Ventilation system for a vehicle

Abstract

An in-vehicle ventilation system includes an electric window mechanism configured to open and close a window of a vehicle, and a control unit configured to control the electric window mechanism. The control unit is further configured to acquire first environment information representing an environment inside the vehicle and second environment information representing an environment outside the vehicle, automatically select a specific ventilation adjustment mode suitable for at least one occupant of the vehicle from among a plurality of ventilation adjustment modes based on the first environment information and the second environment information, and control the electric window mechanism in accordance with the selected ventilation adjustment mode.

Description

Technical Field

[0001] The subject of this disclosure relates to an in-vehicle ventilation system. Background Technology

[0002] When a vehicle is in use, windows such as the doors are kept open while driving to replace the air in the passenger compartment or to introduce natural air for cooling. Recently, due to the need to prevent the spread of COVID-19, it is desirable to periodically open the windows and ventilate the passenger compartment, even while driving, rather than using air conditioning to regulate the temperature.

[0003] Since vehicles are typically equipped with power windows, passengers can, for example, operate a preset button to open or close the vehicle window to the fully open or fully closed position. Furthermore, operating the preset button can also open / close the window in the direction of increasing or decreasing opening.

[0004] For example, a vehicle interior temperature control system based on related technology has been disclosed, which effectively and quickly reduces the interior temperature and prevents crime. Specifically, the vehicle interior temperature control system includes a switch main drive unit for opening and closing the vehicle windows, an air conditioning unit that adjusts the interior temperature according to a set temperature, and a remote control that can output control signals to the cooling air conditioning unit from outside the vehicle. Furthermore, when the interior temperature is at least higher than the outside air temperature, the vehicle ECU executes a crime prevention outside air introduction process based on the input of the control signal, causing the vehicle windows to switch between open and closed operations (see, for example, JP2018-131053A).

[0005] When a vehicle is in motion and the windows are open for ventilation, the amount of airflow entering the passenger compartment varies significantly depending on the difference in window opening and vehicle speed. Furthermore, if the wind blowing into the passenger compartment from the window opening is too strong, passengers will feel uncomfortable; conversely, if the wind is too weak, passengers will feel hot.

[0006] Therefore, it is necessary to adjust the opening of the car windows to provide adequate airflow for the passengers. However, since typical power window systems installed in vehicles only adjust the opening when the passenger presses a preset button, or moves the window to a fully open or fully closed position, it is difficult to adjust the opening to the appropriate level.

[0007] Furthermore, when multiple passengers are in the same vehicle with the windows open for ventilation, what is comfortable for some passengers may be uncomfortable for others. That is, even with the windows open at the same degree, the intensity of the airflow into each seat varies greatly, making it difficult to ensure comfort for all passengers. Therefore, when a particular passenger adjusts the window opening to a comfortable level of airflow, other passengers will experience discomfort.

[0008] In particular, in environments where the widespread use of car-sharing leads to an unspecified number of users sharing the same vehicle, opening the windows for ventilation is also important. However, there are concerns that other passengers might be bothered when some passengers manually adjust the window opening by operating buttons. Summary of the Invention

[0009] The illustrative aspect of this disclosure provides an in-vehicle ventilation system that eliminates the need for manual adjustment and prevents occupants from feeling uncomfortable while the vehicle is in motion by adjusting the opening of the windows.

[0010] According to an illustrative aspect of the subject matter of this disclosure, a vehicle interior ventilation system includes: a power window mechanism configured to open and close a vehicle window; and a control unit configured to control the power window mechanism. The control unit is further configured to: acquire first environmental information representing the environment inside the vehicle and second environmental information representing the environment outside the vehicle; automatically select a specific ventilation adjustment mode suitable for at least one occupant of the vehicle from a plurality of ventilation adjustment modes based on the first environmental information and the second environmental information; and control the power window mechanism according to the selected ventilation adjustment mode.

[0011] According to the in-vehicle ventilation system disclosed herein, since the control unit automatically controls the power window mechanism, ventilation can be achieved by adjusting the window opening without requiring manual adjustment by the occupants, such as when the vehicle is in motion. Furthermore, since the ventilation adjustment mode is automatically selected based on first and second environmental information, occupant discomfort can be prevented.

