Air-conditioning control device

Abstract

To provide an air-conditioning control device which controls air-conditioning by predicting a flow of air or a temperature change in a car along with traveling of a train.SOLUTION: This air-conditioning control device comprises an acquisition unit that acquires, as acquisition data, information on the motion of a vehicle including a set temperature, an in-car temperature, an out-of-car temperature, an adjacent car inside temperature, and a speed or accelerator. The air-conditioning control device further comprises a calculation unit that calculates the air-conditioning strength of an air-conditioner. The air-conditioning control device yet further comprises an output unit that converts the air-conditioning strength, and outputs an air-conditioning command value. The calculation unit includes an in-car temperature correction unit that estimates a change of the in-car temperature caused by air flowing-in from outside the car or an adjacent vehicle on the basis of the acquisition data, and corrects the in-car temperature. The calculation unit further includes an air-conditioning strength setting unit that calculates the air-conditioning strength from the corrected in-car temperature corrected by the in-car temperature correction unit.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] An embodiment of the present invention relates to an air conditioning control device. [Background technology]

[0002] During an epidemic, railway air conditioning is operated with the windows of train cars open to ensure ventilation from the outside, or, depending on the railway operator, with the coupling doors open. When air conditioning is operated with the windows or coupling doors open, air flows into the train cars from the outside as the train moves, and air also moves between the train cars. If air conditioning is performed in such an environment, hot air may flow in from outside the train cars, causing the temperature inside the train cars to not cool as expected, or cold air may flow in from adjacent train cars, causing the train cars to cool more than expected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2021 / 024730 [Patent Document 2] JP 2021-138194 A Summary of the Invention [Problem to be solved by the invention]

[0004] There is a technology that uses vehicle operation information to control air conditioning. In this technology, the air conditioning is controlled using information related to the vehicle's running as the operation information. However, the above technology cannot control the air conditioning in response to changes in air flow caused by running.

[0005] In view of this problem, according to the present embodiment, an air conditioning control device is provided that predicts air flow or temperature changes inside the train that accompany the running of the train and controls the air conditioning. [Means for solving the problem]

[0006] According to one embodiment, the air conditioning control device includes an acquisition unit that acquires information on the movement of the vehicle, including a set temperature, an inside-vehicle temperature, an outside-vehicle temperature, an inside-adjacent-vehicle temperature, and a speed or acceleration, as acquired data. The air conditioning control device further includes a calculation unit that calculates the air conditioning intensity of an air conditioner. The air conditioning control device further includes an output unit that converts the air conditioning intensity and outputs an air conditioning command value. The calculation unit further includes an inside-vehicle temperature correction unit that estimates a change in the inside-vehicle temperature due to air flowing in from outside the vehicle or from an adjacent vehicle based on the acquired data and corrects the inside-vehicle temperature. The calculation unit further includes an air conditioning intensity setting unit that calculates the air conditioning intensity from the corrected inside-vehicle temperature corrected by the inside-vehicle temperature correction unit. [Brief description of the drawings]

[0007] [Figure 1] 1 is a schematic diagram of an air conditioning control device and a vehicle according to a first embodiment. [Diagram 2] 3A to 3C are diagrams illustrating air flows when a vehicle in the first embodiment accelerates or decelerates. [Diagram 3] 1 is a block diagram of an air conditioning control device in a first embodiment. [Figure 4] FIG. 4 is a diagram illustrating a method for calculating conditioning intensity in the first embodiment. [Diagram 5] 4 is an example of a strength determination table in the first embodiment. [Figure 6] 4 is a diagram illustrating an example of a correspondence relationship between the air conditioning intensity and the operation of a compressor in an air conditioner in the first embodiment. FIG. [Figure 7] FIG. 4 is a diagram illustrating a method for correcting the in-vehicle temperature in the first embodiment. [Figure 8] 5 is a flowchart illustrating an example of an operation flow of a vehicle interior temperature correction unit in the first embodiment. [Figure 9] FIG. 11 is a block diagram of an air conditioning control device according to a second embodiment. [Figure 10] FIG. 11 is a diagram illustrating a method for correcting conditioning intensity in the second embodiment. [Figure 11] 13 is an example of an air conditioning intensity correction table in the second embodiment. [Figure 12] FIG. 13 is a diagram illustrating a method for correcting the in-vehicle temperature in the third embodiment. [Figure 13] 13 is a diagram illustrating input and output of an acceleration / deceleration prediction unit in the third embodiment. FIG. [Figure 14] 13 is an example of a standard running pattern in the third embodiment. [Figure 15] 13 is an example of an extracted acceleration / deceleration prediction result in the third embodiment. [Figure 16] FIG. 13 is a diagram illustrating a method of correcting the interior temperature in a modified example of the third embodiment. [Figure 17] FIG. 13 is a hardware configuration diagram of an air conditioning control device according to a fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. The present embodiment does not limit the present invention. The drawings are schematic or conceptual, and the ratio of each part is not necessarily the same as the actual one. In the specification and drawings, elements similar to those described above with respect to the previous drawings are given the same reference numerals, and detailed descriptions are omitted as appropriate.

[0009] (First embodiment) FIG. 1 is a schematic diagram of an air conditioning control device and a vehicle in the first embodiment.

[0010] FIG. 1 shows an X-axis, a Y-axis, and a Z-axis that are perpendicular to each other. The X-axis corresponds to the direction of the railroad rails (the traveling direction of the vehicle 100) of the railway vehicle (hereinafter simply referred to as the vehicle 100). The Y-direction corresponds to the width direction of the vehicle 100. The Z-direction corresponds to the longitudinal direction (vertical direction) of the vehicle 100. The +Z direction corresponds to the upward direction, and the -Z direction corresponds to the downward direction. Note that the -Z direction may or may not strictly coincide with the direction of gravity. Furthermore, the vehicle 100 immediately preceding or following a certain vehicle 100 is referred to as an adjacent vehicle.

[0011] In FIG. 1, three cars 100 are coupled together to form one train. The speed of this train is controlled by a notch 106. Each car 100 is equipped with an air conditioner 101 that provides conditioned air to the passenger compartment through cooling or heating operation. Each car 100 is also equipped with an air conditioning control device 102 that controls the air conditioner 101 of one car 100. In this embodiment, an example in which the air conditioning control device 102 is equipped in each car 100 will be described, but it is not necessarily required that each car 100 is equipped with the air conditioning control device 102. For example, the air conditioning control device 102 may be equipped in one car 100 and perform centralized control, or the air conditioning control device 102 may be installed in a remote operation control center and control the air conditioner 101 via wireless communication.

[0012] The compressor of the air conditioner 101 may be an on / off controlled compressor or an inverter type compressor capable of changing the rotation speed of the motor. The compressor of the air conditioner 101 may use other drive methods.

[0013] The air conditioning control device 102 in this embodiment predicts air flow and temperature changes inside the vehicle based on driving information such as the vehicle interior temperature measured by a vehicle thermometer 103 provided in each vehicle 100, the vehicle exterior temperature measured by an external temperature gauge 104 provided outside the vehicle 100, and speed and acceleration measured by a speed detection device 105 provided outside the vehicle 100, and controls the air conditioner 101. This measurement data is used for air conditioning control after being collected by a data collection device 107. Although the following description will be mainly given using air conditioning control during cooling operation as an example, the air conditioning control device 102 in this embodiment can also be used for heating operation.

