Diagnosis system of air conditioner for railroad vehicle

Abstract

To provide a diagnosis system of an air conditioner for a railroad vehicle capable of diagnosing the air conditioner for the railroad vehicle from the perspective of whether or not an environment that passengers feel comfortable consists of passenger cabins by air conditioning, and capable of suppressing an amount of data to be output to a vehicle information management device.SOLUTION: In a diagnosis system of an air conditioner for a railroad vehicle, a data collection part 111 acquires prediction unpleasant person rate specification data DT necessary for specifying a prediction unpleasant person rate representing displeasure of an environment of a passenger cabin. A calculation part 112 calculates the prediction unpleasant person rate by using the prediction unpleasant person rate specification data DT acquired by the data collection part 111. A determination part 113 determines whether or not abnormality or a sign of abnormality occurs in the air conditioner for the railroad vehicle on the basis of a value of the prediction unpleasant person rate calculated by the calculation part 112. The calculation part 112 outputs calculation result data representing the calculated prediction unpleasant person rate to a vehicle information management device 410.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present disclosure relates to a diagnostic system for a railcar air conditioning device. [Background technology]

[0002] As disclosed in Patent Document 1, a diagnostic system for a railway vehicle air conditioner is known, which includes a railway vehicle air conditioner that air-conditions the passenger compartment of a railway vehicle and a diagnostic device that diagnoses the soundness of the railway vehicle air conditioner.

[0003] In this diagnostic system for a railway vehicle air conditioner, the diagnostic device determines whether the railway vehicle air conditioner is normal or abnormal using a detected value related to the power supplied to the railway vehicle air conditioner and a detected value related to the passenger compartment temperature.

[0004] According to the above diagnostic device, the railcar air conditioner is diagnosed from the viewpoint of whether or not the railcar air conditioner is exhibiting an air conditioning capacity commensurate with the power supplied thereto. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-227057 Summary of the Invention [Problem to be solved by the invention]

[0006] In railroad vehicle air conditioning systems, information such as passenger compartment temperature is exchanged between a vehicle information management device and a control device, but the volume of such equipment information is enormous. In particular, transmitting and processing such a huge amount of information is difficult in existing railroad vehicles, so most of the equipment information is unused and erased. In such railroad vehicles, it is not possible to continuously record trends in passenger compartment temperature, making it impossible to detect signs of failure in the railroad vehicle air conditioning system based on passenger compartment temperature, etc. While it is possible to improve processing capacity by modifying the control device or wiring, such modifications are costly.

[0007] The object of the present disclosure is to provide a diagnostic system for a railway vehicle air conditioning system that can diagnose the air conditioning system for a railway vehicle from the perspective of whether the air conditioning creates an environment in the passenger compartment that passengers find comfortable, and that can reduce the amount of data output to a vehicle information management device. [Means for solving the problem]

[0008] The diagnostic system for a railway vehicle air conditioning device according to the present disclosure includes: A diagnostic system for a railway vehicle air conditioning device that diagnoses the health of a railway vehicle air conditioning device that air-conditions a passenger compartment of a railway vehicle, comprising: a vehicle information management device that collects data representing the state of the railway vehicle air conditioning device in the railway vehicle and transmits the collected data to a ground device; a data collection unit that acquires data for identifying a predicted uncomfortable passenger rate necessary to identify a predicted uncomfortable passenger rate that indicates the discomfort of the cabin environment; a calculation unit that calculates the predicted unpleasant customer rate using the predicted unpleasant customer rate identification data acquired by the data collection unit; a determination unit that determines whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device based on the value of the predicted uncomfortable person rate calculated by the calculation unit; Equipped with The calculation unit outputs calculation result data indicating the calculated predicted unpleasant person rate to the vehicle information management device. [Effects of the Invention]

[0009] According to the above configuration, it is determined whether an abnormality or a sign of an abnormality has occurred in the air conditioning system for a railway vehicle based on the value of the predicted uncomfortable occupancy rate, which indicates discomfort in the passenger compartment. Therefore, it is possible to diagnose the air conditioning system for a railway vehicle from the perspective of whether the air conditioning has created an environment in the passenger compartment that passengers find comfortable.

[0010] Furthermore, since the predicted unpleasant person rate data representing the predicted unpleasant person rate calculated by the calculation unit is output to the vehicle information management device, it is not necessary to output all of the predicted unpleasant person rate specifying data to the vehicle information management device, which makes it possible to reduce the amount of data output to the vehicle information management device. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a conceptual diagram showing a diagnostic system and a railway vehicle according to a first embodiment; [Figure 2] 1 is a conceptual diagram showing the configuration of a diagnostic system according to a first embodiment. [Figure 3] 1 is a conceptual diagram showing the configuration of a detector group according to the first embodiment. [Figure 4] 1 is a conceptual diagram showing the configuration of a refrigeration cycle device according to a first embodiment. [Figure 5] 1 is a conceptual diagram showing the function of a diagnostic device according to embodiment 1. [Figure 6] Graph showing monthly set values ​​of clothing amount according to the first embodiment [Figure 7] Graph showing time change of predicted unpleasant person rate according to embodiment 1. [Figure 8] Flowchart of diagnostic processing according to the first embodiment [Figure 9] 1 is a conceptual diagram showing a diagnostic system and a railway vehicle according to a second embodiment. [Figure 10] 1 is a conceptual diagram showing a diagnostic system and a railway vehicle according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments will be described with reference to the drawings, in which the same or corresponding parts are designated by the same reference numerals.

