JP6193117B2 - Vehicle air conditioning control device - Google Patents

Description

  Embodiments described herein relate generally to a vehicle air conditioning control device.

  Conventionally, in a railway vehicle operation system, a plurality of railway vehicles are run, and regenerative electric power at the time of regenerative braking of an arbitrary railway vehicle is reused by another railway vehicle through an overhead line. In addition, when no other railway vehicle is powering nearby and there is no sufficient regenerative load on the overhead wire, the regenerative brake will not work sufficiently and a mechanical brake will be used together, and part of the braking energy will be heated. Is dissipated as.

  Therefore, in order to effectively use the regenerative power generated by the regenerative brake, it is conceivable to mount a power storage medium on the railway vehicle and store the regenerative power in the power storage medium. An electric power storage medium for accumulating regenerative power needs to be mounted on a railway vehicle. However, in order to be able to accumulate all the regenerative power generated by this regenerative brake in the power storage medium, it is necessary to mount a large number of power storage media, which increases the weight of the railway vehicle. This reduces energy efficiency during travel.

  Furthermore, a technique has been proposed in which surplus power generated by regenerative power generated by a regenerative brake is used in other devices such as an air conditioner.

JP 2009-196404 A

  However, in the prior art, it is a proposal of a method for consuming surplus power when the power allowed for charging the power storage medium is exceeded, and it is not a technology that actively consumes regenerative power, but reduces power consumption of railway vehicles It is not a technology that considers

The vehicle air-conditioning control apparatus according to the embodiment includes an acquisition unit and a control unit. An acquisition part acquires the movement state of a rail vehicle. The control unit performs cooling or heating operation more strongly than before the deceleration while it is determined that the railway vehicle is decelerating with the regenerative brake in the moving state of the railway vehicle acquired by the acquisition unit, and the deceleration After that, the cooling or heating operation is performed while it is determined that the railway vehicle is stopped, and the cooling and heating operation is stopped while it is determined that the railway vehicle is powering after the stop. , according to the have line blowing operation in a rail vehicle, the ratio of the time and that the railway vehicle and the time which the railway vehicle is subjected to deceleration by regenerative braking is carried out traveling by inertia increases, the railcar Control is performed to weaken the cooling or heating operation while traveling by inertia .

FIG. 1 is an explanatory diagram illustrating an example of control performed in the railway vehicle according to the first embodiment. FIG. 2 is a diagram illustrating an example of an electric circuit configuration of the railway vehicle according to the first embodiment. FIG. 3 is a diagram illustrating a control example according to the moving state of the railway vehicle by the control unit according to the first embodiment. FIG. 4 is a diagram illustrating the air conditioning control by the control unit according to the modification. FIG. 5 is a flowchart showing the overall procedure of air conditioning control in the microcomputer controller according to the first embodiment. FIG. 6 is a diagram illustrating an air conditioning control example in the microcomputer controller according to the second embodiment. FIG. 7 is a diagram illustrating an example of a correspondence table of correction coefficients β for performing temperature correction control of the control unit according to the second embodiment. FIG. 8 is a diagram illustrating an example of a correspondence table of correction coefficients α for performing temperature correction control of the control unit according to the second embodiment. FIG. 9 is a flowchart showing a procedure of overall processing of air conditioning control in the microcomputer controller according to the second embodiment. FIG. 10 is a diagram illustrating an example of conditions for controlling two compressors by the control unit of the third embodiment.

  In the embodiment described below, a railway vehicle equipped with a vehicle air conditioning control device will be described. The railway vehicle on which the vehicle air-conditioning control device is mounted may be anything as long as power is supplied from the overhead line.

(First embodiment)
FIG. 1 is an explanatory diagram illustrating an example of control performed in the railway vehicle according to the first embodiment. As shown in FIG. 1, in this embodiment, the railway vehicle 1 performs deceleration by regenerative braking from coasting. At that time, in the railway vehicle 1, the regenerative energy generated by the regenerative brake is used for forced cooling and heating. Furthermore, when the railway vehicle 1 is stopped at the station building platform 10, the forced cooling and heating are continuously performed. Thereby, since the temperature inside the railway vehicle air conditioner in the railway vehicle 1 is further lowered or raised, the power used for cooling and heating the railway vehicle 1 can be suppressed when the railway vehicle 1 is powered. In the present embodiment, power consumption is suppressed by performing all-car ventilation control during powering.

  For example, in the summer, when the railway vehicle 1 is decelerated, the regenerative energy generated by the regenerative brake is forcibly used for cooling control at the maximum output, and the cooling control is also performed when the railway vehicle 1 is stopped. Reduce temperature. At the time of subsequent powering (the railway vehicle 1 consumes electric power), since the vehicle interior temperature has already decreased, the consumption of electric power is suppressed by the all-car ventilation control. In other words, forced cooling is performed at the time of deceleration where regenerative energy is generated, thereby consuming excess power and lowering the room temperature, and reducing power consumption by performing air blow control during powering that requires power. . At this time, the temperature inside the vehicle rises because temperature adjustment is not performed only by the air blow control, but the room temperature is lowered by forced air-conditioning control at the time of deceleration and stop, so that a comfortable cabin air temperature can be maintained.

