative braking of the formation vehicle 95, and so on. It is equipped with a train information control device 68 that manages various in-vehicle devices such as information such as a traveling direction, stop station code information, a destination display, and an in-vehicle guidance display device. The train information control device 68 is a device including a plurality of transmission terminals. Each transmission terminal is arranged in each railroad vehicle and operates as a slave unit of the train information control device 68. The air conditioning control device 60 of each railroad vehicle exchanges information with the train information control device 68 via the transmission terminal.

The compressor CP1 and indoor blower EF1 belonging to the refrigeration cycle A, the compressor CP2 and the indoor blower EF2 belonging to the refrigeration cycle B, and the outdoor blower CF common to both refrigeration cycles of the air conditioner 10 correspond to each device. It is controlled by ON / OFF of the contactor provided. Each contactor is housed in an electric component box 12 built in the air conditioner 10 or installed in the vehicle, and is connected to the air conditioner control device 60 via wiring. By turning each contactor ON / OFF based on the command of the air conditioning control device 60, the operating rate of the compressor CP1 (CP2) of the air conditioning device 10, the indoor blower EF1 (EF2), and the rotation speed are controlled.

The output signal of the outside air temperature sensor 66 provided only in the leading car (1a, 1b) of the train set 95 and the wiper operation status information (wiper signal 67) handled by the driver in rainy weather were input to the train information controller 68. After that, it is transmitted to the air conditioning control device 60 of each vehicle via the electrical line. The output signal of the vehicle interior temperature sensor 62a (62b) of each vehicle and the output signal of the vehicle interior temperature / humidity sensor 63 of each vehicle are also input to the air conditioning control device 60 of each vehicle. The wiper operation status information is used when determining the weather conditions such as fine weather (including cloudy weather) or rainy weather.

FIG. 5 is a flowchart of a process in which the air conditioning controller 60 changes the vehicle interior temperature target setting on the side where the solar heat load is large (hereinafter, this process is referred to as “target value correction process”). The air conditioning control device 60 may periodically carry out the target value correction process, or may carry out the target value correction process when instructed by the crew. In the following, unless otherwise specified, the air conditioning control device 60 will be described on the premise that the target value correction process is periodically executed.

The air-conditioning control device 60 according to the present embodiment has a temperature target value inside the vehicle on the side where the solar heat load is large when the trained vehicle 95 is operated at a specific time (a time when the sunlight is strong such as summer). It is configured to change the settings. The air conditioning control device 60 holds information on a period for changing the temperature target value in the vehicle (hereinafter, this is referred to as a "calendar"). In the following explanation, the period for changing the vehicle interior temperature target value (summer) is from March 1 to November 30, and the period for not changing the vehicle interior temperature target value (winter) is from December 1 to February 28. Suppose. Further, in the following description, as shown in FIG. 2, an example will be described in which the formation vehicle 95 is traveling from north to south between the A station and the B station with one leading vehicle 1a at the head.

In S10, the air conditioning control device 60 starts the target value correction process. The target value correction process may be started, for example, by an instruction from the crew. Alternatively, when the trained vehicle 95 is put into operation, the crew turns on the main handle to energize the main circuit and the auxiliary circuit, so that the air conditioning control device 60 automatically activates when the energization is performed. The target value correction process may be started.

Further, in S10, the air conditioning controller 60 determines the vehicle interior temperature target value of the railroad vehicle (1a, 1b, 2) in the normal state (when there is almost no difference in the solar heat load between the vehicle interior space 3a and the vehicle interior space 3b). Here, for example, the air conditioning controller 60 may automatically determine the vehicle interior temperature target value based on the current time or the like (for example, the vehicle interior temperature target value may be set low during the daytime, and the vehicle interior temperature target value may be set at nighttime. There may be options such as setting higher). Alternatively, the air conditioning controller 60 may determine the vehicle interior temperature target value by receiving a target temperature setting instruction from the crew. Further, the vehicle interior temperature target value determined in S10 is one. That is, the same vehicle interior temperature target value is set in both the vehicle interior space 3a and the vehicle interior space 3b. Hereinafter, the case where the vehicle interior temperature target value of the vehicle interior space 3a and the vehicle interior temperature target value of the vehicle interior space 3b are set to 25 ° C. will be described in S10.

In S20, the air conditioning control device 60 calls the day (calendar) for changing the vehicle interior temperature target value.

In S30, the air conditioning controller 60 determines whether or not the current date and time (the date when the process of FIG. 5 is executed) corresponds to the period for changing the vehicle interior temperature target value on the side with the larger solar heat load, and determines the current date and time. If corresponds to the period for changing the vehicle interior temperature target value, then S40 is executed. On the other hand, if the current date and time does not correspond to the period for changing the temperature target value in the vehicle, the air conditioning control device 60 temporarily ends the process shown in FIG. 5, and after a predetermined time has elapsed (or receives an instruction from the crew to start the target value correction process). The process is repeated from S10 (depending on the situation).