[0013] [Embodiment 1] 1 shows a diagnostic system 400 for a railway vehicle air conditioner (hereinafter referred to as diagnostic system 400) according to this embodiment. This diagnostic system 400 includes a railway vehicle air conditioner 300 that air-conditions a passenger compartment 810 of a railway vehicle 800, a diagnostic device 100 that diagnoses the soundness of the railway vehicle air conditioner 300, and a detector group 200 made up of a plurality of detectors.

[0014] The diagnostic system 400 also includes a vehicle information management device 410. The vehicle information management device 410 is a device that comprehensively manages information used by various electrical devices mounted on trains including the railway vehicle 800. The vehicle information management device 410 collects data (hereinafter referred to as status data) that indicates the status of the railway vehicle air conditioner 300 in the railway vehicle 800, and transmits the collected status data to ground equipment. Here, the ground equipment refers to equipment placed on the ground in a location other than the railway vehicle 800.

[0015] 1 schematically shows the arrangement of the detector group 200, the diagnostic device 100, and the vehicle information management device 410, each of which is mounted on the railway vehicle 800. The locations of the detector group 200, the diagnostic device 100, and the vehicle information management device 410 on the railway vehicle 800 are not particularly limited.

[0016] The detector group 200 detects a plurality of types of physical quantities that represent the environmental state at least in the passenger compartment 810, specifically, the environmental state outside the railway vehicle 800 and in the passenger compartment 810.

[0017] The railway vehicle air conditioning device 300 air-conditions the passenger compartment 810 using the detection results of the detector group 200. Furthermore, the diagnostic device 100 acquires the detection results of the detector group 200 via the control device 320 of the railway vehicle air conditioning device 300, and diagnoses the soundness of the railway vehicle air conditioning device 300 using the acquired detection results.

[0018] As shown in FIG. 2, the detection results of the detector group 200 are transmitted to the control device 320 of the railcar air conditioner 300 and the diagnostic device 100 as detection result data DT.

[0019] The diagnostic device 100 uses the detection result data DT to calculate a predicted uncomfortable passenger rate that indicates the discomfort of the environment in the passenger compartment 810, and diagnoses the soundness of the railway vehicle air conditioning device 300 based on the calculated value of the predicted uncomfortable passenger rate. In other words, the detection result data DT is an example of predicted uncomfortable passenger rate identification data required to identify the predicted uncomfortable passenger rate.

[0020] Furthermore, detection result data DT, which is the detection result of the detector group 200, is also transmitted to a control device 320 of the railway vehicle air conditioner 300. The railway vehicle air conditioner 300 has a refrigeration cycle device 310 that forms a refrigeration cycle using a refrigerant, and a control device 320 that controls the refrigeration cycle device 310. Note that the control device 320 does not necessarily have to be built into the railway vehicle air conditioner 300, and may be provided separately from the railway vehicle air conditioner 300.

[0021] The control device 320 uses the detection result data DT to control the air conditioning capacity exerted by the refrigeration cycle device 310. In other words, the detection result data DT is dual-purpose data included in the above-mentioned predicted uncomfortable person rate identification data, and is also an example of dual-purpose data that is used not only to identify the predicted uncomfortable person rate but also to control the refrigeration cycle device 310.

[0022] With reference to FIG. 3, the detectors included in the detector group 200 and the configuration of the detection result data DT will be specifically described.

[0023] The inside air temperature detector 210 detects the air temperature (hereinafter referred to as inside air temperature) in the passenger compartment 810. The detection result data DT includes inside air temperature data DTa, which is the detection result of the inside air temperature detector 210. The inside air temperature data DTa represents the detected value of the inside air temperature.

[0024] The outside air temperature detector 220 detects the air temperature outside the railcar 800 (hereinafter referred to as outside air temperature). The detection result data DT includes outside air temperature data DTb, which is the detection result of the outside air temperature detector 220. The outside air temperature data DTb represents the detected value of the outside air temperature.

[0025] The humidity detector 230 detects the humidity in the passenger compartment 810 (hereinafter referred to as the inside air humidity). The detection result data DT includes humidity data DTc, which is the detection result of the humidity detector 230. The humidity data DTc represents the detected value of the inside air humidity. Here, humidity refers to relative humidity.

[0026] The occupancy rate detector 240 detects the occupancy rate of passengers in the passenger compartment 810. The detection result data DT includes occupancy rate data DTd, which is the detection result of the occupancy rate detector 240. The occupancy rate data DTd represents a detected value of the occupancy rate.

[0027] The occupancy rate refers to the ratio of the number of passengers present in the cabin 810 (hereinafter referred to as the number of passengers) to the capacity of passengers that can board the cabin 810. The capacity is determined in advance. As an example, the number of passengers can be determined based on the total weight of all passengers present in the cabin 810 and the average weight per passenger. In other words, the occupancy rate detector 240 can be configured using a load detector that detects the total value.

[0028] The number of passengers may also be identified by recognizing an image of the cabin 810. That is, the occupancy detector 240 may also be configured using an image detector that takes an image of the cabin 810.

[0029] The number of passengers may also be determined based on detecting the number of people entering and leaving the cabin 810. That is, the occupancy detector 240 may also be configured with a passage detector that detects the passage of passengers.

[0030] Next, the configuration of the refrigeration cycle device 310 will be specifically described with reference to FIG.