  That is, in the present embodiment, when the railway vehicle 1 is decelerated, instead of forcibly using the regenerative energy generated by the regenerative brake for air conditioning control in the vehicle, by controlling the air blowing during power running, the power consumption can be suppressed, It is possible to achieve both reduction of power consumption and comfortable indoor temperature maintenance in the vehicle.

  By the way, although the power consumed by the auxiliary power supply device such as air conditioning is smaller than the power consumed by traveling, it is desired to use the regenerative energy generated in the deceleration zone as effectively as possible in the own vehicle from the viewpoint of energy saving. Therefore, in this deceleration zone, effective overcharge countermeasures can be realized by performing control for forced air-conditioning operation that consumes the largest amount of power, instead of automatic operation by a conventional temperature sensor.

  FIG. 2 is a diagram illustrating an example of an electric circuit configuration of the railway vehicle 1 according to the present embodiment. As shown in FIG. 2, the railway vehicle 1 includes compressors 201A and 201B (hereinafter also referred to as a first compressor 201A and a second compressor 201B) and four-way valves (VC) 202A and 202B (hereinafter referred to as “first compressor 201A” and “second compressor 201B”). A first four-way valve 202A and a second four-way valve 202B), indoor heat exchangers 203A and 203B, outdoor heat exchangers 204A and 204B, an indoor fan (EF) 205, and an outdoor fan (CF) 206. An auxiliary power unit 207, an air conditioning inverter 208, an indoor temperature sensor 209, an outdoor temperature sensor 210, a microcomputer controller 211, an auxiliary relay 212, an electric power storage medium 214, an inverter main circuit device 215, Electric motor (IM) 216, contactor 217, master controller 220, TCMS (Train Control and Monitoring System) 221, and pantograph It includes a 22, a filter reactor 223, a. In the electric circuit configuration of the railway vehicle 1, the rail 231 functions as a ground point.

  The compressors 201A and 201B compress a refrigerant (for example, chlorofluorocarbon). The four-way valves (VC) 202A and 202B are valves that switch between the cooling and heating refrigeration cycles.

  The indoor heat exchangers 203A and 203B are devices for exchanging heat with the air in the vehicle by passing the low-temperature refrigerant through the fin-and-tube heat exchanger.

  The outdoor heat exchangers 204 </ b> A and 204 </ b> B are devices for exchanging heat with air outside the vehicle by passing the high-temperature refrigerant through a fin-and-tube heat exchanger.

  The indoor blower (EF) 205 is a blower that takes in the air in the vehicle and applies it to the indoor heat exchangers 203A and 203B as wind.

  The outdoor blower (CF) 206 is a blower that takes in air outside the vehicle and applies it to the outdoor heat exchangers 204A and 204B as wind.

  In the present embodiment, the temperature adjustment system 250 can be realized by the compressors 201A and 201B, the four-way valves (VC) 202A and 202B, the indoor heat exchangers 203A and 203B, and the outdoor heat exchangers 204A and 204B. That is, the first compressor 201A, the first four-way valve 202A, the first indoor heat exchanger 203A, and the first outdoor heat exchanger 204A are connected by a pipe (not shown), and the pipe The cooling / heating control can be realized by flowing the refrigerant in the tank. Similarly, the second compressor 201B, the second four-way valve 202B, the second indoor heat exchanger 203B, and the second outdoor heat exchanger 204B are connected by a pipe (not shown), Heating and cooling control can be realized by flowing the refrigerant through the pipe.

  Thus, in this embodiment, it consists of two independent refrigeration cycles, and cooling / heating can be switched by the operation of the four-way valves (VC) 202A, 202B. Also, dehumidifying operation can be performed by performing different control (cooling and heating) for the two cycles.

  The auxiliary power supply device 207 is a power supply device for the air conditioning system 260. The air conditioning inverter 208 is a device that controls the number of revolutions of the compressors 201 </ b> A and 201 </ b> B in the air conditioning system 260.

  The indoor temperature sensor 209 is a sensor that detects the temperature and humidity in the vehicle. The outdoor temperature sensor 210 is a sensor that detects the temperature and humidity outside the vehicle.

  The auxiliary relay 212 is a relay that drives the four-way valves (VC) 202A and 202B in accordance with the microcomputer controller 211.

  The power storage medium 214 is a capacitor for accumulating electric power, and in this embodiment, an EDLC (Electric double-layer capacitor) is used. The power storage medium 214 may be any medium that stores electric power, and it is conceivable to use a battery such as lithium ion or a battery other than EDLC.

  When the regenerative brake is applied in the railway vehicle 1, regenerative power is generated in the direction from the inverter main circuit device 215 to the power storage medium 214, so that the power storage medium 214 is charged.

  The main electric motor (IM) 216 is a motor for powering the railway vehicle 1. The inverter main circuit device 215 is an inverter that drives the main motor 216.