[0012] Other aspects and advantages of the subject matter of this disclosure will be set forth in the following description, drawings and claims. Attached Figure Description

[0013] Figure 1 This is a block diagram illustrating the construction of an in-vehicle ventilation system according to an embodiment of the subject matter of this disclosure;

[0014] Figure 2This is a schematic diagram illustrating an example of the construction of a ventilation mode table for an in-vehicle ventilation system;

[0015] Figure 3 This is a schematic diagram illustrating an example of the construction of a condition determination table for an in-vehicle ventilation system;

[0016] Figure 4 This is a flowchart of the main operation of the vehicle's ventilation system;

[0017] Figure 5 This is a flowchart of the main operation of the vehicle's ventilation system (step 2).

[0018] Figure 6 This is a flowchart illustrating the main operation 3 of the vehicle's in-vehicle ventilation system;

[0019] Figure 7 This is a flowchart illustrating the main operation of the vehicle's ventilation system;

[0020] Figure 8 This is a flowchart illustrating the main operation 5 of the vehicle's in-vehicle ventilation system; and

[0021] Figure 9 This is a flowchart illustrating the main operation of the vehicle's ventilation system. Detailed Implementation

[0022] Specific embodiments related to the subject matter of this disclosure will be described below with reference to the accompanying drawings.

[0023] Figure 1 This is a block diagram illustrating the construction of an in-vehicle ventilation system 100 according to an embodiment of the subject matter of this disclosure.

[0024] Figure 1 The in-vehicle ventilation system 100 shown will be installed on the vehicle and includes multiple regional ECUs 10A, 10B, and 10C as the main control unit, an air conditioning ECU 20, a central ECU 30, a connection ECU 40, a navigation unit 50, and an instrument unit 70.

[0025] The regional ECUs 10A, 10B, and 10C, the air conditioning ECU 20, the central ECU 30, the navigation unit 50, and the instrument cluster 70 are interconnected via the in-vehicle communication bus 90, enabling them to communicate with each other. The in-vehicle communication bus 90 is equipped with transmission lines corresponding to vehicle communication standards such as Controller Area Network (CAN).

[0026] like Figure 1The illustrated area ECUs 10A, 10B, and 10C each have the function of managing the opening / closing of the windows in each door for ventilation within the vehicle cabin. Furthermore, area ECUs 10A, 10B, and 10C respectively have the function of managing the area near the driver's seat, the area near the front passenger seat, and the area near the rear seats (rear area). In practice, the computer built into each of area ECUs 10A, 10B, and 10C executes a predetermined program to perform processing as needed.

[0027] The power window mechanism 11A, the seat sensor 12A, the automatic ventilation switch 13, and the rain sensor 14 are connected to the area ECU 10A.

[0028] The power window mechanism 11A is installed on the door on the driver's side. Furthermore, the power window mechanism 11A can raise and lower the door glass by the driving force of a motor installed on the driver's side door to create or close an opening for ventilation.

[0029] Furthermore, the power window mechanism 11A includes a built-in position sensor (not shown) that outputs window position (PW position) information i11 corresponding to the opening degree of the window glass. When the area ECU 10A outputs a predetermined open / close control signal C10, the open / close drive for the power window mechanism 11A can be realized.

[0030] Seating sensor 12A detects whether the passenger has taken their seat in the driver's seat and outputs seating information i12. Automatic ventilation switch 13 is a switch that can be turned on and off via a passenger operation button, such as the driver's. The function of outputting switch information i13 to switch the automatic ventilation on / off is assigned to automatic ventilation switch 13.

[0031] Rain sensor 14 can detect raindrops attached to a specific area on the upper part of a vehicle, such as the windshield (window glass), using an optical sensor, and output raindrop information i14 indicating the detection status.

[0032] The power window mechanism 11B and seat sensor 12B at the passenger seat are connected to the area ECU 10B. The power window mechanism 11B is mounted on the door on the passenger side and, similar to the power window mechanism 11A at the driver's seat, can raise and lower the door window glass by the driving force of an electric motor, thereby creating or closing the opening for ventilation.

