Vehicle seat air conditioning device

Abstract

The vehicle seat air conditioning unit (3) includes: a blower (30) built into the seat (1); an air intake passage for drawing air guided by the blower (30) from the surface of the seat (1) and an exhaust passage for discharging air guided by the blower (30) from the surface of the seat (1); and a control unit (60) electrically connected to the blower (30), wherein the blower (30) has a current detection circuit (51) for detecting the current consumption of the blower (30), and the control unit (60) determines whether there is a passenger sitting on the seat (1) based on the current consumption detected by the current detection circuit (51).

Description

Technical Field

[0001] This disclosure relates to a vehicle seat air conditioning unit that supplies air to a passenger sitting in the seat. Background Technology

[0002] Patent Document 1 discloses a conventional vehicle seat air conditioning device. The vehicle seat air conditioning device includes: an air conditioning unit installed in a vehicle seat; a passenger detection unit for detecting a passenger sitting in the seat; an air duct that directs air guided by the air conditioning unit to multiple air outlets; and an air conditioning control unit that switches and controls an operation mode when a passenger is detected (i.e., a normal mode) and an operation mode when no passenger is detected (i.e., a restricted mode), wherein the restricted mode is a mode in which the operation output is limited compared to the normal mode.

[0003] (Existing technical literature)

[0004] (Patent Documents)

[0005] Patent Document 1: Japanese Patent No. 5146050

[0006] However, in conventional vehicle seat air conditioning systems, occupant detection sensors, which function as occupant detection units, are required to detect passengers sitting in the seats. This has led to the challenge of complex structures in vehicle seat air conditioning systems. Summary of the Invention

[0007] Therefore, this disclosure provides a vehicle seat air conditioning device that can detect whether a passenger is sitting in the vehicle with a simple structure.

[0008] One aspect of this disclosure relates to a vehicle seat air conditioning device comprising: a blower built into a seat; at least one of an air intake passage and an exhaust passage, the air intake passage for drawing in air guided by the blower from the surface of the seat, and the exhaust passage for discharging air guided by the blower from the surface of the seat; and a control unit electrically connected to the blower, the blower having a current detection circuit for detecting the current consumption of the blower, and the control unit determining whether a passenger is sitting in the seat based on the current consumption detected by the current detection circuit.

[0009] Furthermore, this general or specific solution can also be implemented through any combination of systems, methods, or integrated circuits.

[0010] The vehicle seat air conditioning unit disclosed herein can detect whether a passenger is sitting in the vehicle with a simple structure. Attached Figure Description

[0011] Figure 1 This is a perspective view showing the appearance of a seat equipped with the vehicle seat air conditioning unit of Embodiment 1.

[0012] Figure 2 It is shown Figure 1 A perspective view of the exterior of the seat equipped with a vehicle seat air conditioning unit at line II-II, and a cross-sectional view of the seat.

[0013] Figure 3 This is a block diagram showing a vehicle equipped with the vehicle seat air conditioning unit of Embodiment 1.

[0014] Figure 4 This is a flowchart illustrating an example 1 of the operation of a vehicle seat air conditioning device according to Embodiment 1.

[0015] Figure 5 This is a diagram illustrating the relationship between the current consumption of the blower and the seating area in both standard and energy-saving modes.

[0016] Figure 6 This is a flowchart illustrating an example 2 of the operation of the vehicle seat air conditioning device according to Embodiment 1.

[0017] Figure 7 This is a flowchart illustrating the operation example 3 of the vehicle seat air conditioning device according to Embodiment 1.

[0018] Figure 8 This is a flowchart illustrating an operational example 4 of the vehicle seat air conditioning device according to Embodiment 1.

[0019] Figure 9 This is a flowchart illustrating an example 1 of the operation of a vehicle seat air conditioning device according to Embodiment 2.

[0020] Figure 10 The diagram illustrates the relationship between the size of the blower and the current consumption of the blower, as well as the relationship between the speed of the blower and the size of the blower.

[0021] Figure 11 This is a flowchart illustrating an example 2 of the operation of a vehicle seat air conditioning device according to Embodiment 2.

[0022] Figure 12 This is a flowchart illustrating the operation example 3 of the vehicle seat air conditioning device according to Embodiment 2.

[0023] Figure 13 This is a flowchart illustrating the operation example 4 of the vehicle seat air conditioning device according to Embodiment 2.

[0024] Figure 14 This is a flowchart illustrating the operation example 5 of the vehicle seat air conditioning device according to Embodiment 2. Detailed Implementation

[0025] One aspect of this disclosure relates to a vehicle seat air conditioning device comprising: a blower, built into the seat; at least one of an air intake passage and an exhaust passage, the air intake passage for drawing in air guided by the blower from the surface of the seat, and the exhaust passage for discharging air guided by the blower from the surface of the seat; and a control unit electrically connected to the blower, the blower having a current detection circuit for detecting the current consumption of the blower, and the control unit determining whether a passenger is sitting in the seat based on the current consumption detected by the current detection circuit.

[0026] For example, when an air intake or exhaust vent is covered by a passenger seated in a vehicle, the airflow through the intake and exhaust vents tends to decrease. With the fan speed remaining constant, a decrease in airflow through the intake and exhaust vents also tends to reduce the fan's current consumption. This can be attributed to a reduction in air pressure between the covered intake or exhaust vent and the fan; in other words, a decrease in resistance between the air and the fan's propeller, resulting in a reduction in the fan's workload.