[0014] 2A and 2B are diagrams for explaining the air flow when the vehicle 100 in the first embodiment accelerates or decelerates.

[0015] Fig. 2A shows the air flow between the cars 100 in a three-car train when the cars 100 accelerate, and Fig. 2B shows the air flow between the cars 100 in a three-car train when the cars 100 decelerate. Figs. 2A and 2B are views of the train as viewed from the +Z axis direction. Figs. 2A and 2B show a state in which the connecting doors between the cars 100 are open, and the gaps between the cars 100 indicate window openings. For the sake of explanation, in Figs. 2A and 2B, cars are designated as No. 1, No. 2, and No. 3, respectively, from the +X direction (the direction in which the train travels) toward the -X direction.

[0016] 2A shows a state in which the train is accelerating in the direction of travel. When vehicle 100 accelerates, air mainly flows in through the window opening at the front of car No. 1, flows through the couplings to cars No. 1, No. 2, and No. 3, and exits through the window opening in car No. 3.

[0017] When air with a higher temperature outside the vehicle or from an adjacent vehicle flows into a vehicle 100, the temperature inside the vehicle 100 is expected to rise, and when air with a lower temperature outside the vehicle or from an adjacent vehicle flows into the vehicle 100, the temperature inside the vehicle 100 is expected to drop.

[0018] For example, if the temperature of the air outside the car is higher than the temperature inside car 1, the inflow of air will cause the temperature inside car 1 to rise. Also, if the temperature inside car 1 is higher than the temperature inside car 2, the inflow of air from car 1 will cause the temperature inside car 2 to rise. Similarly, if the temperature of the air outside the car is lower than the temperature inside car 1, the inflow of air will cause the temperature inside car 1 to fall. Also, if the temperature inside car 1 is lower than the temperature inside car 2, the inflow of air from car 1 will cause the temperature inside car 2 to fall.

[0019] In Fig. 2B, the opening of the windows and couplings and the direction of travel are the same as in Fig. 2A, and the train is shown decelerating by braking. When car 100 accelerates, air mainly flows in through the window openings of car 3, which is the rear car, flows through the couplings to cars 3, 2, and 1, and exits through the window openings of car 1.

[0020] When air with a higher temperature outside the vehicle or from an adjacent vehicle flows into a vehicle 100, the temperature inside the vehicle 100 is expected to rise, and when air with a lower temperature outside the vehicle or from an adjacent vehicle flows into the vehicle 100, the temperature inside the vehicle 100 is expected to drop.

[0021] The air conditioning control device 102 of this embodiment estimates a change in the temperature inside the vehicle due to this air flow, and controls the air conditioner 101 based on the estimated temperature inside the vehicle.

[0022] FIG. 3 is a block diagram of the air conditioning control device in the first embodiment.

[0023] In this embodiment, the air conditioning control device 102 includes an acquisition unit 10, a calculation unit 20, an output unit 30, and a storage unit 40. The air conditioning control device 102 can be realized, for example, by installing a program for the air conditioning control device 102 on a PC (Personal Computer). A CPU (Central Processing Unit) in the air conditioning control device 102 executes the program for the air conditioning control device 102 to realize the functions of the acquisition unit 10, the calculation unit 20, the output unit 30, and the storage unit 40. For example, the storage unit 40 is constructed on an auxiliary storage device such as an HDD (Hard Disk Drive).

[0024] The memory unit 40 stores an intensity determination table 10e for determining the air conditioning intensity 20a, which is the intensity at which the air conditioner 101 is operated. The memory unit 40 also stores information relating to the movement of the vehicle 100 as operation information 10f. The information relating to the movement of the vehicle 100 uses, for example, the speed and acceleration of the train composition, and information collected by a data collection device 107 is stored. The memory unit 40 also stores correction parameters 10g for correcting the temperature inside the train. For example, the correction parameters 10g may be an average flow velocity α(m 3The relationship between the average flow velocity α (s) and the average acceleration time or deceleration time β (s) is linked to an inflow volume table and stored in the memory unit 40. The values ​​of the average flow velocity α and the average acceleration time or deceleration time β may be associated with the inflow volume table as different values ​​during acceleration and deceleration, and stored in the memory unit 40. For the sake of explanation below, the values ​​of the average flow velocity α and the average acceleration time or deceleration time β will be described using the same values ​​during acceleration and deceleration.

[0025] In this example, the operation will be described taking the air conditioning control device 102 installed in car No. 2 as an example. The acquisition unit 10 acquires the set temperature 10a of the air conditioner 101 input by the crew member from an input interface (not shown) of the air conditioning control device 102 installed in the driver's seat or the like. The acquisition unit 10 also acquires an interior temperature 10b, which is the temperature inside the vehicle, from a vehicle thermometer 103 installed in car No. 2. The acquisition unit 10 also acquires an exterior temperature 10c, which is the temperature outside the vehicle, from an outside temperature gauge 104 installed outside car No. 1. The acquisition unit 10 also acquires adjacent interior temperatures 10d, which are the temperatures of the adjacent vehicles, from adjacent cars No. 2 and No. 3.

[0026] The acquisition unit 10 also reads out an intensity determination table 10e stored in the storage unit 40 and acquires values ​​from the table. These values ​​are used to determine the air conditioning intensity 20a. In this example, the acquisition unit 10 acquires acceleration as operation information 10f of the vehicle 100 from the storage unit 40. The acquisition unit 10 also acquires correction parameters 10g from the storage unit 40. The information acquired from the storage unit 40 may be loaded into memory, for example, when a program of the air conditioning control device 102 is executed.

[0027] The calculation unit 20 calculates the conditioning intensity 20a of the air conditioner 101 using the information acquired by the acquisition unit 10. In this embodiment, the calculation unit 20 includes an air conditioning intensity setting unit 20A and an interior temperature correction unit 20B.

[0028] The output unit 30 converts the air conditioning intensity 20a calculated by the calculation unit 20, and outputs an air conditioning command value 30a. The second air conditioner 101 receives the input of this air conditioning command value 30a and performs air conditioning at a predetermined intensity.

[0029] FIG. 4 is a diagram for explaining a method of calculating the conditioning intensity in the first embodiment.

[0030] In this example, in order to explain the calculation method of the air conditioning intensity 20a, the functional blocks and acquired data taken up in Fig. 3 will be excerpted and explained. The air conditioning intensity setting unit 20A calculates and outputs the air conditioning intensity 20a using the set temperature 10a, the inside temperature 10b, and the values ​​of the intensity determination table 10e acquired by the acquisition unit 10. The air conditioning intensity setting unit 20A is started every unit time τ (for example, once every 30 seconds) and calculates the air conditioning intensity 20a based on this acquired data. When calculating the air conditioning intensity 20a, the air conditioning intensity setting unit 20A uses Tdiff, which is a variable indicating the difference between the inside temperature 10b and the set temperature 10a. Tdiff is expressed as equation (1). Tdiff = Tcar - Tset (1)

[0031] Here, Tcar is the vehicle interior temperature 10b, and Tset is the set temperature 10a. After calculating Tdiff, the air conditioning intensity setting unit 20A refers to the intensity determination table 10e and determines the corresponding air conditioning intensity 20a.

[0032] FIG. 5 is an example of the strength determination table in the first embodiment.