  The contactor 217 is a device that connects or disconnects between the air conditioning inverter 208 and the compressors 201 </ b> A and 201 </ b> B and between the air conditioning inverter 208 and the outdoor fan (CF) 206.

  The TCMS 221 controls each component of the railway vehicle 1. For example, the TCMS 221 controls the main motor 216 to realize regenerative braking.

  The master controller 220 is installed in the cab of the railway vehicle 1 and is a controller that remotely controls the speed of the railway vehicle 1. A command issued by the master controller 220 is transmitted to the TCMS 221. In this embodiment, an example in which a command issued by the master controller 220 is acquired via the TCMS 221 will be described. However, the configuration is not limited to such a configuration, and the command issued by the master controller 220 is not limited. May be directly acquired by the microcomputer controller 211.

  The pantograph 222 supplies power to the railway vehicle 1 from the overhead line. The filter reactor 223 connects the pantograph 222 and one end of the inverter main circuit device 215.

  1500V DC power (DC) fed from the overhead line via the pantograph 222 is supplied to the inverter main circuit device 215 or the auxiliary power supply device 207. Then, through the inverter main circuit device 215, three-phase alternating current is provided to the main motor 216, the compressors 201A, 201B, and the like.

  The microcomputer controller 211 controls the air conditioning system 260. The microcomputer controller 211 includes an acquisition unit 291 and a control unit 292, and the temperature / humidity inside the railway vehicle 1 inputted from the indoor temperature sensor 209 and the outside of the railway vehicle 1 inputted from the outdoor temperature sensor 210. The set temperature and the operation mode are determined according to the temperature / humidity and the moving state of the railway vehicle 1 input from the TCMS 221, and the air conditioning system 260 is controlled.

  The acquisition unit 291 acquires the movement state of the railway vehicle 1 from the TCMS 221. The movement state to be acquired includes whether the railway vehicle 1 is powering, whether the railway vehicle 1 is decelerated by regenerative braking, whether the railway vehicle 1 is coasting, and the railway vehicle 1 stops. The information indicating whether or not it is included is included. Furthermore, the movement state includes information indicating a relative positional relationship between the railway vehicle 1 and the station building platform 10. Based on the positional relationship, the timing for decelerating with the regenerative brake can be recognized.

  Further, the acquisition unit 291 acquires various commands issued by the master controller 220 via the TCMS 221.

  Furthermore, the acquisition unit 291 acquires the temperature / humidity inside the railway vehicle 1 input from the indoor temperature sensor 209 and the temperature / humidity outside the railway vehicle 1 input from the outdoor temperature sensor 210.

  The control unit 292 performs the cooling or heating operation (main operation) more strongly than before the deceleration while it is determined that the railway vehicle 1 is decelerated by the regenerative brake in the moving state of the railway vehicle 1 acquired by the acquisition unit 291. In the embodiment, cooling or heating operation is performed at the maximum frequency), and cooling or heating operation is also performed while it is determined that the railway vehicle 1 is stopped after deceleration. Further, the control unit 292 stops the cooling and heating operation while it is determined that the railway vehicle 1 is powering after the stop in the moving state of the rail vehicle 1 acquired by the acquisition unit 291, The fan is operated inside.

  Further, the acquisition unit 291 may acquire the position information of the railway vehicle 1 from the master controller 220. And the control part 292 may perform various air-conditioning control based on the distance relationship between the rail vehicle 1 and a station.

  FIG. 3 is a diagram illustrating a control example according to the moving state of the railway vehicle 1 by the control unit 292 according to the present embodiment. As shown in FIG. 3, the railway vehicle 1 changes into a coasting section 301, a deceleration section 302 by regenerative braking, a stop section 303, and a power running section 304 according to the transition of time. In the example shown in FIG. 3, after coasting for 240 seconds or longer (coasting section 301), deceleration by regenerative braking from 90 km / h to stopping is performed (about) 45 seconds (deceleration section 302), (about) After stopping for 30 seconds (stop section 303), the speed is increased from 0 km / h to 100 km / h by performing power running for about 70 seconds (power running section 304). Note that the time and speed are not limited to the example shown in FIG. 3, and differ according to actual operation. In the example shown in FIG. 3, the case where the cooling control is performed as air conditioning in the summer will be described. However, the same control is performed in the case where the heating control is performed in the winter, and the description thereof will be omitted.

  In the example shown in FIG. 3, 15 seconds before the coasting section 301 ends, the control unit 292 of the microcomputer controller 211 causes the compressors 201 </ b> A and 201 </ b> B to maintain the operation currently being performed. Control 311 is performed. In other words, in this embodiment, the forced operation of cooling or heating is performed when deceleration by the regenerative brake is started by maintaining the ON / OFF state of the current temperature control performed before the coasting section ends. That the compressors 201A and 201 can be operated in accordance with the instructions, in other words, the compressors 201A and 201 are stopped and the back pressure is activated, so that the forced operation cannot be performed immediately. It was decided to deter.