[0033] Furthermore, window position information corresponding to the opening degree of the window glass at the passenger side door is output from the power window mechanism 11B and input to the regional ECU 10B. When the regional ECU 10B outputs a predetermined open / close control signal, it can drive the power window mechanism 11B to open / close. The seating sensor 12B detects whether the passenger has sat in the passenger seat and outputs seating information.

[0034] Power window mechanisms 11C and 11D, along with seat sensors 12C and 12D, are connected to the area ECU 10C. Power window mechanisms 11C and 11D are mounted on the left and right rear door doors, respectively. Similar to power window mechanism 11A, power window mechanisms 11C and 11D can raise and lower the window glass of the corresponding door using the driving force of an electric motor, thereby creating or closing an opening for ventilation. Furthermore, power window mechanisms 11C and 11D output window position information corresponding to the opening degree of the window glass of the corresponding door.

[0035] Seating sensors 12C and 12D detect whether the passenger has taken a seat in a predetermined position on the left side of the rear seat and a predetermined position on the right side of the rear seat, respectively, and output information indicating whether the passenger has taken a seat.

[0036] The regional ECU 10A can transmit in-vehicle information i10A, including window position information i11, whether the driver's seat is occupied information i12, switch information i13, and raindrop information i14, to the central ECU 30 via the in-vehicle communication bus 90.

[0037] The regional ECU 10B can transmit in-vehicle information i10B, including window position information for the front passenger seat and whether the front passenger seat is occupied, to the central ECU 30 via the in-vehicle communication bus 90. The regional ECU 10C can transmit in-vehicle information i10C, including window position information for the left rear seat, whether the left rear seat is occupied, window position information for the right rear seat, and whether the right rear seat is occupied, to the central ECU 30 via the in-vehicle communication bus 90.

[0038] Area ECU 10A can control the power window mechanism 11A at the driver's side door according to the control request C30 transmitted from the central ECU 30. Area ECU 10B can control the power window mechanism 11B at the passenger side door according to the control request C30. Rear seat area ECUs 10C and 10D can control the power window mechanisms 11C and 11D at the left and right rear seat doors respectively according to the control request C30.

[0039] The air conditioning ECU 20 includes a built-in computer with the function of controlling the air conditioning unit (air conditioner) installed in the vehicle. For example... Figure 1 As shown, the room temperature sensor 22 and the outside air temperature sensor 23 are connected to the air conditioning ECU 20.

[0040] The room temperature sensor 22 consists of a sensor such as a thermistor installed in the passenger compartment, and can output room temperature information i22 indicating the detected temperature in the passenger compartment. The outside air temperature sensor 23 is a temperature sensor installed in a part that can come into contact with outside air, and can output outside air temperature information i23 indicating the detected temperature.

[0041] The air conditioning ECU 20 can transmit in-vehicle information i20, including room temperature information i22 and outside air temperature information i23, to the central ECU 30 via the in-vehicle communication bus 90.

[0042] The central ECU 30 is a control unit located above the regional ECUs 10A, 10B, and 10C, the air conditioning ECU 20, the navigation unit 50, and the instrument unit 70 in terms of overall vehicle functionality. It also includes a built-in computer for main control and timing processing of the in-vehicle ventilation system 100. Furthermore, the central ECU 30 possesses the functions of the vehicle's main ECU.

[0043] The central ECU 30 can acquire in-vehicle information i10A, i10B, i10C, and i20, position information i50, and vehicle speed information i70 from the ECU via the in-vehicle communication bus 90. Furthermore, external information i40 can be acquired from the connected ECU 40. Based on this information, the central ECU 30 assesses the situation and generates a control request C30. The control request C30 is transmitted to the regional ECUs 10A, 10B, and 10C via the in-vehicle communication bus 90. Therefore, appropriate automatic ventilation control, as described later, can be executed.

[0044] The ECU 40 is equipped with a pre-defined wireless communication module and is always connected to the wireless communication line between the vehicle and the Internet 60. Therefore, the ECU 40 can obtain various information required by the vehicle from the Internet 60.