[0033] In this example, the intensity determination table 10e stores the determination conditions and the air conditioning intensities 20a corresponding to each determination condition. The air conditioning intensity 20a is the operating strength of the air conditioner 101, and the larger this value, the more the temperature inside the vehicle can be cooled. On the other hand, the air conditioning intensity setting unit 20A needs to set an appropriate strength so as not to cool the temperature inside the vehicle excessively.

[0034] In this example, when 3℃ < Tdiff, the air-conditioning intensity setting unit 20A determines the air-conditioning intensity 20a as 100%. Also, when 2℃ < Tdiff < 3℃, the air-conditioning intensity setting unit 20A determines the air-conditioning intensity 20a as 75%. Further, when 1℃ < Tdiff < 2℃, the air-conditioning intensity setting unit 20A determines the air-conditioning intensity 20a as 50 percent. Also, when Tdiff ≤ 0℃, the air-conditioning intensity setting unit 20A determines the air-conditioning intensity 20a as 0%. The determination conditions and the air-conditioning intensity 20a corresponding to each determination condition are not limited to the example in FIG. 5, and various determination conditions and the air-conditioning intensity 20a corresponding to those determination conditions can be adopted.

[0035] FIGS. 6A and 6B are examples of diagrams for explaining the correspondence between the air-conditioning intensity in the first embodiment and the operation of the compressor in the air conditioner.

[0036] FIG. 6A is an example of a diagram for explaining the operation in the air conditioner 101 equipped with an on / off controlled compressor, and FIG. 6B is an example of the operation in the air conditioner 101 equipped with an inverter controlled compressor. Also, in FIG. 6A, the horizontal axis represents time, and the vertical axis represents the on or off state of the compressor. On the other hand, in FIG. 6B, the horizontal axis represents the rotational speed of the compressor, and the vertical axis represents the cooling capacity. Also, in FIGS. 6A and 6B, the operation of the air conditioner 101 when the air-conditioning control device 102 receives the air-conditioning command values 30a with air-conditioning intensities 20a of 100%, 75%, 50%, 25%, and 0% will be described.

[0037] In FIG. 6A, when the air conditioner 101 receives the air-conditioning command value 30a with an air-conditioning intensity 20a of 100% from the air-conditioning control device 102, the compressor is continuously turned on between a certain time t1 and another certain time t2, and the compressor is operated at a constant rotational speed. Even after time t2, when the air-conditioning intensity 20a is 100%, the air conditioner 101 continuously operates with the compressor turned on.

[0038] Furthermore, when the air conditioner 101 receives an air conditioning command value 30a of 75% for the air conditioning intensity 20a from the air conditioning control device 102, it operates with the compressor on until 75% of the time has elapsed between time t1 and time t2. Even after time t2, if the air conditioning intensity 20a is 75%, the air conditioner 101 operates with the compressor on in a similar manner. This allows the on / off controlled air conditioner 101 to operate at an apparent air conditioning intensity 20a of 75%.

[0039] Similarly, when the conditioning intensity 20a is 50% or 25%, the air conditioner 101 operates with the compressor on for a time allocation according to the conditioning intensity 20a. This allows the air conditioner 101 to operate at the conditioning intensity 20a according to the air conditioning intensity 20a. Also, when the conditioning intensity 20a is 0%, the air conditioner 101 turns off the compressor and stops operation.

[0040] As described above, the air conditioning intensity 20a is recalculated for each unit time τ, and the air conditioning control device 102 controls the air conditioner 101 based on this value.

[0041] In Fig. 6B, when the air conditioner 101 receives an air conditioning command value for an air conditioning intensity 20a of 100% from the air conditioning control device 102, it operates the compressor at the corresponding rotation speed so as to provide a cooling capacity according to this air conditioning intensity 20a. In this example, when the air conditioning intensity 20a is 100%, the air conditioner 101 operates the compressor at a rotation speed of 3,600 rpm so as to provide a cooling capacity of 40,000 kW. Similarly, when the air conditioning intensity 20a is 75%, 50%, or 25%, it operates the compressor at the corresponding rotation speed so as to provide a cooling capacity according to these air conditioning intensities 20a. Also, when the air conditioning intensity 20a is 0%, the air conditioner 101 sets the compressor rotation speed to 0 rpm and stops operation.

[0042] FIG. 7 is a diagram for explaining a method of correcting the in-vehicle temperature in the first embodiment.

[0043] As described in FIG. 2, when the train accelerates, the temperature of the interior temperature 10b rises or falls due to the inflowing air. The interior temperature correction unit 20B estimates the change in the interior temperature 10b due to this air flow. Specifically, the interior temperature correction unit 20B estimates that the interior temperature 10b rises when high-temperature air flows into the vehicle 100 from outside the vehicle or an adjacent vehicle, and estimates that the interior temperature 10b falls when low-temperature air flows into the vehicle 100 from outside the vehicle or an adjacent vehicle. The following describes the operation of the interior temperature correction unit 20B to estimate and correct the change in the interior temperature 10b. The interior temperature correction unit 20B also performs temperature correction, for example, every unit time τ.

[0044] The interior temperature correction unit 20B includes an inflow amount calculation unit 20B1 that calculates the amount of air flowing into the vehicle 100 per unit time τ, a ventilation ratio calculation unit 20B2 that calculates the ratio of the air replaced in the vehicle 100 from the amount of inflow air, and a temperature calculation unit 20B3 that calculates a corrected interior temperature 20Ba after ventilation. Details of these functional blocks will be described later.

[0045] In this example, to explain the operation of the interior temperature correction unit 20B to correct the interior temperature 10b, the functional blocks and acquired data shown in Fig. 3 will be excerpted and explained. The interior temperature correction unit 20B calculates a corrected interior temperature 20Ba using the interior temperature 10b, the exterior temperature 10c, the adjacent interior temperature 10d, the operation information 10f, and the correction parameters 10g that the acquisition unit 10 accepts as input.

[0046] The inflow amount calculation unit 20B1 uses the acceleration information of the vehicle 100 as the operation information 10f to determine whether the train is accelerating or decelerating. The inflow amount calculation unit 20B1 may use speed information to determine whether the train is accelerating or decelerating. If the train is neither accelerating nor decelerating, the inflow amount calculation unit 20B1 determines not to perform temperature correction. The inflow amount calculation unit 20B1 also determines whether the train is coasting. The inflow amount calculation unit 20B1 may obtain notch information to determine whether the train is coasting. If the train is coasting, the inflow amount calculation unit 20B1 determines not to perform temperature correction even if the train is decelerating.

[0047] When the train is accelerating, the inflow amount calculation unit 20B1 determines the source of the air flowing in as the adjacent vehicle 100 one vehicle ahead in the direction of travel, and when the train is decelerating, determines the source of the air flowing in as the adjacent vehicle 100 one vehicle behind. In the case of the leading vehicle, the source of the air flowing in during acceleration is determined to be outside the vehicle, and in the case of the trailing vehicle, the source of the air flowing in during deceleration is determined to be outside the vehicle.

[0048] For example, for car 1, the inflow amount calculation unit 20B1 determines the outside of the car as the air inflow source if the car is accelerating, and determines car 2 as the air inflow source if the car is decelerating. For car 2, the inflow amount calculation unit 20B1 determines car 1 as the air inflow source if the car is accelerating, and determines car 3 as the air inflow source if the car is decelerating. For car 3, the inflow amount calculation unit 20B1 determines car 2 as the air inflow source if the car is accelerating, and determines the outside of the car as the air inflow source if the car is decelerating.