For example, if the current date is June 1, it corresponds to the period (summer) when the temperature target value inside the vehicle is changed. Therefore, when the process of FIG. 5 is carried out on June 1, the air conditioning controller 60 executes S40. On the other hand, when the current date is January 10, the air-conditioning controller 60 does not execute the processes S40 to S80 because it corresponds to the period (winter) in which the vehicle interior temperature target value is not changed.

When the air-conditioning controller 60 determines that the determination result of S30 is the period for changing the temperature target value in the vehicle, the train information controller 68 organizes the train information control device 68 to the train organization 95 such as the traveling direction, the station code, and the current time. Reads information for identifying the line position and direction (direction of travel) of the vehicle 95. The information read here may be any information as long as it is information for specifying the line position and direction (traveling direction) of the formation vehicle 95, but as an example, the operation time information of the formation vehicle 95 (at which point). Information such as when to arrive) and geographical location information (latitude / longitude, etc.) of each point (about a kilometer) on the route.

In S50, the air conditioning controller 60 estimates the difference (large and small) between the solar heat load on the vehicle interior space 3a side and the solar heat load on the vehicle interior space 3b side based on the information read in S40, and the currently organized vehicle 95 is inside the vehicle. It is determined whether or not the vehicle interior temperature target value of space 3a is located at a position (section) to be revised. For example, the air conditioning control device 60 determines the position on the track where the train formation vehicle 95 is located and the direction (direction) in which the train formation vehicle 95 is currently traveling based on the information read from the train information control device 68. Identify. Further, the air conditioning controller 60 specifies the irradiation direction of sunlight (whether it is irradiated from the east to the west, etc.) by referring to the current time.

If it is determined that one of the leading vehicles 1a is traveling from north to south between stations A and B, and the current time is in the morning, as shown in FIG. 2, the air conditioning controller It can be determined that 60 is in a state where sunlight is applied to the vehicle interior space 3a side. Therefore, in this case, since it can be estimated that the solar heat load on the vehicle interior space 3a side is larger than the solar heat load on the vehicle interior space 3b side, the air conditioning controller 60 is currently in the section where the vehicle interior temperature target value of the vehicle interior space 3a is revised. It is determined that the operation is performed, and then S60 is executed. On the contrary, when it is determined that the trained vehicle 95 is not in the section for revising the vehicle interior temperature target value of the vehicle interior space 3a, the air conditioning control device 60 temporarily ends the target value correction process, and after a predetermined time or the like, again from S10. Execute the process. When the trained vehicle 95 is not in the section for revising the vehicle interior temperature target value of the vehicle interior space 3a, for example, the traveling direction (direction) of the trained vehicle 95 is the same (or almost the same) as the sunlight irradiation direction, and the vehicle interior space. This is the case where sunlight is hardly irradiated to either 3a or 3b, or the current time is after sunset.

In S60, the air conditioning control device 60 acquires the wiper operating status of one of the leading cars 1a from the train information control device 68. Here, it is preferable that the air conditioning control device 60 acquires the wiper operating status of the leading vehicle (leading vehicle 1a in the example of FIG. 2) ahead in the traveling direction among the leading vehicles (1a, 1b).

In S70, the air conditioning controller 60 estimates the current weather based on the wiper operating status acquired in S60. If the wiper is not operating, the current weather is fine (including cloudy weather), and it is estimated that there will be a certain difference or more between the solar heat load in the vehicle interior space 3a and the solar heat load in the vehicle interior space 3b. .. In this case, the air-conditioning controller 60 determines that it is necessary to change the vehicle interior temperature target value setting on the side where the solar heat load is large, and executes S80. On the contrary, if the wiper is operating, it is estimated that there is almost no difference in the solar heat load between the vehicle interior space 3a and the vehicle interior space 3b because the current weather is rainy. Therefore, in this case, the air conditioning control device 60 determines that it is not necessary to change the temperature target value setting in the vehicle, and ends the target value correction process (and restarts the target value correction process after a predetermined time or the like).