[0045] In this embodiment, the connected ECU 40 can obtain wind speed information i60 for the area near the vehicle's current location from the Internet 60. The wind speed information i60 can be obtained from a designated server on the Internet 60, either through administrative agencies managing weather information in various regions or through information provided by various companies. The wind speed information i60 can be an actual observed value or a predicted value.

[0046] Similar to a typical car navigation system, the navigation unit 50 has the function of continuously monitoring the vehicle's current location and guiding it along a predetermined route to its destination based on pre-defined route map information. A Global Positioning System (GPS) unit 51 is connected to the navigation unit 50 to calculate information about the vehicle's current location.

[0047] GPS unit 51 can calculate the latitude / longitude of the vehicle's current position based on the time of radio waves received from multiple GPS satellites. Navigation unit 50 can transmit the position information i51 calculated by GPS unit 51 to central ECU 30 via in-vehicle communication bus 90.

[0048] The instrument unit 70 repeatedly acquires and manages various vehicle-related information required by the driver during short cycles, such as current driving speed (vehicle speed) [km / h], engine speed, coolant temperature, and the vehicle's remaining fuel level. For example, the instrument unit 70 can periodically transmit vehicle speed information i70 to the central ECU 30 via the in-vehicle communication bus 90.

[0049] When the automatic ventilation function is turned on by the automatic ventilation switch 13 Figure 1 The central ECU30 shown automatically monitors the situation and controls the power windows of the doors, thereby performing ventilation by opening windows in a comfortable environment for all occupants in the vehicle.

[0050] Specifically, identify at least three types of cases: “A”, “B”, and “C”.

[0051] “A”: A situation where passengers are comfortable despite being exposed to wind directly from the windows;

[0052] "B": The outside air temperature conditions where passengers feel uncomfortable when exposed to wind directly from the windows; and

[0053] “C”: Situations where there is a risk of strong winds entering the passenger compartment when the windows are open.

[0054] When multiple scenarios "A", "B", and "C" occur simultaneously, the control priority is set to "C>B>A". In actual ventilation control, considering the difference between the actual seating position and the number of passengers in the vehicle, the above "A", "B", and "C" are further classified into six identified scenarios: "A1", "A2", "B1", "B2", "B3", and "C". In addition, five ventilation modes M1 to M5 can be selected as needed.

[0055] Figure 2 This is a schematic diagram showing an example of the construction of a ventilation mode table T01 for a vehicle interior ventilation system.

[0056] exist Figure 2 In the ventilation mode table T01 shown, the occupant situation C00 is classified into six types: "A1", "A2", "B1", "B2", "B3", and "C".

[0057] In the ventilation mode table T01, "A1" in passenger situation C00 indicates that the passenger is only the driver, and this situation corresponds to "A" above. "A2" in passenger situation C00 indicates that there are multiple passengers, and this situation corresponds to "A" above.

[0058] In passenger situation C00, “B1” indicates that the passenger is only the driver, and this situation corresponds to “B” above. In passenger situation C00, “B2” indicates that there are one or more empty seats, and this situation corresponds to “B” above. In passenger situation C00, “B3” indicates that all seats are occupied by passengers, and this situation corresponds to “B” above.

[0059] exist Figure 2 In the ventilation mode table T01 shown, ventilation modes Mx, namely M1, M2, M3, M4, M5, and M5 are respectively assigned to passenger situations C00, namely “A1”, “A2”, “B1”, “B2”, “B3”, and “C”.

[0060] Ventilation Mode M1 allows for wider opening of the driver's side window and the diagonal window (left side of the rear seats) for ventilation. Ventilation Mode M2 ​​allows for wider opening of the passenger-side windows for ventilation. Ventilation Mode M3 allows for half-opening of the front passenger-side window and the diagonal window (right side of the rear seats) for ventilation. Ventilation Mode M4 allows for half-opening of all passenger-side windows for ventilation. Ventilation Mode M5 allows for slightly opening of all windows for ventilation.

[0061] Figure 3 This is a schematic diagram showing a construction example of the situation determination table T02 for an in-vehicle ventilation system.