[0049] The inflow amount calculation unit 20B1 calculates the amount of air that flows in from the source of the air, that is, from outside the train or from an adjacent train. When calculating the amount of air that flows in, the inflow amount calculation unit 20B1 uses the value of the correction parameter 10g. As described above, the correction parameter 10g is determined by calculating the average flow velocity α (m 3 / s) and the average acceleration or deceleration time β(s). If the average acceleration or deceleration time β is shorter than the unit time τ, the inflow amount Q(m 3 ) is expressed as equation (2). The inflow amount Q may be calculated by integrating the acceleration, deceleration, or a function including a velocity term in addition to the acceleration and deceleration in the time direction. Q = α × β (2)

[0050] Since a series of processes of the vehicle interior temperature correction unit 20B is performed for each unit time τ, when the average acceleration time or deceleration time β continues longer than the unit time τ, the average acceleration time or deceleration time β is used across multiple unit times τ. In other words, when the average acceleration time or deceleration time β continues longer than the unit time τ, Q is expressed as equation (3) using the value of τ instead of the value of β when calculating the flow rate at a certain unit time τ. In addition, the value of the remaining time βremain is used as the value of β at the next unit time τ. βremain becomes β-τ. In this case, if the value of βremain is still larger than the unit time τ, the value of equation (4) is used. Furthermore, the process is repeated with βremain set to βremain-τ. After that, if the value of βremain becomes smaller than the unit time τ, the value of equation (5) is used. Here, the number of times that β continues across the unit time τ (the quotient value of the division of β / τ) is c (times). Q = α × τ (3) βremain=τ (4) βremain=(β-c×τ) (5)

[0051] The ventilation ratio calculation unit 20B2 calculates the inflow amount Q and the vehicle volume γ (m 3 ) to calculate the ventilation ratio δ. The ventilation ratio δ is the ratio of air replaced inside the vehicle by air flowing in from outside the vehicle or from an adjacent vehicle. The vehicle volume may be obtained, for example, by the ventilation ratio calculation unit 20B2 from the storage unit 40 as a correction parameter 10g. The ventilation ratio δ is expressed by equation (6). δ=Q / γ (6)

[0052] The temperature calculation unit 20B3 calculates the corrected inside-vehicle temperature 20Ba using the ventilation ratio δ obtained by the above calculation, the inside-vehicle temperature 10b, and the outside-vehicle temperature 10c or the adjacent inside-vehicle temperature 10d. If the inside-vehicle temperature 10b is Tcar, the outside-vehicle temperature 10c or the adjacent inside-vehicle temperature 10d, which is the temperature of the air flowing in source, is Tcar_adj, and the corrected inside-vehicle temperature 20Ba is Tcar', then it is expressed by equation (7). Tcar'=(1-δ)Tcar+δTcar_adj (7)

[0053] The interior temperature 10b is corrected to a corrected interior temperature 20Ba calculated taking into account the inflow of air by the interior temperature correction unit 20B described above, and the air conditioning intensity setting unit 20A calculates the air conditioning intensity 20a based on the corrected interior temperature 20Ba. In this case, in formula (1), when calculating Tdiff, the air conditioning intensity setting unit 20A substitutes the corrected interior temperature 20Ba (Tcar') for Tcar and substitutes the set temperature 10a for Tset.

[0054] The output unit 30 converts the air conditioning intensity 20a calculated based on the corrected inside-car temperature 20Ba, and outputs an air conditioning command value 30a. The air conditioner 101 in the first car receives the input of this air conditioning command value 30a and performs air conditioning at a predetermined intensity.

[0055] FIG. 8 is an example of a flowchart showing an operation flow of the vehicle interior temperature correction unit in the first embodiment.

[0056] The inflow calculation unit 20B1 uses the acceleration information of the vehicle 100 as the operation information 10f acquired by the acquisition unit 10 and determines whether the train is accelerating or decelerating from this value (S1). For example, if the traveling direction of the train is the positive direction, the inflow calculation unit 20B1 determines that the train is accelerating if the acquired acceleration is positive acceleration, and determines that the train is decelerating if the acquired acceleration is negative acceleration. In addition, if the inflow calculation unit 20B1 determines that the train is decelerating, a flow may be added in which the inflow calculation unit 20B1 further determines whether the train is coasting from notch information. If the inflow calculation unit 20B1 determines that the train is coasting, it ends the process without correcting the in-car temperature.

[0057] If it is determined that the train is accelerating or decelerating (yes in S1), the interior temperature correction unit 20B determines an adjacent car and acquires Tcar_adj via the acquisition unit 10 (S2). For example, if the interior temperature correction unit 20B determines that the train is accelerating in car 2, it acquires the interior temperature 10b of car 1 as Tcar_adj. The interior temperature correction unit 20B also acquires the interior temperature 10b in the own car via the acquisition unit 10. For example, the air conditioning control device 102 installed in car 2 acquires the interior temperature 10b in car 2. If it is determined that the train is neither accelerating nor decelerating (no in S1), the interior temperature correction unit 20B ends the process.

[0058] The inflow calculation unit 20B1 calculates the inflow amount Q of the air flowing in from the adjacent car in unit time τ using the correction parameter 10g (S3). For example, when the train is accelerating, in the second car, the inflow calculation unit 20B1 calculates the inflow amount Q of the air flowing in from the first car. When calculating the inflow amount Q, the inflow calculation unit 20B1 acquires an average flow velocity α during the acceleration of the train and an average acceleration time β through the acquisition unit 10 as the correction parameter 10g. This correction parameter 10g may be collected by the data collection device 107 by setting a test time after the installation of a program for the air conditioning control device 102, and the collected value may be stored in the storage unit 40 for use. Also, for example, the correction parameter 10g may be imported from a setting file such as a csv file and stored in the storage unit 40 for use. Also, the inflow amount Q is calculated by substituting these values ​​into the formula (2). Furthermore, when the value of the average acceleration time β is longer than the unit time τ, the inflow amount Q is calculated based on the formulas (3) to (5) according to the length of the average acceleration time β.

[0059] The ventilation ratio calculation unit 20B2 calculates the ventilation ratio δ from the inflow amount Q and the vehicle volume γ (S4). The value of the ventilation ratio δ is calculated by substituting the average flow velocity α, the average acceleration time or deceleration time β, and the vehicle volume γ into equation (6).

[0060] The temperature calculation unit 20B3 calculates the corrected interior temperature 20Ba using the ventilation ratio δ, Tcar, and Tcar_adj (S5). The corrected interior temperature 20Ba is calculated by substituting these values ​​into equation (6).

[0061] As described above, the interior temperature correction unit 20B calculates a corrected interior temperature 20Ba, and this value is output and used as an input to the air conditioning intensity setting unit 20A.

[0062] The air conditioning intensity setting unit 20A increases or decreases the air conditioning intensity 20a based on the corrected interior temperature 20Ba. For example, the air conditioning intensity setting unit 20A increases the air conditioning intensity 20a when the temperature of the outside of the vehicle or the adjacent vehicle from which the air flows in is higher than the temperature of the vehicle during cooling operation (i.e., when the corrected interior temperature 20Ba is higher than the interior temperature 10b of the vehicle). The air conditioning intensity setting unit 20A decreases the air conditioning intensity 20a when the temperature of the outside of the vehicle or the adjacent vehicle from which the air flows in is lower than the temperature of the vehicle during cooling operation (i.e., when the corrected interior temperature 20Ba is lower than the interior temperature 10b of the vehicle). The air conditioning intensity setting unit 20A decreases the air conditioning intensity 20a when the temperature of the outside of the vehicle or the adjacent vehicle from which the air flows in is higher than the temperature of the vehicle during heating operation. During heating operation, when the temperature of the outside of the vehicle or an adjacent vehicle, which is the source of air flow, is lower than the temperature of the vehicle itself, the air conditioning intensity setting unit 20A increases the air conditioning intensity 20a.