  In addition, since the route of the railway vehicle 1 is determined in advance, the control unit 292 also determines a point (timing) at which deceleration by regenerative braking is performed. The moving state of the railway vehicle 1 transmitted from the TCMS 221 also includes the timing at which the regenerative brake is applied. Therefore, the control unit 292 recognizes the position (time) at which the regenerative braking is applied based on the movement state of the railway vehicle 1 transmitted from the TCMS 221, and performs the compressor operation fixing control 311 15 seconds before that. By restricting the operation of such a compressor, smooth transition of air conditioning control and protection of the compressor are possible. Since the position (time) at which regenerative braking is performed is fixed on the route, switching of air conditioning control can be realized easily and at low cost.

  Then, when the control unit 292 recognizes that the railway vehicle 1 has started to decelerate due to the regenerative brake based on the movement state acquired by the acquisition unit 291, the control unit 292 interrupts the air conditioning control based on the temperature and humidity in the vehicle of the rail vehicle 1 and compresses it. A forced cooling “strong” command 312 is issued to the machines 201A and 201B. Furthermore, the control unit 292 instructs the compressors 201A and 201B to operate at the maximum frequency. In this embodiment, the maximum frequency is assumed to be 115 Hz. That is, control is performed so that regenerative energy generated by the regenerative brake is used in forced cooling.

  Furthermore, when the control unit 292 recognizes that the railway vehicle 1 has stopped due to the movement state acquired by the acquisition unit 291, the control unit 292 issues a forced cooling “strong” command 313. However, it is instructed to operate at a frequency (for example, 50 Hz) in which the noise value is suppressed as compared with that during deceleration by regenerative braking.

  Furthermore, the control unit 292 stops the operation of the compressors 201 </ b> A and 201 </ b> B when it recognizes that the moving state acquired by the acquisition unit 291 until the railcar 1 starts and moves to a constant speed is performed. Thus, a forced air blowing command 314 for blowing air to all vehicles of the railway vehicle 1 is performed. That is, since the blower control has the least power consumption, power consumption due to air conditioning can be suppressed in a section where power consumption is required for powering.

  Further, in the present embodiment, the regenerative energy priority mode 321 is set while the forced cooling “strong” command 312, the forced cooling “strong” command 313, and the forced air blowing command 314 are performed, based on the indoor temperature sensor 209. Air conditioning control is suppressed. In the section where coasting is performed, the regenerative energy priority mode is turned off, and air conditioning control based on the indoor temperature sensor 209, in other words, control in the temperature control mode is performed.

  That is, in the present embodiment, in the deceleration section 302 and the stop section 303 where regenerative energy is generated, energy is actively consumed by forcibly cooling, and in the power running section 304, air flow control is performed, While maintaining the temperature, the power consumption of the entire vehicle can be suppressed at low cost, and overcharging of the power storage medium 214 can be mitigated.

  In the present embodiment, a part of energy that has been conventionally released as heat into the atmosphere can be directed to consumption by forced operation of the air conditioner compressor without increasing the capacity of the power storage medium 214. Energy saving can be realized.

  In the present embodiment, an example in which the frequency is suppressed while the vehicle is stopped has been described. However, the control may be performed so that the frequency varies according to the temperature inside the railway vehicle 1. FIG. 4 is a diagram illustrating air conditioning control by the control unit 292 according to a modification. As shown in FIG. 4, air conditioning control based on the indoor temperature sensor 209 is performed in the coasting section. For this reason, in the coasting section, depending on the temperature in the vehicle, the “weak” command for cooling or heating, the “medium” command for cooling or heating, the “strong” command for cooling or heating, and “blower” that does not use cooling and heating A command has been issued.

  In the case of “weak” command, “medium” command, and “air blowing” in the coasting section, the same control as in the first embodiment is performed in the deceleration section, the stop section, and the powering section, but the coasting section is “strong”. In the case of “command”, the “strong” command is performed at the maximum frequency even in the stop section. In other words, when a “strong” command is issued in the coasting section, it is considered that the temperature needs to be lowered or raised. In view of this, control was performed with a “strong” command at the maximum frequency even in the stop section. Thereby, control according to the temperature in the vehicle can be realized.

  Next, the overall processing of air conditioning control in the microcomputer controller 211 according to the present embodiment will be described. FIG. 5 is a flowchart showing the above-described processing procedure in the microcomputer controller 211 according to the present embodiment. In the example shown in FIG. 5, it is assumed that the railway vehicle 1 is coasting and air conditioning control based on the indoor temperature sensor 209 has already been performed.

  Then, the control unit 292 of the microcomputer controller 211 determines whether or not it is 15 seconds before the regeneration is started in the moving state acquired by the acquisition unit 291 (step S501). If it is determined that it is not 15 seconds ago (step S501: No), the air conditioning control based on the indoor temperature sensor 209 is continued, and step S501 is performed again.