[0031] The refrigeration cycle device 310 has a compressor 311 that compresses the refrigerant, an outdoor heat exchanger 312 that functions as a condenser that condenses the compressed refrigerant, an expander 313 that expands the condensed refrigerant, an indoor heat exchanger 314 that functions as an evaporator that evaporates the expanded refrigerant, and a gas-liquid separator 315 that separates liquid components from the refrigerant that has passed through the indoor heat exchanger 314.

[0032] The refrigeration cycle device 310 also has refrigerant piping 316 through which a refrigerant flows. The refrigerant piping 316 forms a closed refrigerant circuit that connects the compressor 311, the outdoor heat exchanger 312, the expander 313, the indoor heat exchanger 314, and the gas-liquid separator 315 in this order. The closed refrigerant circuit forms a refrigeration cycle.

[0033] The refrigeration cycle device 310 also has an outdoor fan 317 that forms an airflow that hits the outdoor heat exchanger 312. The airflow formed by the outdoor fan 317 promotes heat exchange between the air outside the railway vehicle 800 and the outdoor heat exchanger 312.

[0034] The refrigeration cycle device 310 also has an indoor fan 318 that forms an airflow that hits the indoor heat exchanger 314. The airflow formed by the indoor fan 318 promotes heat exchange between the air in the guest room 810 and the indoor heat exchanger 314.

[0035] Returning to the explanation of Fig. 2, the control device 320 uses the detection result data DT to control the compressor 311, the outdoor fan 317, and the indoor fan 318. This brings the inside air temperature closer to the target temperature. The target temperature is predetermined to a value that is comfortable for passengers.

[0036] Conventionally, the vehicle information management device 410 acquires detection result data DT from the control device 320 and transmits the acquired detection result data DT to the trackside device. At this time, particularly with existing railway vehicles, processing large amounts of data is not possible due to cost and technical reasons, and most of the data output from the control device 320 to the vehicle information management device 410 is deleted by the vehicle information management device 410. This makes it difficult to detect signs of failure in the railway vehicle air conditioner 300 using information obtained from external devices. Meanwhile, with regard to the railway vehicle air conditioner 300, there is a demand for extending the life of existing railway vehicle air conditioners, and there is a demand for low-cost, accurate detection of signs of failure. In this embodiment, by calculating a predicted unpleasant passenger rate from the detection result data DT, signs of failure can be accurately detected and the amount of data transmitted can be significantly reduced.

[0037] If the railway vehicle air conditioning system 300 is in good condition, the air conditioning performed by the railway vehicle air conditioning system 300 creates a comfortable environment for passengers in the passenger compartment 810. On the other hand, if the railway vehicle air conditioning system 300 is not in good condition, for example, if the indoor heat exchanger 314, the outdoor heat exchanger 312, etc. are dirty and the efficiency of heat exchange is reduced, it is difficult to create a comfortable environment for passengers in the passenger compartment 810.

[0038] Therefore, the diagnostic device 100 diagnoses the soundness of the railway vehicle air conditioning device 300 based on the value of the predicted uncomfortable passenger rate, which indicates the discomfort of the environment in the passenger compartment 810. The diagnostic system 400 according to this embodiment is most characterized by the diagnostic device 100. The configuration of the diagnostic device 100 will be described below.

[0039] As shown in Fig. 5, the diagnostic device 100 includes a data collection unit 111 and a diagnostic unit 110. The data collection unit 111 acquires detection result data DT as predicted uncomfortable person rate identification data from the detector group 200 shown in Fig. 2. The diagnostic unit 110 diagnoses the railway vehicle air conditioner 300 using the detection result data DT.

[0040] The diagnosis unit 110 includes a calculation unit 112. The calculation unit 112 uses the detection result data DT acquired by the data collection unit 111 to calculate a predicted percentage of dissatisfied (PPD), which indicates the discomfort of the environment of the guest room 810.

[0041] This predicted discomfort rate is calculated using the predicted mean thermal vote (PMV), which is an index that evaluates on a 7-point scale whether passengers in cabin 810 feel warm or cold.

[0042] In this specification, the terms "predicted discomfort rate" and "predicted average thermal sensation report" refer to PPD and PMV, respectively, as defined in ISO 7730 (1994).

[0043] Specifically, the calculation unit 112 first calculates the predicted average thermal sensation declaration using values ​​of six elements: (a) the air temperature in the cabin 810, (b) the average radiant temperature in the cabin 810, (c) the relative humidity in the cabin 810, (d) the amount of activity of the passengers in the cabin 810, (e) the average wind speed in the cabin 810, and (f) the amount of clothing worn by the passengers in the cabin 810. Each element will be explained below.

[0044] (a) Temperature in guest room 810 The detected value of the inside air temperature represented by the inside air temperature data DTa shown in FIG. 3 is used as the value of this air temperature.

[0045] (b) Average radiant temperature in cabin 810 This average radiation temperature is determined using the detected value of the inside air temperature represented by the inside air temperature data DTa shown in FIG. 3 and the detected value of the outside air temperature represented by the outside air temperature data DTb shown in FIG.

[0046] Specifically, the average radiation temperature t can be approximately expressed as t = r·p + (1 - r)·q, where p is the detected value of the inside air temperature, q is the detected value of the outside air temperature, and r is a real constant less than or equal to 1. The value of r is determined in advance taking into consideration the structure and material of the body of the railway vehicle 800. As an example, when p = 25°C, q = 30°C, and r = 0.75, the average radiation temperature t = 26°C.