[0063] According to this embodiment, the air conditioning control device 102 can control air conditioning taking into consideration the airflow caused by the operation of the vehicle 100. As a result, the air conditioning control device 102 can alleviate the difficulty in cooling caused by the inflow of warm airflow inside the vehicle 100 and the excessive cooling caused by the inflow of cold airflow.

[0064] Furthermore, according to this embodiment, the air conditioning control device 102 can control, using the air conditioning intensity 20a, both the air conditioner 101 with an on / off controlled compressor and the air conditioner 101 with an inverter controlled compressor.

[0065] Furthermore, according to this embodiment, the air conditioning control device 102 controls the air conditioner 101 for each vehicle 100, taking into account the amount of air inflow from adjacent vehicles or the outside air, so that an appropriate temperature setting can be set for each vehicle 100.

[0066] Second embodiment FIG. 9 is a block diagram of an air conditioning control device in the second embodiment.

[0067] In the first embodiment, the air conditioning control device 102 corrects the in-vehicle temperature 10b and calculates the air conditioning intensity 20a based on the corrected in-vehicle temperature 20Ba, whereas in this embodiment, the amount of heat flowing in from outside the vehicle or from an adjacent vehicle is estimated and the air conditioning intensity 20a is corrected to cancel this out. Also, in the example of Fig. 9, the configurations of the acquisition unit 10, output unit 30 and storage unit 40 are similar to those of the first embodiment, so different functional blocks will be mainly described.

[0068] In this embodiment, unlike the first embodiment, the calculation unit 20 includes an air conditioning intensity setting unit 20A and an air conditioning intensity correction unit 21B. Furthermore, the air conditioning control device 102 can be realized by installing a program for the air conditioning control device 102 on a PC, for example.

[0069] In this embodiment, the air conditioning intensity setting unit 20A acquires the interior temperature 10b and the set temperature 10a via the acquisition unit 10. The air conditioning intensity setting unit 20A calculates Tdiff from the acquired interior temperature 10b and set temperature 10a, and determines the air conditioning intensity 20a by referring to the intensity determination table 10e. The air conditioning intensity 20a calculated by the air conditioning intensity setting unit 20A is input to the air conditioning intensity correction unit 21B.

[0070] The air conditioning intensity correction unit 21B estimates the amount of heat flowing in from outside the vehicle or from an adjacent vehicle. The air conditioning intensity correction unit 21B also corrects the air conditioning intensity 20a and calculates the corrected air conditioning intensity 21a. The calculated corrected air conditioning intensity 21a is converted and output as an air conditioning command value 30a by the output unit 30. The air conditioner 101 accepts the input of this air conditioning command value 30a and performs air conditioning at the corresponding intensity.

[0071] FIG. 10 is a diagram illustrating a method of correcting the conditioning intensity in the second embodiment.

[0072] In this example, in order to explain the calculation method of the conditioning intensity 20a, the functional blocks and acquired data taken up in FIG. 9 will be selectively explained.

[0073] The air conditioning intensity correction unit 21B includes an inflow amount calculation unit 20B1 that calculates the amount of air flowing into the vehicle 100 in unit time τ, a heat load calculation unit 21B2 that calculates the amount of heat flowing in from outside the vehicle or from an adjacent vehicle, and a correction intensity calculation unit 21B3 that calculates an air conditioning intensity 20a that can cancel out the amount of heat that flows in.

[0074] The inflow amount calculation unit 20B1 is similar to the functional block described in the first embodiment, and determines the outside of the vehicle or the adjacent vehicle from which the air flows in from, for example, from the acceleration value, and obtains the outside vehicle temperature 10c or the adjacent vehicle interior temperature 10d at the inflow source as Tcar_adj. In addition, the inflow amount calculation unit 20B1 calculates the inflow amount Q of the air from the average flow velocity α and the average acceleration time β based on the obtained Tcar_adj.

[0075] The heat load calculation unit 21B2 calculates the amount of heat Jadj (kW) flowing in from outside the vehicle or from an adjacent vehicle. When calculating the amount of heat Jadj, the heat load calculation unit 21B2 acquires Tcar_adj, Tcar, and a correction parameter 10g. The heat load calculation unit 21B2 uses a heat load calculation coefficient Ccoef as the correction parameter 10g. Here, the heat load calculation coefficient Ccoef is a constant determined from the low pressure specific heat of air and the specific weight of air. After the program for the air conditioning control device 102 is installed, the value of this heat load calculation coefficient Ccoef may be imported from a setting file such as a csv file and stored in the storage unit 40 for use. The amount of heat Jadj is expressed as equation (8). Jadj=Ccoef×Q×(Tcar_adj-Tcar) (8)

[0076] The corrected intensity calculation unit 21B3 calculates the air conditioning intensity 20a that can cancel the inflowing heat quantity. Hereinafter, the output of the air conditioner 101 during operation at a predetermined air conditioning intensity 20a is called Qunit (kW). In this example, the amount of heat that the air conditioner 101 can cool when the air conditioning intensity 20a shown in FIG. 5 is 25% is described as Qunit. This value is an example, and the amount of heat that the air conditioner 101 can cool at any air conditioning intensity 20a may be set as Qunit. For example, in the explanation of FIG. 6B, Qunit is 10000 kW. That is, when heat of Qunit flows into a certain vehicle 100, the air conditioning intensity 20a should be strengthened by 25%, and when heat of 2×Qunit flows into the vehicle 100, the air conditioning intensity 20a should be strengthened by 50%. On the other hand, if heat of Qunits flows out from a vehicle 100, the air conditioning intensity 20a should be reduced by 25%, and if heat of 2×Qunits flows out, the air conditioning intensity 20a should be reduced by 50%.

[0077] In this example, in response to the inflow of heat to and the outflow of heat from a certain vehicle 100, the inflow amount calculation unit 20B1 corrects the air conditioning intensity 20a in Qunit units based on predetermined judgment conditions. A table that associates the judgment conditions with the air conditioning intensity correction values, which are the correction values ​​for the air conditioning intensity 20a, is called an air conditioning intensity correction table. This air conditioning intensity table may be stored in advance in the storage unit 40 and read into the memory when a program for the air conditioning control device 102 is executed. The values ​​of the air conditioning intensity correction table are acquired by the acquisition unit 10.

[0078] FIG. 11 is an example of the conditioning intensity correction table in the second embodiment.

[0079] The heat load calculation unit 21B2 determines the air-conditioning intensity correction value based on the range in which the value of Jadj / Qunit, which is the ratio of the amount of heat flowing in from outside the vehicle or an adjacent vehicle to the output of the air conditioner 101 at a predetermined air-conditioning intensity 20a, is included. For example, when the heat load calculation unit 21B2 refers to the air-conditioning intensity correction table and determines that the value of Jadj / Qunit is included in 0.5 < Jadj / Qunit ≤ 1.5, it determines that the air-conditioning intensity correction value is +25%.