[0062] Case Determination Table T02 shows the specific criteria used to determine whether each of the three cases "A", "B", and "C" applies. That is, the conditions corresponding to each of cases "A", "B", and "C" are as follows:

[0063] “A”: Any of the following conditions Aa, Ab, and Ac must be met: Aa, the outside air temperature is within a certain range, for example, between 20°C and 28°C, with an error of ±2°C; Ab, the vehicle speed is less than a certain value, for example, less than 70km / h, with an error of ±10km / h; and Ac, the outside air wind speed at the current location is less than a certain level.

[0064] "B": The outside air temperature is outside a certain range, for example, less than or equal to 20°C or greater than or equal to 28°C; and

[0065] “C”: The following conditions Ca or Cb are met: Ca, high speed, for example, the vehicle speed is greater than or equal to 70 km / h; and Cb, the wind speed of the outside air at the current location is greater than or equal to a certain level.

[0066] The key information regarding the use of the vehicle's in-vehicle ventilation system for control is as follows:

[0067] (1) Vehicle speed information i70: can be obtained from instrument unit 70;

[0068] (2) Seating position and number of passengers: This can be determined based on whether passengers are seated i12 output from the seating sensors 12A to 12D or by capturing images from the camera in the carriage;

[0069] (3) Ambient air temperature: can be obtained from the air conditioning ECU20;

[0070] (4) The vehicle's current location: can be determined using the location information i51 output by the GPS unit 51; and

[0071] (5) Wind speed at current location: can be obtained from the Internet using location information and by connecting ECU40.

[0072] Figures 4 to 9 Flowcharts illustrating the main operations for the automatic ventilation function of the vehicle's ventilation system 100 are shown. In this embodiment, the central ECU 30 plays a central role in executing this control. Of course, regional ECUs 10A, etc., can replace the central ECU 30 for control. Figures 4 to 9 The operations in this section will be described below.

[0073] Figures 4 to 9 The operations within are periodically and repeatedly performed by components such as the central ECU 30. Figure 4 In S11, the central ECU30 grasps the status of the switch information i13 corresponding to the operation of the automatic ventilation switch 13, and identifies the on / off state of the automatic ventilation setting.

[0074] When automatic ventilation is set to off, Figure 5In step S30, the central ECU 30 initializes various flags used for automatic ventilation control. That is, when the PW (power window) control for automatic ventilation has not yet returned to its original state, the process transitions from S31 to S32, restoring all PW positions to their positions before automatic ventilation control. Furthermore, the central ECU 30 resets the PW state (S33), resets the strong wind flag off confirmation timer (S34), resets the uncomfortable outside air temperature flag off confirmation timer (S35), turns off the strong wind flag (S36), and turns off the uncomfortable outside air temperature flag (S37).

[0075] exist Figure 4 In S12, the central ECU30 confirms the status of the strong wind indicator. If the strong wind indicator is turned off, the next step is to execute the process in S13, and if the strong wind indicator is not turned off, the next step is to execute the process in S20.

[0076] In the case of processing S13, the central ECU 30 determines whether "vehicle speed < threshold" in S14 and whether "wind speed at the current location < threshold" in S15. Then, when the vehicle speed is high or the wind speed is high, the strong wind indicator is turned on (S16), and the PW state is set to "5" (S17). That is, if strong wind may enter the vehicle when the window is open, the indicator is set in the processing of S13 to reduce the amount of window opening.

[0077] On the other hand, during the execution of S20, the central ECU 30 determines whether the "strong wind indicator closure confirmation timer ≥ threshold" in S21, and if the timer expires, the strong wind indicator is closed in S22. If the timer has not expired, the central ECU 30 performs the comparisons in S23 and S24.

[0078] That is, in S23, it is determined whether "vehicle speed < threshold". The predetermined error is added to the threshold in S23 for stable control. In S24, it is determined whether "wind speed at the current location < threshold". The predetermined error is added to the threshold in S24 for stable control.

[0079] When the vehicle speed and wind speed are both low, the central ECU 30 counts the strong wind sign closing confirmation timer (S25). Furthermore, when the vehicle speed or wind speed is high, the central ECU 30 resets the strong wind sign closing confirmation timer (S26).