  When the control unit 292 determines that 15 seconds before the start of regeneration (step S501: Yes), the operation state of the compressors 201A and 201B is fixed (step S502). Thereafter, the control unit 292 determines whether or not a regeneration command (deceleration command by regenerative braking) has been issued by the TCMS 221 in the movement state acquired by the acquisition unit 291 (step S502). If it is determined that the regeneration command has not been issued (step S503: No), the processing is performed again from step S502.

  On the other hand, if the control unit 292 determines that the regeneration command (deceleration command by regenerative braking) has been performed in the TCMS 221 (step S503: Yes), the compressor 201A, 201B is forcedly cooled or heated at the maximum frequency. Operation control is performed so as to perform (step S504). As a result, regenerative energy is consumed.

  Thereafter, the control unit 292 determines whether or not the railway vehicle 1 has stopped in the movement state acquired by the acquisition unit 291 (step S505). When it determines with having not stopped (step S505: No), the process of step S504 is performed again.

  On the other hand, when it determines with the railcar 1 having stopped (step S505: Yes), the control part 292 performs driving | operation control so that cooling or heating is forcibly performed by fixed frequency (for example, 50 Hz) (step S506).

  Thereafter, the control unit 292 determines whether a powering command has been issued by the TCMS 221 in the movement state acquired by the acquisition unit 291 (step S507). If it is determined that there is no power running command (step S507: No), operation control at a fixed frequency in step S506 is continuously performed.

  On the other hand, when it determines with the power running command being performed by TCMS221 (step S507: Yes), the control part 292 performs all-vehicles ventilation operation (step S508).

  Thereafter, the control unit 292 determines whether or not a power running end command has been issued in the movement state acquired by the acquisition unit 291 (step S509). If it is determined that there is no command to end power running (step S509: No), the all-car blowing operation in step S508 is continuously performed.

  On the other hand, if the control unit 292 determines that a power running end command has been issued in the movement state acquired by the acquisition unit 291 (step S509: Yes), air conditioning control based on the indoor temperature sensor 209 is performed (step S510). ). Thereafter, the processing is performed again from step S501.

  In this embodiment, in a normal commuting / suburban vehicle, the power running section is between 1 and 2 minutes, the deceleration section by regenerative braking is almost the same time, and most of the operation time is the coasting section. For this reason, in the present embodiment, when the above-described control is performed, the influence on the in-vehicle temperature is small and the same level of comfort as the conventional one can be maintained. Furthermore, since the forced operation is continued even when the vehicle is stopped, the temperature change range that has fluctuated due to the inflow of the heat load due to the door being open can be reduced as compared with the conventional case. Furthermore, in terms of the experience, the passenger enters the well-cooled vehicle, and after that, it is controlled to reduce sweat with strong air flow, so that it can meet the passenger's experience request.

  Further, in the present embodiment, when the regenerative braking is finished and the vehicle stops at the station, the noise generated from the railway vehicle 1 is reduced, but the control of the compressors 201A and 201B is changed from the maximum frequency to a lower frequency accordingly. By changing to a wave number (for example, 50 Hz), the influence of noise on the station building and passengers can be suppressed.

  Further, in the present embodiment, power consumption can be suppressed by forcibly controlling the blowing of all vehicles during powering, so that the peak current borne by the substation can be suppressed and leveling can be promoted.

(Second Embodiment)
In the first embodiment, an example in which cooling or heating is forcibly performed in a deceleration section where regenerative braking is performed has been described. As described above, when cooling or heating is forcibly performed in a deceleration zone, if the interval between stations is short, the time for which cooling or heating is forcibly performed becomes relatively long. There is a possibility that it cannot be maintained. Therefore, in the second embodiment, an example in which air conditioning control is varied according to the distance between stations will be described.

  FIG. 6 is a diagram showing an air conditioning control example in the microcomputer controller 211 according to the present embodiment. In the example illustrated in FIG. 6, the coasting sections 601, 602, and 603 are different according to the difference in station interval. In the present embodiment, the control unit 292 performs air-conditioning control based on the indoor temperature sensor 209 as the temperature adjustment mode at the start of the coasting section. Then, the temperature correction control is performed after 100 seconds have elapsed in the coasting section. Thereby, for example, the correction section 613 of the coasting section 603 is longer than the correction section 612 of the coasting section 602.

  In the correction section (for example, the correction sections 611, 612, and 613), the control unit 292 causes the railway vehicle 1 to travel with inertia during the time during which the railway vehicle 1 is decelerating with the regenerative brake (hereinafter also referred to as deceleration time). As the ratio to the running time (hereinafter also referred to as coasting time) increases, control to weaken the cooling or heating operation is performed. In this embodiment, an example in which the temperature correction control is performed after 100 seconds have elapsed in the coasting section will be described. However, the temperature correction control is not limited to after 100 seconds, and correction is performed while the railway vehicle 1 is traveling in inertia. Should be done.