[0080] The air-conditioning intensity correction unit 21B calculates the corrected air-conditioning intensity 21a by adding the air-conditioning intensity correction value to the air-conditioning intensity 20a received as an input from the air-conditioning intensity setting unit 20A. When the corrected air-conditioning intensity 21a exceeds 100% or is less than 0%, the corrected air-conditioning intensity 21a is set to 100% and 0%, respectively.

[0081] The output unit 30 converts the corrected air-conditioning intensity 21a and outputs an air-conditioning command value 30a. The air conditioner 101 receives the input of this air-conditioning command value 30a and performs air-conditioning at the corresponding intensity.

[0082] In the above example, the air-conditioning intensity correction unit 21B corrects the air-conditioning intensity 20a in units of Qunit. However, in the case of the air conditioner 101 equipped with an inverter type compressor, when changing the cooling intensity, for example, as shown in FIG. 6B, a method of changing the rotational speed of the compressor so as to obtain the required cooling capacity based on the relationship between the cooling capacity and the rotational speed of the compressor may be used.

[0083] According to the present embodiment, the air-conditioning control device 102 can perform air-conditioning control in consideration of the airflow accompanying the operation of the vehicle 100. Thereby, the air-conditioning control device 102 can alleviate the difficulty in cooling due to the inflow of warm airflow and the excessive cooling due to the inflow of cold airflow in the vehicle 100.

[0084] Furthermore, according to this embodiment, the air conditioning control device 102 corrects the air conditioning intensity 20a instead of correcting the inside temperature 10b, and generates an air conditioning command value 30a corresponding to the corrected air conditioning intensity 21a. This allows for greater flexibility in designing the air conditioning control device 102.

[0085] Third embodiment FIG. 12 is a diagram for explaining a method of correcting the in-vehicle temperature in the third embodiment.

[0086] In this embodiment, the air conditioning control device 102 predicts the acceleration and deceleration of the train during future travel, predicts the movement of air currents from the prediction, and performs air conditioning control.

[0087] In this embodiment, among the functional blocks described in FIG. 3, the configurations of the acquisition unit 10, the output unit 30, and the storage unit 40 are similar, so different functional blocks will be mainly described.

[0088] In this embodiment, the configuration of the calculation unit 20 is different from that of the functional blocks described in Fig. 3, and in addition to the inflow amount calculation unit 20B1, the ventilation ratio calculation unit 20B2, and the temperature calculation unit 20B3, an acceleration / deceleration prediction unit 20B4 is provided. Since the configurations of the inflow amount calculation unit 20B1, the ventilation ratio calculation unit 20B2, and the temperature calculation unit 20B3 are the same as those in the first embodiment, the following mainly describes the different functional blocks. In addition, the air conditioning control device 102 can be realized by installing a program for the air conditioning control device 102 on a PC, for example.

[0089] The acceleration / deceleration prediction unit 20B4 predicts a transition of acceleration / deceleration that will occur after a unit time τ from a reference time. The reference time may be, for example, a time when the prediction of acceleration / deceleration starts, or may be a certain time in the future.

[0090] FIG. 13 is a diagram illustrating input and output of the acceleration / deceleration prediction unit in the third embodiment.

[0091] The acceleration / deceleration prediction unit 20B4 outputs a result of predicting the transition of acceleration / deceleration that occurs from the reference time until the unit time τ later (called the acceleration / deceleration prediction result 20B4a). The transition of acceleration / deceleration includes, for example, the acceleration value at each time from the reference time until the unit time τ later and the acceleration / deceleration time. The acceleration / deceleration prediction unit 20B4 acquires the operation information 10f via the acquisition unit 10. The acceleration / deceleration prediction unit 20B4 uses a standard running pattern and a reference time as the operation information 10f. The running pattern refers to a running curve that indicates the speed or acceleration of a train at each time. In addition, among the running patterns, a standard running pattern that excludes the influence of delays and the like is called a standard running pattern. In this example, the time when the prediction of acceleration / deceleration is started is used as the reference time. Below, an example of a standard running pattern and an example of extracting the acceleration / deceleration prediction result 20B4a based on the standard running pattern are shown.

[0092] 14A and 14B are examples of standard running patterns in the third embodiment.

[0093] In the running pattern of a train, the relationship between time and speed is determined to some extent for each section, and similarly, the relationship between time and acceleration or deceleration (negative acceleration) is determined to some extent for each section. In this way, the running pattern excluding the influence of delays and the like can be expressed as a standard running pattern. FIG. 14A is an example of a standard running pattern that shows the relationship between time and speed of a train, with the horizontal axis being time and the vertical axis being speed. In this example, a train stopped at station A starts running at time A1, coasts at time A2, starts decelerating at time A3, and then stops at station B at time A4. The same applies to running from time B1 to B4.

[0094] 14B is an example of a standard running pattern showing the relationship between time and acceleration or deceleration of a train, with the horizontal axis representing time and the vertical axis representing acceleration or deceleration. In this example, times A1-A2 and times B1-B2 are acceleration sections, and times A3-A4 and times B3-B4 are deceleration sections.

[0095] The above-mentioned standard running pattern may be generated, for example, by collecting train running data by the data collection device 107 and analyzing the running data, and the generated standard running pattern is stored in the memory unit 40. The standard running pattern may be data created by simulation or data collected in the past and stored in the memory unit 40, or may be collected by various other methods. Also, for the sake of explanation, Figures 14A and 14B use data in which the standard running pattern is drawn as a graphic, but it may also be stored in the memory unit 40 as numerical data.

[0096] FIG. 15 shows an example of an acceleration / deceleration prediction result extraction in the third embodiment.

[0097] The acceleration / deceleration prediction unit 20B4 uses the above-mentioned standard driving pattern and the reference time to extract the transition of acceleration / deceleration that occurs from the reference time until unit time τ later. In this example, three extraction examples of the acceleration / deceleration prediction result 20B4a will be described. In the following, the reference time may be called the first time, and a time after the reference time may be called the second time. The time unit time τ has elapsed from the reference time is an example of the second time.

[0098] As a first example, an example from time t1 to t2 will be described. Times t1 to t2 are an example when a train departs from station A. Time t1 is a reference time, and represents the time when prediction of acceleration and deceleration begins, and also represents an example in which acceleration continues between times t1 and t2 (unit time τ). In this example, acceleration and deceleration prediction unit 20B4 extracts the value of the section β12 as acceleration and deceleration prediction result 20B4a. More specifically, acceleration and deceleration prediction unit 20B4 extracts acceleration time β' in addition to the acceleration values ​​from time t1 to t2.

[0099] As a second example, an example from time t3 to t4 will be described. Times t3 to t4 are an example when a train stopped at station B departs from station B and accelerates. Time t3 represents a reference time, and also represents an example in which acceleration continues from the train's departure time between times t3 and t4 (unit time τ). In this example, the acceleration / deceleration prediction unit 20B4 extracts the value of the section β34 as the acceleration / deceleration prediction result 20B4a. More specifically, the acceleration / deceleration prediction unit 20B4 extracts the acceleration time β' in addition to the acceleration values ​​from time t3 to t4.

[0100] As a third example, an example from time t5 to t6 will be described. The time periods from t5 to t6 are an example of when a train departs from station B, decelerates, and stops at station C. Time t5 represents a reference time, and also represents an example in which deceleration continues until the train stops midway between times t5 and t6 (unit time τ). In this example, acceleration / deceleration prediction unit 20B4 extracts the value of the section β56 as the acceleration / deceleration prediction. More specifically, acceleration / deceleration prediction unit 20B4 extracts deceleration time β' in addition to the value of the deceleration in unit time τ.