[0080] That is, the central ECU30 controls the strong wind indicator during the processing of S20. When the vehicle speed or wind speed continuously decreases below the strong wind threshold (including error) for a certain period of time, the strong wind indicator is released.

[0081] exist Figure 6In the S40 process shown, if wind with an unsuitable temperature may enter the vehicle when the window is opened, the central ECU30 performs a process to set a flag for appropriately adjusting the position and opening degree of the window to be opened.

[0082] When the uncomfortable outside air temperature indicator is off, the central ECU 30 transitions from S41 to S42 and determines whether "threshold L ≤ outside air temperature < threshold H". Here, "threshold L" is the lower limit of the range, while "threshold H" is the upper limit of the range.

[0083] Then, when it is hot or cold outside the vehicle, the uncomfortable outside air temperature indicator is activated in S43. Since the strong wind indicator takes precedence over the uncomfortable outside air temperature indicator, the same procedure is performed when the strong wind indicator is activated in S44 as when the outside temperature is comfortable.

[0084] On the other hand, when the uncomfortable outside air temperature indicator is not turned off, the central ECU 30 performs the comparison in S45. That is, in S45, it checks whether an edge has occurred, an edge meaning that the strong wind indicator has changed from on to off. When an edge has occurred, the process proceeds to S46, and when no edge has occurred, the process proceeds to... Figure 7 In S60.

[0085] When the uncomfortable outside air temperature indicator is set (not on) and the strong wind indicator is turned off, the central ECU30 enters the S46 processing and monitors the status of the occupants in the vehicle, thereby appropriately changing the position of the window that is only open when only one regular window is open.

[0086] Then, when the only passenger is the driver, the process moves from S46 to S47, and the central ECU 30 sets the PW status to "3". When there are no empty seats and all seats are occupied, the process moves from S48 to S49, and the PW status is set to "5". When there are multiple passengers and empty seats, the process moves from S48 to S50, and the PW status is set to "4".

[0087] exist Figure 7 In the S60 process, the central ECU30 appropriately controls the uncomfortable external air temperature indicator. That is, when the external air temperature reaches a suitable temperature for a certain period of time, the uncomfortable external air temperature indicator is deactivated.

[0088] In S61, the central ECU 30 compares the value of the uncomfortable external air temperature flag closure confirmation timer with a threshold. If the condition in S61 is met, the uncomfortable external air temperature flag is closed in S62. If the condition in S61 is not met, the comparison in S63 is executed.

[0089] In S63, the central ECU30 determines whether "threshold L ≤ outside air temperature < threshold H". Here, "threshold L" is the lower limit of the outside air temperature, and "threshold H" is the upper limit of the outside air temperature. Both are values ​​that have a predetermined error factor added.

[0090] Then, when the outside air temperature is within a suitable temperature range, in S64, the central ECU 30 counts the uncomfortable outside air temperature flag closing confirmation timer. Additionally, when the outside air temperature is too hot or too cold, the process proceeds to S65 to reset the uncomfortable outside air temperature flag closing confirmation timer.

[0091] Figure 8 The S70 process shown has a function to set an indicator for opening the window where the passenger is located when there is no strong wind and the outside temperature of the vehicle is suitable. That is, the central ECU30 confirms the status of the strong wind indicator in S71, confirms the uncomfortable outside air temperature indicator in S72, and confirms in S73 whether the passenger is only the driver.

[0092] Then, when the strong wind indicator is off, the uncomfortable outside air temperature indicator is off, and the passenger is only the driver, in S74, the central ECU 30 sets the PW status to "1". When the passenger is not the driver, in S75, the central ECU 30 sets the PW status to "2".

[0093] Figure 9 The S80 shown has the function of performing appropriate power window control based on the state of each indicator. The central ECU 30... Figure 9 In step S76, it is identified whether the PW state has the same value as the previous process, and when the value of the PW state changes, the process proceeds to step S80.

[0094] Then, when the value of PW state is "1", the process moves from S81 to S82; when the value of PW state is "2", the process moves from S83 to S84; when the value of PW state is "3", the process moves from S85 to S86; when the value of PW state is "4", the process moves from S87 to S88; and when the value of PW state is "5", the process moves to S89.