[0047] Furthermore, the average radiation temperature t may be determined by a table that defines the relationship between p and q and t, rather than by a calculation formula expressed as a function t(p,q) with p and q each as an independent variable. Such a table is determined in advance, taking into consideration the structure and material of the body of the railway vehicle 800, etc.

[0048] (c) Relative humidity in cabin 810 The relative humidity value is determined by the detected value of the inside air humidity indicated by the humidity data DTc shown in FIG.

[0049] (d) Passenger activity in cabin 810 The amount of activity (MET value) refers to the level of activity of passengers and represents the amount of heat emitted from their bodies. The amount of activity per standing passenger is defined as u, and the amount of activity per seated passenger is defined as v. The values ​​of u and v are determined in advance as constants. For example, u = 1.4 and v = 1.0.

[0050] The amount of activity in the entire passenger cabin 810 is estimated using the detected value of the occupancy rate represented by the occupancy rate data DTd shown in Fig. 3. Specifically, the number x of passengers standing in the passenger cabin 810 and the number y of passengers sitting in the passenger cabin 810 are estimated based on the detected value of the occupancy rate. In this case, the amount of activity f in the entire passenger cabin 810 can be approximately expressed as f = u x + v y.

[0051] It can be said that the higher the occupancy rate, the higher the proportion of standing passengers, and the lower the occupancy rate, the higher the proportion of seated passengers. In other words, there is a correlation between the occupancy rate and the values ​​of x and y. Therefore, it is possible to estimate the values ​​of x and y from the detected value of the occupancy rate.

[0052] However, in order to make it easier to identify the amount of activity f, it is preferable to set a threshold value (hereinafter referred to as the occupancy rate threshold value) for the detected value of the occupancy rate at which it is considered that all passengers in the cabin 810 are seated. The occupancy rate threshold value is determined in advance.

[0053] If the detected occupancy rate is below the occupancy rate threshold, all passengers in the cabin 810 may be considered to be seated (x=0), and if the detected occupancy rate exceeds the occupancy rate threshold, all passengers in the cabin 810 may be considered to be standing (y=0).

[0054] (e) Average wind speed in cabin 810 Generally, wind speed varies depending on the location inside the cabin 810, and it is difficult to determine the average wind speed through detection. Therefore, this average wind speed is approximated by a predetermined value, without relying on the detection result data DT. As an example, the average wind speed is approximated to 0.2 m / sec.

[0055] (f) Amount of clothing worn by passengers in cabin 810 As shown in Fig. 6, the clothing amount (CLO value) is approximated by a value preset for each month, regardless of the detection result data DT. This is because it is difficult to identify the clothing amount, which indicates the thermal resistance of the clothing worn by passengers, by detection.

[0056] The calculation unit 112 calculates the predicted average thermal sensation declaration using the values ​​of the six elements (a)-(f) described above. A known definition formula that expresses the relationship between the values ​​of the six elements (a)-(f) and the value of the predicted average thermal sensation declaration is used to calculate the predicted average thermal sensation declaration. The predicted average thermal sensation declaration is an index that expresses the degree of heat or cold felt by passengers on a scale from -3 to 3.

[0057] Next, the calculation unit 112 uses the calculated predicted average thermal sensation declaration value to calculate a predicted uncomfortable occupant rate, which indicates the discomfort of the environment in the guest room 810. To calculate the predicted uncomfortable occupant rate, a known definition formula is used that indicates the relationship between the predicted average thermal sensation declaration value and the predicted uncomfortable occupant rate.

[0058] Calculation unit 112 repeatedly calculates the predicted unpleasant passenger rate in real time at a cycle corresponding to the sampling cycle of detection result data DT. That is, time series data in which the calculated values ​​of the predicted unpleasant passenger rate are arranged in time series during the operation period of railway vehicle 800 is obtained.

[0059] 7 illustrates an example of the change over time in the predicted uncomfortable passenger rate calculated by the calculation unit 112. A larger value of the predicted uncomfortable passenger rate means that a higher percentage of passengers will find the environment of the cabin 810 uncomfortable.

[0060] The predicted uncomfortable occupancy rate does not remain constant while the passenger compartment 810 is being air-conditioned by the railway vehicle air-conditioning device 300, but can constantly fluctuate as shown in Fig. 7. In other words, even if there is no abnormality or sign of an abnormality in the railway vehicle air-conditioning device 300, the predicted uncomfortable occupancy rate can fluctuate locally due to the opening and closing of the passenger compartment 810 doors, fluctuations in passenger occupancy, etc.

[0061] Returning to the explanation of Fig. 5, the calculation unit 112 outputs predicted uncomfortable person rate data, which indicates the predicted uncomfortable person rate calculated in the above manner, as status data to the vehicle information management device 410. The diagnosis unit 110 also includes a determination unit 113. Based on the value of the predicted uncomfortable person rate calculated by the calculation unit 112, the determination unit 113 determines whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device 300.

[0062] A larger value of the predicted uncomfortable occupancy rate indicates a greater shortage of the air conditioning capacity of the railway vehicle air conditioner 300. Therefore, based on the value of the predicted uncomfortable occupancy rate, it is possible to estimate an abnormality or a sign of an abnormality in the railway vehicle air conditioner 300.

[0063] 7, the predicted uncomfortable occupancy rate may temporarily increase even if there is no abnormality or sign of an abnormality in the railway vehicle air conditioning system 300. On the other hand, if there is an abnormality or sign of an abnormality in the railway vehicle air conditioning system 300, the capacity to air-condition the passenger compartment 810 is constantly reduced, and the predicted uncomfortable occupancy rate tends to remain elevated.