[0101] The acceleration value extracted by the acceleration / deceleration prediction unit 20B4 may be used by the inflow calculation unit 20B1 to determine whether acceleration or deceleration will occur from the reference time until the unit time τ has elapsed. The inflow calculation unit 20B1 can determine the adjacent vehicle that will be the source of future air inflow from the acceleration value, and can obtain the outside vehicle temperature 10c or the inside adjacent vehicle temperature 10d as Tcar_adj.

[0102] Furthermore, the value of the acceleration time β' extracted by the acceleration / deceleration prediction unit 20B4 may be used by the inflow amount calculation unit 20B1 and the ventilation ratio calculation unit 20B2 as the value of the correction parameter 10g, instead of using the average acceleration time β. Using the value of the acceleration time β', the inflow amount calculation unit 20B1 can calculate the future air inflow amount Q. Similarly, the ventilation ratio calculation unit 20B2 can calculate the ventilation ratio δ from the future air inflow amount Q. Similarly, the temperature calculation unit 20B3 can calculate the future corrected interior temperature 20Ba.

[0103] FIG. 16 is a diagram illustrating a method of correcting the in-vehicle temperature in a modified example of the third embodiment.

[0104] In this modification, among the functional blocks described in the second embodiment, the configurations of the acquisition unit 10, the output unit 30, and the storage unit 40 are similar, and therefore the following description will be focused mainly on the different functional blocks.

[0105] In this modification, among the functional blocks described in the second embodiment, the configuration of the calculation unit 20 is different, and in addition to an inflow amount calculation unit 20B1, a heat load calculation unit 21B2, and a correction intensity calculation unit 21B3, an acceleration / deceleration prediction unit 20B4 is provided.

[0106] The acceleration value extracted by the acceleration / deceleration prediction unit 20B4 may be used by the inflow calculation unit 20B1 to determine whether acceleration or deceleration will occur from the reference time until the unit time τ has elapsed. The inflow calculation unit 20B1 can determine the outside of the vehicle or the adjacent vehicle that will be the source of future air inflow from the acceleration value, and can obtain the outside vehicle temperature 10c or the inside adjacent vehicle temperature 10d as Tcar_adj.

[0107] Furthermore, the value of the acceleration time β' extracted by the acceleration / deceleration prediction unit 20B4 may be used by the inflow amount calculation unit 20B1 and the ventilation ratio calculation unit 20B2 as the value of the correction parameter 10g instead of using the average acceleration time β. Using the value of the acceleration time β', the inflow amount calculation unit 20B1 can calculate the future air inflow amount Q. Also, for example, the heat load calculation unit 21B2 can calculate the amount of heat Jadj that will inflow in the future from outside the vehicle or from an adjacent vehicle using Ccoef, Tcar, Tcar_adj, and the future air inflow amount Q. The correction intensity calculation unit 21B3 can refer to the air conditioning intensity correction table and calculate the air conditioning intensity correction value based on the amount of heat Jadj that will inflow in the future.

[0108] According to this embodiment, the air conditioning control device 102 can perform air conditioning control that takes into account airflow accompanying future travel of the vehicle 100. As a result, the air conditioning control device 102 can more accurately mitigate these issues by predicting difficulty in cooling due to the inflow of warm airflow into the vehicle 100 and excessive cooling due to the inflow of cold airflow and performing air conditioning control accordingly.

[0109] Furthermore, according to a modification of this embodiment, the air conditioning control device 102 corrects the air conditioning intensity 20a instead of correcting the inside temperature 10b, and generates an air conditioning command value 30a corresponding to the corrected air conditioning intensity 21a. This allows the air conditioning control device 102 to be designed with greater flexibility.

[0110] (Fourth embodiment) FIG. 17 is a hardware configuration diagram of the air conditioning control device 102 in the fourth embodiment.

[0111] The air conditioning control device 102 in Fig. 17 comprises a processor 52 such as a CPU, a main memory device 53 such as a RAM, an auxiliary memory device 54 such as a HDD, a network interface 55 such as a LAN (Local Area Network) board, a device interface 56 such as a memory slot or memory port, and a bus 57 that connects these devices to each other. The air conditioning control device 102 is, for example, a computer such as a PC, and comprises input devices such as a keyboard and a mouse, and an output device such as an LCD (Liquid Crystal Display) monitor.

[0112] In this embodiment, a program for causing a computer to execute information processing of the air conditioning control device 102 is installed in the auxiliary storage device 54. The air conditioning control device 102 loads this program into the main storage device 53 and executes it using the processor 52. As a result, the functions of the acquisition unit 10, calculation unit 20, output unit 30 and storage unit 40 shown in FIG. 3 or FIG. 9 are realized within the air conditioning control device 102, enabling the air conditioning control described in the first to third embodiments. Note that data generated by this information processing is temporarily held in the main storage device 53, or stored and saved in the auxiliary storage device 54.

[0113] Moreover, the storage unit 40 is constructed on the auxiliary storage device 54. The strength judgment table 10e, the operation information 10f, and the correction parameters 10g are stored in the auxiliary storage device 54. These data are loaded into the main storage device 53 when this program is executed.

[0114] The air conditioning control device 102 and the data collection device 107 are connected by a wireless or wired line via the network interface 55. The air conditioning control device 102 acquires the set temperature 10a, the in-vehicle temperature 10b, the outside-vehicle temperature 10c, and the adjacent inside-vehicle temperature 10d via the network interface 55 and the data collection device 107.

[0115] The program for the air conditioning control device 102 can be installed, for example, by attaching an external device 58 on which the program is recorded to the device interface 56 and storing the program from the external device 58 in the auxiliary storage device 54. Examples of the external device 58 are a computer-readable recording medium and a recording device having such a recording medium built in. Examples of the recording medium are a CD-ROM (Compact Disk Read Only Memory), a CD-R (Compact Disk Recordable), a flexible disk, a DVD-ROM (Digital Versatile Disk Read Only Memory), and a DVD-R (Digital Versatile Disk Recordable), and an example of the recording device is a HDD. Also, the program can be installed, for example, by downloading the program via the network interface 55.

[0116] According to this embodiment, the functions of the air conditioning control device 102 in the first to third embodiments can be realized by software.