[0095] In S82, the central ECU30 controls the PW while restoring the PW position through other PW state control, thereby opening the windows wider at the driver's seat position and the seat position diagonally opposite the driver's seat position.

[0096] In S84, the central ECU30 controls the PW while restoring the PW position through other PW state control, thereby opening the windows more widely in all seating positions where the occupants are seated.

[0097] In the S86, the central ECU30 controls the PW to open the windows at the passenger seat position and the diagonally opposite passenger seat position to half-open, while restoring the PW position through other PW state control.

[0098] In the S88, the central ECU30 controls the PW to open the windows to half-open in all unoccupied seats while restoring the PW position through other PW state control.

[0099] In S89, the central ECU30 controls the PW to slightly open (e.g., 10% fully open) the windows in all seating positions while restoring the PW position through other PW state control.

[0100] As described above, according to the vehicle ventilation system 100 of this embodiment, when the automatic ventilation setting is turned on by the automatic ventilation switch 13, the central ECU 30 automatically switches the ventilation mode M1 to M5 (see Figure 2 This eliminates the need for manual ventilation, allowing for appropriate ventilation as needed. Furthermore, since no switching operation is required, ventilation can be provided not only for the comfort of specific passengers such as the driver, but also for the comfort of other passengers.

[0101] In use Figure 2 In the case of ventilation mode table T01 shown, since the difference in the opening of the windows can be appropriately used by selecting multiple ventilation modes M1 to M5, the ventilation intensity and the intensity of the wind exposed to the occupants can be appropriately adjusted as needed.

[0102] In use Figure 2 In the case of the ventilation mode table T01 shown, multiple ventilation modes M1 to M5 can be selected by taking into account the difference in the actual number of passengers in the vehicle, so it is easy to adjust the ventilation status more appropriately according to the number of passengers.

[0103] In use Figure 2 In the case of the ventilation mode table T01 shown, since the combination of the opening degrees of multiple windows can be selected through multiple ventilation modes M1 to M5, the intensity of the wind flowing into each area of ​​the passenger compartment can be finely adjusted. In addition, when any ventilation mode M1 to M5 is selected with consideration of the actual seating position of the passengers, passengers who do not feel uncomfortable due to strong winds or the like can be accommodated.

[0104] When any ventilation mode M1 to M5 is selected based on outside air temperature information, it can prevent passengers from feeling uncomfortable due to ventilation that is too hot or too cold. When any ventilation mode M1 to M5 is selected based on information related to the vehicle's own speed or the outside air wind speed, it can prevent excessive wind blowing through the windows from causing discomfort to passengers.

[0105] While the subject matter of this disclosure has been described with reference to certain exemplary embodiments thereof, the scope of the subject matter of this disclosure is not limited to the exemplary embodiments described above, and those skilled in the art will understand that various improvements and modifications may be made therein without departing from the scope of the subject matter of this disclosure as defined in the appended claims.

[0106] According to an aspect of the above embodiment, an in-vehicle ventilation system (100) includes: an electric window mechanism (11A to 11D) configured to open and close vehicle windows; and a control unit (e.g., a central ECU 30) configured to control the electric window mechanism. The control unit is further configured to: acquire first environmental information representing the environment inside the vehicle (e.g., vehicle speed information i70) and second environmental information representing the environment outside the vehicle (e.g., outside air temperature information i23, wind speed information i60); automatically select a specific ventilation adjustment mode suitable for at least one occupant of the vehicle from a plurality of ventilation adjustment modes (e.g., ventilation modes M1 to M5) based on the first environmental information and the second environmental information; and control the electric window mechanism (S82, S84, S86, S88, S89) according to the selected ventilation adjustment mode.

[0107] According to the in-vehicle ventilation system with the above-described structure, since the control unit automatically controls the power window mechanism, ventilation can be achieved by adjusting the window opening without requiring manual adjustment by the passenger, such as when the vehicle is in motion. Furthermore, since the ventilation adjustment mode is automatically selected based on first and second environmental information, passenger discomfort can be prevented.