[0064] Therefore, the determination unit 113 determines whether an abnormality or a sign of an abnormality has occurred based on the cumulative value of the length of time during which the predicted unpleasant person rate has increased, rather than determining that an abnormality or a sign of an abnormality has occurred based on a temporary increase in the predicted unpleasant person rate.

[0065] This makes it possible to accurately detect abnormalities or signs of abnormalities in the railway vehicle air conditioning device 300. In other words, it reduces the possibility of misdiagnosing a temporary lack of air conditioning capacity caused by the opening and closing of the passenger compartment 810 doors, fluctuations in passenger occupancy, etc. as indicating an abnormality or a sign of an abnormality.

[0066] Specifically, the determination unit 113 calculates a value (hereinafter referred to as cumulative discomfort period length) obtained by accumulating, over a predetermined reference period, the length of the period (hereinafter referred to as discomfort period length) during which the predicted discomfort rate calculated by the calculation unit 112 is equal to or greater than a threshold value (hereinafter referred to as predicted discomfort rate threshold value).If the cumulative discomfort period length is equal to or greater than the threshold value (hereinafter referred to as period length threshold value), the determination unit 113 determines that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device 300.

[0067] Here, the predicted uncomfortable occupancy rate threshold is determined in advance as a value that indicates that the environment of the passenger compartment 810 is uncomfortable. In addition, the period length threshold is determined in advance as a value that indicates that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device 300.

[0068] The reference period for accumulating the discomfort period length is the daily operation period of the railway vehicle 800. In other words, the determination unit 113 determines that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioner 300 when the accumulated discomfort period length obtained by accumulating the discomfort period length over the daily operation period of the railway vehicle 800 is equal to or greater than the period length threshold.

[0069] The diagnosis unit 110 also includes a diagnosis result output unit 114. The diagnosis result output unit 114 outputs data representing the result of the determination made by the determination unit 113 to the vehicle information management device 410 as status data.

[0070] When the determination unit 113 determines that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioner 300, the diagnosis result output unit 114 may perform notification control to notify the user that maintenance should be performed on the railway vehicle air conditioner 300. When notification control is performed, maintenance of the railway vehicle air conditioner 300 can be performed promptly.

[0071] However, diagnosis result output unit 114 does not have to perform notification control. As an example, diagnosis result output unit 114 may output a signal representing the result of the determination by determination unit 113 to the computer at the timing when an inspector causes the computer to access diagnosis result output unit 114 of diagnostic device 100. Deterioration that can be detected based on the predicted unpleasant person rate is often deterioration due to aging, which is not a high-urgency deterioration that requires immediate action, and for such deterioration, it is more appropriate to detect the deterioration during inspection by an inspector rather than detecting the deterioration and notifying it immediately.

[0072] The diagnostic processing performed by the data collection unit 111 and the diagnostic unit 110 shown in FIG. 5 will be summarized below.

[0073] 8 shows a flowchart of the diagnostic process. The diagnostic process starts when the railway vehicle 800 starts operating and the railway vehicle air conditioner 300 starts air conditioning the passenger compartment 810. First, the calculation unit 112 calculates a predicted uncomfortable person rate using the detection result data DT acquired by the data collection unit 111 (step S1). The calculation unit 112 outputs predicted uncomfortable person rate data representing the calculated predicted uncomfortable person rate to the vehicle information management device 410.

[0074] Next, calculation unit 112 determines whether the one-day operation period of railway vehicle 800 has ended (step S2). If the one-day operation period of railway vehicle 800 has not yet ended (step S2; NO), the process returns to step S1. In this way, the predicted uncomfortable occupancy rate is repeatedly calculated in real time during the operation period when passenger compartment 810 is air-conditioned.

[0075] On the other hand, when the railway vehicle 800's one-day operation period ends (step S2; YES) and the air conditioning in the passenger compartment 810 is stopped, the judgment unit 113 determines whether the cumulative discomfort period length over the one-day operation period of the railway vehicle 800 is equal to or greater than the period length threshold (step S3).

[0076] If the cumulative discomfort period length over the one-day operation period of the railway vehicle 800 is less than the period length threshold (step S3; NO), the air conditioning capacity of the railway vehicle air conditioner 300 is being fully utilized on that operation day, and the railway vehicle air conditioner 300 can be said to be in good condition.

[0077] Therefore, in this case, the determination unit 113 determines that the railway vehicle air conditioner 300 is healthy. Then, the diagnosis result output unit 114 outputs data indicating that the railway vehicle air conditioner 300 is healthy to the vehicle information management device 410 (step S4), and the diagnosis process for that operation day is completed.

[0078] On the other hand, if the cumulative length of uncomfortable periods over the one-day operation period of the railway vehicle 800 is equal to or greater than the period length threshold (step S3; YES), it cannot be said that the air conditioning capacity of the railway vehicle air conditioner 300 was fully exerted on that operation day. Therefore, in this case, the judgment unit 113 judges that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioner 300.

[0079] Then, the diagnostic result output unit 114 outputs data to the vehicle information management device 410 indicating that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device 300 (step S5), and the diagnostic process for that operation day is completed. In this manner, the diagnostic process is repeated for each operation day.

[0080] According to the embodiment described above, the following effects can be obtained.

[0081] The judgment unit 113 judges whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air-conditioning device 300 based on the value of the predicted uncomfortable passenger rate, which indicates discomfort in the passenger compartment 810. Therefore, the railway vehicle air-conditioning device 300 can be diagnosed from the viewpoint of whether an environment in the passenger compartment 810 that passengers find comfortable has been created by the air conditioning.