[0117] Although several embodiments have been described above, these embodiments are presented only as examples and are not intended to limit the scope of the invention. The novel air conditioning control device described in this specification can be embodied in various other forms. In addition, various omissions, substitutions, and modifications can be made to the forms of the air conditioning control device described in this specification without departing from the gist of the invention. The appended claims and their equivalents are intended to include such forms and modifications that fall within the scope and gist of the invention. [Explanation of symbols]

[0118] 10: Acquisition unit, 10a: Set temperature, 10b: Vehicle interior temperature, 10c: Vehicle exterior temperature, 10d: Temperature inside adjacent vehicles, 10e: Strength judgment table, 10f: Operation information, 10g: correction parameter, 20: calculation unit, 20A: air conditioning intensity setting unit, 20a: air conditioning intensity, 20B: vehicle interior temperature correction unit, 20B1: inflow amount calculation unit, 20B2: ventilation ratio calculation unit, 20B3: temperature calculation unit, 20B4: acceleration / deceleration prediction unit, 20B4a: Acceleration / deceleration prediction result, 20Ba: Corrected vehicle interior temperature, 21a: Corrected air conditioning intensity, 21B: Air conditioning intensity correction section, 21B2: Heat load calculation section, 21B3: Correction intensity calculation section, 30: output unit, 30a: air conditioning command value, 40: storage unit, 52: processor, 53: main memory device, 54: auxiliary memory device, 55: network interface, 56: device interface, 57: bus, 58: external device, 100: vehicle, 101: air conditioner, 102: air conditioning control device, 103: vehicle thermometer, 104: outside temperature gauge, 105: speed detection device, 106: notch, 107: Data collection device

Claims

1. an acquisition unit that acquires information regarding the movement of the vehicle, including a set temperature, an inside temperature, an outside temperature, a temperature inside an adjacent vehicle, and a speed or an acceleration, as acquired data; A calculation unit that calculates the air conditioning intensity of an air conditioner; an output unit that converts the air conditioning intensity and outputs an air conditioning command value; The calculation unit is an interior temperature correction unit that estimates a change in the interior temperature caused by air flowing in from outside the vehicle or from an adjacent vehicle based on the acquired data and corrects the interior temperature; an air conditioning intensity setting unit that calculates the air conditioning intensity from the corrected vehicle interior temperature corrected by the vehicle interior temperature correction unit, Air conditioning control device.

2. The vehicle interior temperature correction unit is based on the value of the speed or the acceleration, acquire the outside vehicle temperature or the adjacent vehicle interior temperature Tcar_adj of the outside of the vehicle or the adjacent vehicle into which the air flows in; Calculate the amount of air Q flowing in from outside the vehicle or from the adjacent vehicle, where Q=α×β; Calculating a ventilation ratio δ=Q / γ, which is the ratio of air replaced within the vehicle by air flowing in from outside the vehicle or from an adjacent vehicle, from the amount of air flowing in; calculating the corrected interior temperature Tcar′=(1−δ)Tcar+δTcar_adj using the interior temperature, the exterior temperature or the temperature inside the adjacent vehicle, and the ventilation rate; The air conditioning control device according to claim 1 .

3. The air conditioning intensity setting unit is determining the air conditioning intensity based on a difference between the corrected vehicle interior temperature and the set temperature; During cooling operation, when the temperature of the outside of the vehicle or the adjacent vehicle, which is the source of air flow, is higher than the temperature of the vehicle itself, the air conditioning intensity is increased, During the cooling operation, when the temperature of the outside of the vehicle or the adjacent vehicle, which is a source of air flowing in, is lower than the temperature of the host vehicle, the air conditioning intensity is reduced, During heating operation, when the temperature of the outside of the vehicle or the adjacent vehicle, which is the source of air flow, is higher than the temperature of the host vehicle, the air conditioning intensity is reduced, During the heating operation, when the temperature of the outside of the vehicle or the adjacent vehicle, which is a source of air flowing in, is lower than the temperature of the host vehicle, the air conditioning intensity is increased. The air conditioning control device according to claim 1 .

4. the calculation unit further includes an acceleration / deceleration prediction unit that performs acceleration / deceleration prediction from a first time point that is a reference to a second time point that is a time later than the first time point, The acceleration / deceleration prediction unit predicting a transition of acceleration or deceleration between the first time and the second time based on a running curve representing a train's speed or acceleration by time and the first time and the second time; The air conditioning control device according to claim 1 .

5. The acceleration / deceleration prediction unit Extracting an acceleration value and an acceleration / deceleration time β' between the first time and the second time from the driving curve; The vehicle interior temperature correction unit is obtaining the vehicle exterior temperature or the adjacent vehicle interior temperature Tcar_adj of the vehicle exterior or the adjacent vehicle that will be a source of future air inflow from the acceleration value between the first time point and the second time point; Calculate a future inflow amount Q=α×β′ of air that will flow in from outside the vehicle or from the adjacent vehicle based on the acceleration / deceleration time; Calculating a ventilation ratio δ=Q / γ, which is the ratio of air replaced within the vehicle by air flowing in from outside the vehicle or from an adjacent vehicle, from the future air inflow amount; calculating a future corrected interior temperature Tcar′=(1−δ)Tcar+δTcar_adj based on the interior temperature, the exterior temperature or the temperature inside the adjacent vehicle, and the ventilation ratio; The air conditioning control device according to claim 4.

6. an acquisition unit that acquires information regarding the movement of the vehicle, including a set temperature, an inside temperature, an outside temperature, a temperature inside an adjacent vehicle, and a speed or an acceleration, as acquired data; A calculation unit that calculates the air conditioning intensity of an air conditioner; an output unit that converts the air conditioning intensity and outputs an air conditioning command value; The calculation unit is an air conditioning intensity setting unit that sets the air conditioning intensity based on a difference between the vehicle interior temperature and the set temperature; and an air conditioning intensity correction unit that estimates an amount of heat flowing in from outside the vehicle or from an adjacent vehicle based on the acquired data and corrects the air conditioning intensity so as to cancel out the amount of heat. Air conditioning control device.

7. The air conditioning intensity correction unit is The vehicle exterior temperature or the adjacent vehicle interior temperature Tcar_adj of the vehicle exterior or the adjacent vehicle, which is a source of air inflow, is obtained from the value of the speed or the acceleration; Calculate the amount of air Q flowing in from outside the vehicle or from the adjacent vehicle, where Q=α×β; Calculating an amount of heat flowing in from outside the vehicle or from the adjacent vehicle, Jadj=Ccoef×Q×(Tcar_adj−Tcar), based on the inside-vehicle temperature, the outside-vehicle temperature or the inside-adjacent-vehicle temperature, the amount of air flowing in, and a heat load calculation coefficient; Correcting the air conditioning intensity based on the amount of heat flowing in. The air conditioning control device according to claim 6.

8. The air conditioning control device according to claim 6, wherein the air conditioning intensity correction unit determines an air conditioning intensity correction value that is a correction value of the air conditioning intensity based on a ratio Jadj / Qunit between the inflowing heat amount and an output of the air conditioner at a predetermined air conditioning intensity.

9. the calculation unit further includes an acceleration / deceleration prediction unit that performs acceleration / deceleration prediction from a first time point that is a reference to a second time point that is a time later than the first time point, The acceleration / deceleration prediction unit predicting a transition of acceleration or deceleration between the first time and the second time based on a running curve representing a train's speed or acceleration by time and the first time and the second time; The air conditioning control device according to claim 6.

10. The acceleration / deceleration prediction unit Extracting an acceleration value and an acceleration time β' between the first time and the second time from the driving curve; The air conditioning intensity correction unit is obtaining the vehicle exterior temperature or the adjacent vehicle interior temperature Tcar_adj of the vehicle exterior or the adjacent vehicle that will be a source of future air inflow from the acceleration value between the first time point and the second time point; Calculate a future inflow amount Q=α×β′ of air that will flow in from outside the vehicle or from the adjacent vehicle based on the acceleration time; Calculating an amount of heat that will flow in from outside the vehicle or from the adjacent vehicle in the future, Jadj=Ccoef×Q×(Tcar_adj−Tcar), based on the inside-vehicle temperature, the outside-vehicle temperature or the inside-adjacent-vehicle temperature, the future amount of air inflow, and a heat load calculation coefficient; correcting the air conditioning intensity based on the amount of heat that will flow in in the future; The air conditioning control device according to claim 9.

Images