  FIG. 7 is a diagram illustrating an example of a correspondence table of correction coefficients β for performing temperature correction control of the control unit 292 according to the present embodiment. In the example illustrated in FIG. 7, the railway type example, the ratio (t2 / t1), and the correction coefficient β are associated with each other. The ratio shown in FIG. 7 indicates the ratio of the deceleration time (t2) to the coasting time (t1). The correction coefficient β is a correction coefficient that is multiplied by the frequency at which the air conditioning derived based on the room temperature sensor 209 is operated after 100 seconds have elapsed in the coasting section. In the present embodiment, the ratio used for the temperature correction control is not limited to the deceleration time with respect to the coasting time. For example, the sum of the deceleration time and the stop time with respect to the coasting time may be used.

  For example, since the coasting section becomes longer for an express vehicle or the like, the correction coefficient β is set to a large value of 1.0 when the ratio (t2 / t1) is small (0.05 or less). On the other hand, in the subway / new traffic, the coasting section becomes shorter, so the ratio (t2 / t1) becomes large (for example, 0.5) or more (in other words, the ratio of time for forced air conditioning is large) ), The correction coefficient β is set to a small value of 0. Thus, in this embodiment, the correction coefficient β corresponding to the ratio (t2 / t1) is set.

  Furthermore, the control unit 292 of the present embodiment also performs air conditioning correction control according to the air conditioning load status determination. FIG. 8 is a diagram showing an example of a correction coefficient α correspondence table for performing temperature correction control of the control unit 292 according to the present embodiment. In the example shown in FIG. 8, the output frequency of the air conditioning and the correction coefficient α when 100 seconds have passed in the coasting section are shown. In the present embodiment, with reference to the correspondence table shown in FIG. 8, the correction coefficient α is set according to the output frequency when 100 seconds have passed. Thereby, when the air conditioning control is operating strongly, the operation is continuously performed at a high frequency, and when the air conditioning control is not operating very much, the control is performed so as to operate at a lower frequency. Thereby, for example, when a large number of people are on the railway vehicle 1 and the air conditioning control is working stronger, the stronger air conditioning control is continuously performed, so that comfort can be ensured.

And the control part 292 derives the correction | amendment driving | operation frequency f for performing the air-conditioning control after 100 second passes in a coasting area by the following formula | equation (1) based on correction coefficient (alpha) and (beta) mentioned above. f ₀ is a frequency for operating the air conditioning derived based on the indoor temperature sensor 209.
f = α × β × f ₀ (1)

  As a result, if correction was not performed in the correction sections 611, 612, and 613 in FIG. 6, the air conditioning control should have been performed at the frequencies 621, 622, and 623. The operation with the corrected operation frequencies 631, 632, and 633 thus performed is performed. As a result, the temperature transition 641 of the railway vehicle 1 when no correction is performed is corrected to the temperature transition 642 of the railway vehicle 1. Note that Ts is a reference temperature for air conditioning control.

  Next, the overall processing of air conditioning control in the microcomputer controller 211 according to the present embodiment will be described. FIG. 9 is a flowchart showing a procedure of the above-described processing in the microcomputer controller 211 according to the present embodiment. In the example shown in FIG. 9, it is assumed that the railway vehicle 1 is coasting and air conditioning control based on the indoor temperature sensor 209 has already been performed. Note that the initial value of the number of coasting n is “1”.

  Then, the control unit 292 of the microcomputer controller 211 determines whether or not the current number of times of coasting n is greater than the “4” th time after 100 seconds from the start of coasting (step S901). When it is determined that the number of coasting n is “4” or less (step S901: No), the control unit 292 substitutes “1” for the correction coefficient α and substitutes “1” for the correction coefficient β (step S902). ).

  On the other hand, when the control unit 292 determines that the current number of times of coasting n is greater than '4' (step S901: Yes), the control unit 292 calculates an average value t1 of the past four coasting times (step S903). Next, the control unit 292 calculates an average value t2 of deceleration times due to the past four regenerative brakings (step S904). Then, the control unit 292 calculates the correction coefficient β from the ratio (t2 / t1) and the table shown in FIG. 7 (step S905).

  Then, the control unit 292 calculates the correction coefficient α based on the average value of the frequencies derived based on the room temperature sensor 209 after 100 seconds have elapsed in the past four coasts (step S906).

Further, the control unit 292 calculates the frequency f ₀ after 100 seconds from the start of coasting (step S907). Then, the control unit 292 calculates a corrected operation frequency f = α × β × f ₀ (step S908).

  Then, the control unit 292 issues an operation command according to the corrected operation frequency f (step S909). Thereafter, the control unit 292 determines whether or not the movement state acquired by the acquisition unit 291 is 15 seconds before the regeneration is started (step S910). When it is determined that it is not 15 seconds ago (step S910: No), the operation command in step S909 is continued.

  When the control unit 292 determines that 15 seconds before the start of regeneration (step S910: Yes), the operation state of the compressors 201A and 201B is fixed (step S911). Then, air-conditioning control is performed in the same processing procedure as steps S503 to 510 in FIG. 5 (steps S912 to S919). Thereafter, the control unit 292 increases the number of coasting times by 1 (step S920), and then performs the processing from step S901 again.