[0082] Furthermore, the determination unit 113 does not determine that an abnormality or a sign of an abnormality has occurred based on a temporary increase in the predicted uncomfortable person rate, but rather determines that an abnormality or a sign of an abnormality has occurred based on the cumulative uncomfortable period length over the one-day operation period of the railway vehicle 800 being equal to or greater than the period length threshold. This makes it possible to accurately detect an abnormality or a sign of an abnormality in the railway vehicle air conditioning device 300.

[0083] In addition, the calculation unit 112 identifies only the following of the values ​​of the six elements mentioned above required for calculating the predicted uncomfortable passenger rate: (a) the air temperature in the passenger cabin 810, (b) the average radiant temperature in the passenger cabin 810, (c) the relative humidity in the passenger cabin 810, and (d) the amount of activity of passengers in the passenger cabin 810, using the predicted uncomfortable passenger rate identification data DT.

[0084] Of the values ​​of the six elements mentioned above, (e) the average wind speed in the cabin 810 and (f) the amount of clothing worn by passengers in the cabin 810 are not determined by the predicted uncomfortable passenger rate determination data DT, but rather predetermined values ​​are used.

[0085] Therefore, when calculating the predicted uncomfortable person rate, there is no need to increase the number of detectors included in the detector group 200 shown in Fig. 3 more than necessary. Specifically, the predicted uncomfortable person rate can be calculated using only the existing detector group 200 required to realize feedback control of the refrigeration cycle device 310 by the control device 320. Therefore, there is no need to add a sensor specialized for predictive diagnosis.

[0086] That is, the data collecting unit 111 only needs to acquire, as predicted uncomfortable person rate identification data, the detection result data DT used by the control device 320 to control the refrigeration cycle 310. There is no need to include in the detector group 200 a detector that detects a physical quantity that is used to identify the predicted uncomfortable person rate but is not used to control the refrigeration cycle 310.

[0087] Furthermore, since the calculation result data indicating the predicted unpleasant person rate calculated by calculation unit 112 is output to vehicle information control device 410, there is no need to output all of the detection result data DT as predicted unpleasant person rate identification data to vehicle information control device 410. As a result, it is possible to reduce the amount of data output to vehicle information control device 410 in railway vehicle 800.

[0088] Furthermore, by including the calculation result data in the data transmitted from the vehicle information management device 410 to the ground device, it is possible to diagnose the railcar air conditioner 300 using this data.

[0089] [Embodiment 2] 9 shows the configuration of a diagnostic system 400 according to this embodiment. A plurality of railway cars 800 are coupled together to form a train set 900. The above-described railway car air conditioning device 300 and detector group 200 are provided for each railway car 800.

[0090] The diagnostic device 100 according to this embodiment is provided separately from the control device 320 of the air conditioner 300 for a railway vehicle.

[0091] In this embodiment, a vehicle information management device (slave) 410b is provided in each railway car 800, and a vehicle information management device (master) 410a is provided in the lead railway car 800. In this embodiment, the vehicle information management device 410 is realized by the vehicle information management device (master) 410a and the vehicle information management device (slave) 410b.

[0092] The vehicle information management devices (child units) 410b mounted on each railway vehicle 800 are connected by communication lines and exchange information output from the control device 320. The vehicle information management device (child unit) 410b mounted on the leading railway vehicle 800 is connected to the vehicle information management device (parent unit) 410a, and outputs various information output from the vehicle information management devices (child units) 410b mounted on the following railway vehicles 800 to the vehicle information management device 410a.

[0093] The vehicle information management device (parent device) 410a collects information output from the vehicle information management devices (child devices) 410b mounted on each railway vehicle 800 and outputs the information to an external ground device. The diagnosis device 100 is provided between the vehicle information management device (child device) 410b and the vehicle information management device (parent device) 410a.

[0094] The data collection unit 111 of the diagnostic device 100 collects detection result data DT from a plurality of detector groups 200 in the train set 900. Specifically, the detection result data DT is input to the diagnostic device 100 from the vehicle information management device (slave) 410b of each railway car 800. Therefore, it is not necessary to provide a diagnostic device 100 for each railway car 800, and it is sufficient to provide one diagnostic device 100 for each train set 900.

[0095] It is preferable that the diagnostic device 100 be provided in the leading railway car 800 of the train 900, but it may be provided in any of the railway cars 800.

[0096] In the diagnostic device 100 according to this embodiment, the calculation unit 112 uses the detection result data DT collected for each railway car 800 to calculate, for each railway car 800, a predicted uncomfortable occupancy rate for the passenger compartment 810 of that railway car 800. The determination unit 113 determines, for each railway car 800, whether an abnormality or a sign of an abnormality has occurred in the railway car air conditioning device 300 in that railway car 800.

[0097] [Embodiment 3] 10, the predicted unpleasant person rate may be calculated by the control device 320 without providing the diagnostic device 100. In this case, as shown in FIG. 10, the control device 320 is provided with a data collection unit 111, a calculation unit 112, a determination unit 113, and a diagnostic result output unit 114.

[0098] In this embodiment, processing is also performed in accordance with the flowchart shown in Fig. 8. That is, the calculation unit 112 calculates a predicted unpleasant person rate using the detection result data DT acquired by the data collection unit 111 (step S1). The calculation unit 112 outputs predicted unpleasant person rate data representing the calculated predicted unpleasant person rate to the vehicle information management device 410.