In S80, the air conditioning controller 60 lowers the vehicle interior temperature target value of the vehicle interior space 3a located on the east side by a predetermined temperature (for example, 25 ° C. to 24 ° C.) from the initial (normal) vehicle interior temperature target value. Revised to). With this revision, the air conditioning control device 60 improves the operating rate of the compressor CP1 constituting the refrigeration cycle A in charge of the vehicle interior space 3a, and also increases the rotation speed of the indoor blower EF1. As a result, the air conditioner 10 supplies the vehicle interior space 3a with harmonized air having a temperature lower than that of the harmonized air supplied to the vehicle interior space 3b. Therefore, the vehicle interior temperature tends to rise due to the large solar heat load. It is possible to prevent the vehicle interior temperature on the side of 3a from exceeding the vehicle interior temperature target value, and to improve the vehicle interior environment before the passengers and the like feel uncomfortable with the temperature rise.

Here, an example in which the solar heat load on the vehicle interior space 3a side is estimated to be larger than the solar heat load on the vehicle interior space 3b side has been described in the judgment of S50, but conversely, the solar heat load on the vehicle interior space 3b side has been described. When is presumed to be larger than the solar heat load on the vehicle interior space 3a side, the air conditioning controller 60 determines the vehicle interior temperature target value of the vehicle interior space 3b from the normal vehicle interior temperature target value in advance in S80. Lower only the temperature. As a result, the air conditioner 10 supplies the vehicle interior space 3b with harmonized air having a temperature lower than that of the harmonized air supplied to the vehicle interior space 3a, so that an increase in the vehicle interior temperature of the vehicle interior space 3b can be suppressed.

Further, the amount of decrease in the vehicle interior temperature target value in S80 does not necessarily have to be a predetermined fixed amount. The air conditioning control device 60 may appropriately change the amount of reduction based on the current time, the traveling direction of the trained vehicle 95 specified in S50, and the like.

As described above, according to the operation method of the air conditioner for railway vehicles according to the present embodiment, the temperature / humidity environment difference in the width direction of the railway vehicle due to the difference between the conduction heat load and the solar heat load can be reduced and the comfort can be improved. Can be enhanced. In the above, the target value correction process determines which side surface of the railway vehicle is irradiated with sunlight, and based on this, estimates which of the in-vehicle spaces 3a and 3b the solar heat load increases. I explained that. However, since the conducted heat load and the solar heat load have a (positive) correlation, the operation method of the railroad vehicle air conditioner according to this embodiment is the difference between the solar heat loads in the vehicle interior spaces 3a and 3b. It can be said that not only (magnitude relationship) is estimated, but also the difference in conduction heat load is estimated in addition to the difference in solar heat load.

The configuration and installation position of the air conditioner are not necessarily limited to those described above. The air conditioner is provided with a configuration capable of supplying harmonious air to one vehicle interior space and the other vehicle interior space in the Y direction of the railway vehicle, and of the harmonious air supplied to one vehicle interior space and the other vehicle interior space. If it has a function that can adjust the temperature etc. independently, the above-mentioned operation method can be applied, so that the temperature / humidity environment difference in the width direction of the railcar due to the difference between the conduction heat load and the solar heat load can be reduced and it is comfortable. It is possible to provide a control method for an air conditioner for a railroad vehicle that can enhance the performance.

Further, in the above description, the operation method of the air conditioner is described by taking an air conditioner mounted on the roof of a railway vehicle as an example, but the air conditioner does not necessarily have to be provided on the roof. .. For example, even in a configuration in which an air conditioner provided under the floor of a railroad vehicle supplies harmonious air to the inside of the railcar via a duct, the air conditioner has the above-mentioned function, that is, one of the Y directions of the railcar. If the conditioned air can be supplied to the vehicle interior space and the other vehicle interior space, and the temperature of the conditioned air supplied to each vehicle interior space can be adjusted independently, the above-mentioned driving method can be applied. The object of the present invention can be achieved.

Further, in the above explanation, the side where the conduction heat load and the solar heat load of the formation vehicle are large is referred to the traveling direction of the formation vehicle, the station code, the time information (FIG. 5 S40), and the wiper operation status (FIG. 5 S60). However, information other than these may be used. For example, the air conditioning control device 60 is provided with a solar radiation sensor (illuminance meter) or a thermometer placed near the window in each of the Y directions (inside space 3a and inside space 3b) of any railroad vehicle constituting the formation vehicle. Based on the difference between the measured value of the solar radiation sensor (luminometer) or thermometer installed in the vehicle interior space 3a and the measured value of the solar radiation sensor (illuminance meter) or thermometer installed in the vehicle interior space 3b, the trained vehicle The side with the larger conduction heat load and solar heat load may be determined. By operating the air conditioner according to the above-mentioned operation method based on the difference between the measured values of the solar radiation sensor (illuminance meter) or the thermometer, the temperature in the width direction of the railroad vehicle due to the difference between the conductive heat load and the solar heat load. It is possible to provide a control method for an air conditioner for a railroad vehicle, which can reduce the difference in humidity and environment and enhance comfort.