  By the processing procedure described above, in addition to the effects of the first embodiment, air conditioning control according to the length of the coasting time becomes possible.

  In other words, in the process of the first embodiment, effective control is performed on a suburban train whose coasting time is 240 seconds or longer, but the distance between stations is extremely short, such as a subway, and air conditioning control cooling is performed at the station. In the situation where is complete, the effect of air conditioning control may be too strong. Therefore, as in the second embodiment, the correction coefficient β based on the ratio of the sum t2 of the deceleration time due to regenerative braking and the stopping time and the coasting time t1, and the correction coefficient based on the air conditioning load about 100 seconds after the end of power running By performing the air conditioning control using α, the temperature control operation in the latter half of the coasting operation is consciously made so that the in-vehicle temperature deviates from the set value to the load dominant side, and the forced air conditioning control that is periodically repeated (for example, Heating or cooling) can be prevented from becoming a disturbance in the air conditioning control according to the reference temperature Ts. In the processing procedure shown in FIG. 9, the example of taking the average of the number of coasting times four times has been described in order to grasp the size of the air conditioning load and the characteristics of the route (whether the distance between the stations is short). It is not limited to this, and may be 5 times or more, or 3 times or less. Further, it may be a single dose.

  In the present embodiment, in order to mitigate the influence of forced air conditioning operation performed during deceleration by regenerative braking as a disturbance, the correction coefficient α described above with respect to the frequency derived based on the indoor temperature sensor 209, A constant bias was applied at β. Thereby, while using comprehensive regenerative energy as an air-conditioning load, appropriate air-conditioning control is realizable.

  In the present embodiment, the influence on the in-vehicle temperature can be suppressed even in the air conditioning of a subway where the ratio of the section where regeneration is performed is large.

  Furthermore, in the present embodiment, the magnitude of the air conditioning control is determined based on the frequency at a certain time after the end of power running, and correction is performed so that the adverse effect of forced air conditioning does not occur in the latter half of the coasting operation. You can deter it.

  Furthermore, this embodiment can be discretely processed using only time (for example, coasting time, stop time, deceleration time) and frequency (derived based on the indoor temperature sensor 209) as parameters when performing correction. Therefore, the correction process can be realized easily and at low cost.

  Further, in the present embodiment, since the air conditioning control is corrected based on the movement state of the railway vehicle 1 acquired by the acquisition unit 291, the position of the railway vehicle 1, and the operation command by the master controller 220, the vehicle configuration Comfortable and energy-saving air-conditioning operation can be realized regardless of differences in routes and distances between stations.

(Third embodiment)
In 2nd Embodiment, the control which can weaken the influence of forced operation was implement | achieved according to the distance between stations by correction | amendment of air-conditioning control. However, by performing heating or cooling as compulsory air conditioning control, there is a possibility that a problem such as “too cold” or “too hot” may occur when the number of passengers is low, for example. Therefore, in the third embodiment, an example in which forced air conditioning control is adjusted based on the in-vehicle temperature and humidity of the railway vehicle 1 will be described. In the present embodiment, the railway vehicle 1 needs to be equipped with a plurality of compressors 201A and 201B.

  The acquisition unit 291 of the present embodiment acquires the temperature inside the railway vehicle 1 and the humidity outside the vehicle in addition to the processing performed in the first embodiment.

  The control unit 292 controls the plurality of compressors 201A and 201B to both perform cooling or heating operation when the difference between the temperature in the railway vehicle 1 and the reference temperature Ts is larger than a predetermined threshold value, and is within the threshold value. In this case, control is performed so that one of the plurality of compressors 201A and 201B is in a cooling operation and the other is in a heating operation. Further, the control unit 292 controls the compressors 201A and 201B in consideration of the humidity outside the vehicle.

  The control unit 292 of the present embodiment controls the plurality of compressors 201A and 201B based on a predetermined condition. FIG. 10 is a diagram illustrating an example of conditions for controlling the compressors 201A and 201B by the control unit 292 of the present embodiment. FIG. 10 shows an example of conditions in the summer season (April to September), and different conditions are set depending on the season.

  As shown in FIG. 10, the commands for the compressors 201A and 201B are determined based on the combination of the humidity outside the vehicle and the difference between the in-vehicle temperature T and the reference temperature Ts 100 seconds after starting coasting. To do.

  As shown in FIG. 10, 100 seconds after the start of coasting, when the value obtained by subtracting the reference temperature Ts from the current in-vehicle temperature T of the railway vehicle 1 is 5 ° C. or more and the humidity is 85% or less, 2 Forced cooling operation (for example, the first compressor 201A: cold 115 Hz, the second compressor 201B: cold 115 Hz) is performed by the two compressors 201A, 201B, and in other cases, the two compressors 201A, 201B By controlling the cooling of one of them and forcing "dehumidification" with the other in the heating mode, there is little effect on the temperature inside the vehicle, and it temporarily increases when the door opens or passengers move Humidity can be suppressed.