[0099] Next, calculation unit 112 determines whether the one-day operation period of railway vehicle 800 has ended (step S2). If the one-day operation period of railway vehicle 800 has not yet ended (step S2; NO), the process returns to step S1. In this way, the predicted uncomfortable occupancy rate is repeatedly calculated in real time during the operation period when passenger compartment 810 is air-conditioned.

[0100] On the other hand, when the railway vehicle 800's one-day operation period ends (step S2; YES) and the air conditioning in the passenger compartment 810 is stopped, the judgment unit 113 determines whether the cumulative discomfort period length over the one-day operation period of the railway vehicle 800 is equal to or greater than the period length threshold (step S3).

[0101] If the cumulative length of uncomfortable periods over the one-day operation period of the railway vehicle 800 is less than the period length threshold (step S3; NO), it can be said that the air conditioning capacity of the railway vehicle air conditioner 300 is being fully utilized on that operation day, and that the railway vehicle air conditioner 300 is in good condition. In this case, the determination unit 113 determines that the railway vehicle air conditioner 300 is in good condition. Then, the diagnosis result output unit 114 outputs data indicating that the railway vehicle air conditioner 300 is in good condition to the vehicle information management device 410 (step S4), and the diagnosis process for that operation day is completed.

[0102] On the other hand, if the cumulative discomfort period length over the one-day operation period of the railway vehicle 800 is equal to or greater than the period length threshold (step S3; YES), it cannot be said that the air conditioning capacity of the railway vehicle air conditioner 300 was fully utilized on that operation day. Therefore, in this case, the judgment unit 113 determines that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioner 300. Then, the diagnosis result output unit 114 outputs data to the vehicle information management device 410 indicating that an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioner 300 (step S5), and the diagnosis process for that operation day is terminated. In this manner, the diagnosis process is repeated for each operation day.

[0103] According to this embodiment, the health of the railway vehicle air conditioner 300 can be diagnosed without adding a diagnostic device 100 or a new sensor specialized for symptom detection, and by simply improving the software of the control device 320.

[0104] The above describes embodiments 1 to 3. The following variations are also possible.

[0105] (1) In the above-described first embodiment, the detection result data DT used for controlling the refrigeration cycle apparatus 310 by the control device 320 is the same as the predicted uncomfortable person rate identification data required for identifying the predicted uncomfortable person rate. However, the predicted uncomfortable person rate identification data may include data that is not used for controlling the refrigeration cycle apparatus 310.

[0106] As an example, the predicted uncomfortable passenger rate identification data may include image data captured of the passenger cabin 810. This image data can be used to identify the aforementioned activity level, amount of clothing, etc., instead of the occupancy rate data DTd. Specifically, by analyzing the image data using a pattern recognition technique, it is possible to identify the number x of passengers standing in the passenger cabin 810, the number y of passengers sitting in the passenger cabin 810, and the amount of clothing worn by the passengers.

[0107] In this case, the detector group 200 includes a detector that generates image data by photographing. However, in order to be able to determine the predicted uncomfortable passenger rate without increasing the number of detectors included in the detector group 200 as much as possible, it is preferable to adopt the configuration of embodiment 1 in which the above-mentioned activity amount is determined using the occupancy rate data DTd and the amount of clothing is estimated using a predetermined value.

[0108] (2) Furthermore, the data used for controlling the refrigeration cycle device 310 by the control device 320 may include data other than the predicted uncomfortable person rate identification data required to identify the predicted uncomfortable person rate. In this case, the data collection unit 111 acquires only a portion of the detection results from the detector group 200 as the predicted uncomfortable person rate identification data.

[0109] (3) Although FIG. 9 shows a configuration in which only one diagnostic device 100 is provided for one train set 900, a diagnostic device 100 may be provided for each railcar 800 that constitutes the train set 900.

[0110] Various aspects of the present disclosure are described below.

[0111] (Appendix 1) A diagnostic system for a railway vehicle air conditioning device that diagnoses the health of a railway vehicle air conditioning device that air-conditions a passenger compartment of a railway vehicle, comprising: a vehicle information management device that collects data representing the state of the railway vehicle air conditioning device in the railway vehicle and transmits the collected data to a ground device; a data collection unit that acquires data for identifying a predicted uncomfortable passenger rate necessary to identify a predicted uncomfortable passenger rate that indicates the discomfort of the cabin environment; a calculation unit that calculates the predicted unpleasant customer rate using the predicted unpleasant customer rate identification data acquired by the data collection unit; a determination unit that determines whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device based on the value of the predicted uncomfortable person rate calculated by the calculation unit; Equipped with The calculation unit outputs calculation result data representing the calculated predicted unpleasant person rate to the vehicle information management device. Diagnostic system for railcar air conditioning equipment. (Appendix 2) The calculation unit (a) the air temperature in the cabin, (b) the average radiant temperature in the cabin, (c) the relative humidity in the cabin, and (d) the amount of passenger activity in the cabin, each of which is determined using the predicted uncomfortable passenger rate determination data; (e) an average wind speed in the cabin, and (f) an amount of clothing worn by passengers in the cabin, each of which has a predetermined value; The predicted unpleasant person rate is calculated using Appendix 1: Diagnostic system for air conditioning units for railway vehicles. (Appendix 3) A train set is formed by coupling a plurality of the railway cars, the railway vehicle air conditioning device and a group of detectors that detect physical quantities related to the environment of the passenger compartment are provided for each railway vehicle, the data collection unit collects the predicted uncomfortable passenger rate identification data from a plurality of the detector groups in the train; the calculation unit calculates, for each of the railway cars, the predicted uncomfortable passenger rate of the passenger compartment of the railway car using the predicted uncomfortable passenger rate identification data collected by the data collection unit; the determination unit determines, for each of the railway vehicles, whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device of the railway vehicle. A diagnostic system for a rail vehicle air conditioning system according to appendix 1 or 2. (Appendix 4) The determination unit determining whether an abnormality or a sign of an abnormality has occurred in the railcar air conditioning device based on a value obtained by accumulating, over a one-day operation period of the railcar, the length of a period during which the predicted uncomfortable occupancy rate calculated by the calculation unit has become a value representing that the environment in the passenger compartment is uncomfortable; A diagnostic system for a rail vehicle air conditioning system according to any one of appendixes 1 to 3. (Appendix 5) The air conditioning device for railway vehicles includes: a refrigeration cycle device that constitutes a refrigeration cycle; a control device that controls the refrigeration cycle device using detection results from a group of detectors that detect physical quantities related to the environment of the passenger compartment; and The data collection unit a device that is provided separately from the control device and collects the predicted unpleasant person rate identification data from the group of detectors; A diagnostic system for railway vehicle air conditioning equipment as set forth in Appendix or 2. (Appendix 6) The railway vehicle air conditioning device, 6. The diagnostic system for a rail vehicle air conditioning unit of any one of appendixes 1 to 5, further comprising: [Explanation of symbols]