Further, the order of the determinations (S30, S50, S70) performed in the target value correction process (FIG. 5) described above is not limited to the order described above, and the determinations are performed in any order. May be good. For example, the air conditioning controller 60 may make the determination of S30 immediately before S60, or may perform the determination immediately before S80. Alternatively, the air conditioning controller 60 may perform the processing of S60 and S70 immediately before S40, and execute S40 and S50 when the wiper is operating according to the determination of S70. In this case, the air conditioning controller 60 may execute S80 when the determination of S50 is Yes.

1a: one leading vehicle, 1b: the other leading vehicle,
2: Intermediate vehicle,
3a: One interior space in the width direction of the vehicle,
3b: The other interior space in the width direction of the vehicle, 5: Roof structure,
10: Air conditioner,
10a: One side in the width direction of the air conditioner,
10b: The other side in the width direction of the air conditioner, CP1, CP2: Compressor,
CF: Outdoor blower, EF1, EF2: Indoor blower,
CD1, CD2: Outdoor heat exchanger, EV1, EV2: Indoor heat exchanger,
AC1, AC2: accumulator, 12: electrical box,
22: Air-conditioned air (CA) duct, 24: Ceiling panel,
26: Filter,
50a, 50b: Return air (RA) flow,
52a, 52b: Harmonized air (CA) flow, 60: Air conditioning controller,
62a, 62b: Return air (RA) temperature sensor,
63: Temperature / humidity sensor, 66: Outside air temperature sensor,
67: Wiper signal, 68: Train information controller,
71: Outdoor unit, 72: Indoor unit,
75: Arrow indicating the direction of travel of the vehicle, 90: Sun,
95: Knitting vehicle, X ... Rail direction (longitudinal direction),
Y ... sleeper direction (width direction), Z ... vertical direction (height direction)

Claims (5)

It is a control method for air conditioners for railway vehicles.
A step of determining whether or not the current date and time corresponds to the period for changing the in-vehicle temperature target value based on the calendar in which the period for changing the in-vehicle temperature target value of the railway vehicle equipped with the air conditioner is recorded. ,
The step of acquiring the operation status of the wiper of the leading vehicle of the railway vehicle and
A step of said railway vehicle to estimate the difference in the solar heat load between one side interior space and the other side in the vehicle space of which is divided in the width direction, to determine the vehicle space of the solar heat load is large side,
When the current date and time corresponds to the period for changing the vehicle interior temperature target value and the wiper is not operating , the step of lowering the vehicle interior temperature target value in the vehicle interior space on the side where the solar heat load is large, and
Control method for a railway vehicle air conditioning system having a. The difference in the solar heat load is
Estimated based on the traveling direction of the railway vehicle and time information,
The method for controlling an air conditioner for a railway vehicle according to claim 1. When the in- vehicle temperature target value of the vehicle interior space on the side with a large solar heat load is lowered, the inside of the vehicle on the other side with respect to the in-vehicle space on the side with a large solar heat load is based on the lowered in-vehicle temperature target value. Steps to supply conditioned air that is cooler than the conditioned air supplied to the space,
The control method for an air conditioner for a railroad vehicle according to claim 1 or 2, further comprising . An air conditioner for railway vehicles that supplies harmonized air at different temperatures to the interior space on one side and the interior space on the other side, which divide the railway vehicle into two in the width direction.
Equipped with an air conditioner that controls the air conditioner for the railway vehicle
The air-conditioning controller has a calendar in which information on a period for changing the in-vehicle temperature target value of the railway vehicle is recorded, and also acquires the operating status of the wiper of the leading vehicle of the railway vehicle.
When the current date and time corresponds to the period for changing the temperature target value in the vehicle based on the information of the period recorded in the calendar and the wiper is not operating, the space inside the vehicle on one side and the other side. Decrease the vehicle interior temperature target value of the vehicle interior space on the side where the solar heat load is large, as judged from the difference in the solar heat load from the vehicle interior space.
An air conditioner for railway vehicles that is characterized by this. The railroad vehicle air conditioner is
It has a refrigeration cycle that supplies conditioned air to each of the vehicle interior space on one side and the vehicle interior space on the other side.
When the air conditioning control device lowers the vehicle interior temperature target value in the vehicle interior space on the side where the solar heat load is large, the air conditioning control device moves to the vehicle interior space on the vehicle interior space on the side where the solar heat load is large, based on the lowered vehicle interior temperature target value. The refrigeration cycle for supplying conditioned air is controlled to supply conditioned air having a lower temperature than the conditioned air supplied to the vehicle interior space on the other side.
The air conditioner for a railroad vehicle according to claim 4.

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