[0108] The control unit may have multiple ventilation adjustment modes (e.g., ventilation modes M1 to M5) where the opening degree of one or more windows of the vehicle is different from that of each other.

[0109] With this design, the difference in window opening can be appropriately utilized by selecting multiple ventilation adjustment modes, making it easy to adjust the ventilation intensity and the intensity of wind exposure to passengers as needed.

[0110] The in-vehicle ventilation system may further include an occupant detection unit (e.g., seating sensors 12A to 12D) configured to detect whether an occupant is present in each of the plurality of seats in the vehicle. The control unit may determine the number of occupants based on the detection status obtained by the occupant detection unit and reflect the number of occupants in the selection of the ventilation adjustment mode.

[0111] With this design, multiple ventilation adjustment modes can be selected based on the difference in the number of actual occupants in the vehicle, making it easier to adjust the ventilation status more appropriately according to the number of occupants.

[0112] The in-vehicle ventilation system may further include an occupant detection unit (e.g., seating sensors 12A to 12D) configured to detect whether an occupant is in each of the plurality of seats in the vehicle. The control unit may be configured to determine the number of occupants and their seating positions based on detection states obtained through the occupant detection unit, and to determine a combination of the opening degrees of each of the plurality of windows in the vehicle based on the number of occupants and their seating positions.

[0113] This design ensures that when the ventilation mode is selected based on the actual seating position of the passenger, passengers who do not experience discomfort due to strong winds or other factors can be accommodated.

[0114] The control unit may be configured to acquire at least the information related to the vehicle's driving speed (e.g., vehicle speed information i70) as the first environmental information, and acquire the wind speed information (e.g., wind speed information i60) and the external air temperature information (e.g., external air temperature information i23) at the current location of the vehicle as the second environmental information.

[0115] This design prevents passengers from feeling uncomfortable due to ventilation that is too hot or too cold. When the ventilation mode is selected based on information related to the vehicle's speed or the outside air speed, it prevents excessively strong winds from blowing through the windows and causing discomfort to passengers.

Claims

1. An in-vehicle ventilation system comprising: a power window mechanism configured to open and close windows of a vehicle; and a control unit configured to control the power window mechanism, wherein the control unit is further configured to: acquire first environment information representing an environment inside the vehicle and second environment information representing an environment outside the vehicle; automatically select, from among a plurality of ventilation adjustment modes, a ventilation adjustment mode suitable for at least one occupant of the vehicle, based on the first environment information and the second environment information; and control the power window mechanism in accordance with the selected ventilation adjustment mode; wherein, in a case where an outside temperature is higher than 20°C and lower than 28°C, a window at a driver's seat and a window at a seat diagonally opposite to the driver's seat are opened, and windows at the remaining seats are closed; and wherein, in a case where the outside temperature is 20°C or lower, or 28°C or higher, a window at a front passenger's seat and a window at a seat diagonally opposite to the front passenger's seat are opened to a half-open degree, and windows at the remaining seats are closed.

2. The in-vehicle ventilation system according to claim 1, wherein the control unit has the plurality of ventilation adjustment modes in which the opening degrees of one or more windows of the plurality of windows of the vehicle are different from each other.

3. The in-vehicle ventilation system according to claim 1 or 2, further comprising: an occupant detection unit configured to detect whether or not there is an occupant on each of a plurality of seats of the vehicle, wherein the control unit is configured to grasp the number of occupants based on a detection state obtained by the occupant detection unit, and reflect the number of occupants to the selection of the ventilation adjustment mode.

4. The in-vehicle ventilation system according to claim 1 or 2, an occupant detection unit configured to detect whether or not there is an occupant on each of a plurality of seats of the vehicle, wherein the control unit is configured to grasp the number of occupants and the seats on which the occupants are seated, based on a detection state obtained by the occupant detection unit, and determine a combination of the opening degrees of each of the plurality of windows in the vehicle in accordance with the number of occupants and the seats on which the occupants are seated.

5. The in-vehicle ventilation system according to claim 1 or 2, wherein the control unit is configured to acquire at least information related to a running speed of the vehicle as vehicle information, and acquire wind speed information and outside air temperature information of outside air at a current position where the vehicle is located as the second environment information.

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