[0112] 100 diagnostic device, 110 diagnostic unit, 111 data collection unit, 112 calculation unit, 113 judgment unit, 114 diagnostic result output unit, 200 detector group, 210 inside air temperature detector, 220 outside air temperature detector, 230 humidity detector, 240 occupancy rate detector, 300 railway vehicle air conditioning device, 310 refrigeration cycle device, 311 compressor, 312 outdoor heat exchanger, 313 expansion unit, 314 indoor heat exchanger, 315 gas-liquid separator, 316 refrigerant piping, 317 outdoor fan, 318 indoor fan, 320 control device, 400 railway vehicle air conditioning device diagnostic system, 410 vehicle information management device, 800 railway vehicle, 810 passenger compartment, 900 train set, DT detection result data (predicted uncomfortable passenger rate specific data), DTa inside air temperature data, DTb outdoor air temperature data, DTc Humidity data, DTd occupancy data.

Claims

1. A diagnostic system for a railway vehicle air conditioning device that diagnoses the health of a railway vehicle air conditioning device that air-conditions a passenger compartment of a railway vehicle, comprising: a vehicle information management device that collects data representing the state of the railway vehicle air conditioning device in the railway vehicle and transmits the collected data to a ground device; a data collection unit that acquires data for identifying a predicted uncomfortable passenger rate necessary to identify a predicted uncomfortable passenger rate that indicates the discomfort of the cabin environment; a calculation unit that calculates the predicted unpleasant customer rate using the predicted unpleasant customer rate identification data acquired by the data collection unit; a determination unit that determines whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device based on the value of the predicted uncomfortable person rate calculated by the calculation unit; Equipped with The calculation unit outputs calculation result data representing the calculated predicted unpleasant person rate to the vehicle information management device. Diagnostic system for railcar air conditioning equipment.

2. The calculation unit (a) the air temperature in the cabin, (b) the average radiant temperature in the cabin, (c) the relative humidity in the cabin, and (d) the amount of passenger activity in the cabin, each of which is determined using the predicted uncomfortable passenger rate determination data; (e) an average wind speed in the cabin, and (f) an amount of clothing worn by passengers in the cabin, each of which has a predetermined value; The predicted unpleasant person rate is calculated using The diagnostic system for a railcar air conditioning device according to claim 1 .

3. A train set is formed by coupling a plurality of the railway cars, the railway vehicle air conditioning device and a group of detectors that detect physical quantities related to the environment of the passenger compartment are provided for each railway vehicle, the data collection unit collects the predicted uncomfortable passenger rate identification data from a plurality of the detector groups in the train; the calculation unit calculates, for each of the railway cars, the predicted uncomfortable passenger rate of the passenger compartment of the railway car using the predicted uncomfortable passenger rate identification data collected by the data collection unit; the determination unit determines, for each of the railway vehicles, whether an abnormality or a sign of an abnormality has occurred in the railway vehicle air conditioning device of the railway vehicle.

3. The diagnostic system for a railway vehicle air conditioning device according to claim 1 or 2.

4. The determination unit determining whether an abnormality or a sign of an abnormality has occurred in the railcar air conditioning device based on a value obtained by accumulating, over a one-day operation period of the railcar, the length of a period during which the predicted uncomfortable occupancy rate calculated by the calculation unit has become a value representing that the environment in the passenger compartment is uncomfortable; 3. The diagnostic system for a railway vehicle air conditioning device according to claim 1 or 2.

5. The air conditioning device for railway vehicles includes: a refrigeration cycle device that constitutes a refrigeration cycle; a control device that controls the refrigeration cycle device using detection results from a group of detectors that detect physical quantities related to the environment of the passenger compartment; and The data collection unit a device that is provided separately from the control device and collects the predicted unpleasant person rate identification data from the group of detectors; 3. The diagnostic system for a railway vehicle air conditioning device according to claim 1 or 2.

6. The railway vehicle air conditioning device, The diagnostic system for a railway vehicle air conditioning device according to claim 1 or 2, further comprising:

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