  In this embodiment, dehumidification is performed when it is not desired to forcibly lower or raise the temperature. Even in dehumidification, the two compressors 201A and 201B are operated with high power (for example, the first compressor 201A: cold 115 Hz, the second compressor 201B: warm 115 Hz), so that the deceleration zone by regenerative braking is used regardless of the season. Thus, driving with a large total vehicle power consumption is possible. Thereby, the problem of overcharging of the power storage medium 214 can be alleviated.

  Further, as shown in FIG. 10, when one of the two compressors 201A and 201B is controlled to be cooled and the other is set to the heating mode to perform “dehumidification”, the frequency can be changed to be cooled. It is strong (for example, the first compressor 201A: cold 115 Hz, the second compressor 201B: warm 90 Hz) or warm (for example, the first compressor 201A: cold 90 Hz, the second compressor 201B) : Warm 1150 Hz).

  According to the present embodiment, since the dehumidification is performed by the interior temperature and the exterior humidity in the section where forced operation is performed, even if forced air conditioning is performed when it is not desired to change the room temperature, the influence on the interior temperature is not affected. Can be suppressed. Furthermore, although there is a tendency for the humidity to increase temporarily due to the opening of the door or the movement of passengers, the increase in the humidity can be suppressed.

  Furthermore, although dehumidification control has little temperature change, since power consumption is high in strong operation, regenerative energy can be used effectively, so that power consumption can be increased in the deceleration zone by regenerative braking regardless of the season. . Thereby, the overcharge of an electric power storage can be suppressed.

  According to the above-described embodiment, instead of increasing the weight of the railway vehicle 1 by increasing the amount of stored electricity, the above-described control is performed, so that an ordinary air conditioner with a dehumidifying function is used as it is, and the power storage medium 214 is used. Thus, it is possible to comfortably maintain the temperature and humidity environment in the vehicle and greatly contribute to energy saving.

  In the above-described embodiment, by performing air conditioning control according to the moving state of the railway vehicle 1, it is possible to adjust the power consumption of the air conditioning that was unrelated to the temporal variation of energy used for traveling of the railway vehicle 1 according to the moving state. As a result, the peak power consumption of the railway vehicle 1 can be suppressed. This makes it possible to reduce the size of the substation equipment and contribute to the smoothing of power consumption, which is a demand of society as a whole.

  Furthermore, in the above-described embodiment, the problem of overcharging the power storage device can be alleviated by simply updating the software of the air conditioning control device currently used without adding a large-scale power storage device. Thereby, reduction of power consumption is realizable at low cost.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These 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 the equivalents thereof.

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle, 10 ... Station building platform, 201A, 201B ... Compressor, 202A, 202B ... Four-way valve, 203A, 203B ... Indoor heat exchanger, 204A, 204B ... Outdoor heat exchanger, 205 ... Indoor fan, 206 ... Outdoor Blower, 207 ... auxiliary power supply, 208 ... air conditioning inverter, 209 ... indoor temperature sensor, 210 ... outdoor temperature sensor, 211 ... microcomputer controller, 212 ... auxiliary relay, 214 ... power storage medium, 215 ... inverter main circuit device, 216 ... Main motor, 217 ... Contactor, 220 ... Master controller, 221 ... TCMS, 222 ... Pantograph, 223 ... Filter reactor, 231 ... Rail, 291 ... Acquisition unit, 292 ... Control unit.

Claims (4)

An acquisition unit for acquiring the movement state of the railway vehicle;
While it is determined that the railway vehicle has been decelerated by the regenerative brake in the moving state of the railway vehicle acquired by the acquisition unit, the cooling or heating operation is performed more strongly than before the deceleration is performed, and the deceleration Cooling or heating operation is performed while it is determined that the railway vehicle is stopped later, and cooling and heating operation is stopped while it is determined that the railway vehicle is powering after the stop. , according to the have line blowing operation in a rail vehicle, the ratio of the time and that the railway vehicle and the time which the railway vehicle is subjected to deceleration by regenerative braking is carried out traveling by inertia increases, the railcar A control unit that performs control to weaken cooling or heating operation while traveling by inertia ,
A vehicle air conditioning control device. The control unit controls the cooling or heating operation while suppressing the operation frequency during the time when the railcar is determined to be stopped as compared with the time during which the railcar is determined to be decelerated by the regenerative brake. I do,
The vehicle air-conditioning control apparatus according to claim 1. The control unit controls to fix the operation of the compressor that performs cooling or heating operation from a predetermined time before the railroad vehicle starts to decelerate by regenerative braking until a time to start deceleration,
The vehicle air-conditioning control apparatus according to claim 1 or 2. The acquisition unit further acquires the temperature in the railway vehicle,
When the railway vehicle is provided with a plurality of compressors, the control unit is configured such that the difference between the temperature in the railway vehicle and a predetermined temperature is greater than a predetermined threshold value. Both are controlled to perform cooling or heating operation, and if within the threshold value, control one of the plurality of compressors to perform cooling operation and the other to perform heating operation.
The vehicle air conditioning control device according to any one of claims 1 to 3 .

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