[0027] Therefore, this disclosure focuses on the characteristic that the control unit can determine whether a passenger is sitting by controlling the blower and based on the magnitude of the current consumption detected by the current detection circuit. For example, if the current consumption detected by the current detection circuit is less than the current consumption when a passenger is not sitting in the seat, the control unit determines that a passenger is sitting in the seat.

[0028] Therefore, the vehicle's seat air conditioning unit can detect whether there are passengers in the vehicle with a simple structure.

[0029] In particular, it does not require additional sensors like previous vehicle seat air conditioning units to detect whether there are passengers, thus curbing the rise in product costs for vehicle seat air conditioning units.

[0030] Furthermore, in a vehicle seat air conditioning device disclosed herein, when the control unit determines whether a passenger is sitting in the seat, it determines that a passenger is sitting in the seat if the current consumption is lower than a first threshold.

[0031] Based on the above, when the current consumption is below a first threshold—in other words, when the current consumption is less than the current consumption when a passenger is not sitting in the seat—the control unit can determine that a passenger is sitting in the seat. The control unit can control the blower by accurately determining whether a passenger is sitting, thus suppressing the power consumption of the blower when no passenger is present.

[0032] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit controls the blower to a fixed speed when it determines that a passenger is sitting in the seat.

[0033] Based on the above, when the passenger is seated, the power supplied by the control unit to the blower remains constant, and the speed of the blower remains stable at a fixed speed. Therefore, the amount of air blown to the passenger is more appropriate, thereby further ensuring the passenger's comfort.

[0034] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, when the control unit determines whether a passenger is sitting in the seat, if the current consumption is above a first threshold, it determines that the passenger is not sitting in the seat. When it is determined that the passenger is not sitting in the seat, it controls the blower to make the speed of the blower lower than the speed of the blower when it is determined that the passenger is sitting in the seat.

[0035] Based on the above, when the passenger is not sitting in the seat, the control unit can control the blower by reducing the power supplied to the blower, thus saving energy.

[0036] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit drives the blower when the vehicle is not in use or when the vehicle is not in use and the door lock is opened, and updates the consumed current detected by the current detection circuit as the first threshold.

[0037] Based on the above, even if the seat and the blower deteriorate over time, the accuracy of determining whether a passenger is sitting in the seat can be ensured by updating the current consumption as the first threshold.

[0038] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the vehicle seat air conditioning device also includes a voltage detection circuit for detecting the drive voltage of the blower, and the control unit corrects the current consumption of the blower based on the drive voltage detected by the voltage detection circuit.

[0039] Based on the above, by pre-measuring the current consumption of the blower when the applied voltage fluctuates, the current consumption can be corrected. Therefore, even if voltage fluctuations occur due to factors such as battery degradation, it is possible to more accurately determine whether a passenger is sitting in the seat.

[0040] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the vehicle seat air conditioning device also includes a voltage detection circuit for detecting the drive voltage of the blower, and the control unit corrects the first threshold based on the drive voltage detected by the voltage detection circuit.

[0041] Based on the above, by pre-measuring the current consumed by the blower when voltage fluctuations occur, the first threshold can be corrected. Therefore, even with voltage fluctuations due to battery degradation, it is possible to more accurately determine whether a passenger is seated.

[0042] Furthermore, in one embodiment of the vehicle seat air conditioning device disclosed herein, the current detection circuit also serves as the overcurrent detection circuit for the blower.

[0043] Based on the above, even without a separate overcurrent detection circuit for the blower, the overcurrent of the blower can be detected by a current detection circuit. Alternatively, the overcurrent detection circuit already present in the blower can be used as the current detection circuit. Therefore, it is possible to prevent the structure of the vehicle seat air conditioning unit from becoming too complex and to prevent the product cost from increasing.

[0044] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit outputs a warning signal to an external device when the current consumption exceeds the upper limit.

[0045] If the current consumption exceeds a predetermined upper limit, it could indicate a malfunction in the blower or that it is being controlled at a higher speed than normal. Therefore, it can predict blower malfunctions, blockages in the intake and exhaust channels, or deterioration of the cushioning, and can notify passengers of the need to replace the blower, clean or replace the cushioning, etc. This allows passengers to maintain the proper position of their seats.

[0046] Furthermore, in other solutions of this disclosure concerning vehicle seat air conditioning devices, the air intake channel is formed in the central portion and outer edge of the seat surface, which is the surface of the seat on the side where a person sits.

[0047] As described above, by drawing air in through the air intake of the air intake channel formed in the center of the seat, the heat buildup in the buttocks and thighs can be suppressed. Furthermore, the air intake of the air intake channel formed on the outer edge of the seat is located in a position difficult for the buttocks and thighs to cover, thus allowing air from around the seat to be drawn in. For example, even if air cannot be drawn in through the air intake of the air intake channel formed in the center of the seat, air can be drawn in through the air intake of the air intake channel formed on the outer edge of the seat, allowing air to be expelled through the exhaust port.

[0048] Furthermore, in other embodiments of the vehicle seat air conditioning device disclosed herein, the outer edge is at least one of the rear and front portions of the seat surface.

[0049] As described above, the outer edge of the seat, especially the rear and front parts, is more difficult for the buttocks and thighs to cover. Therefore, it is necessary to further improve the accuracy of air intake from the air inlet.

[0050] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit controls the rotational speed of the blower based on the consumed current detected by the current detection circuit.

[0051] For example, when a passenger sitting in a seat covers the air intake or exhaust port of the air intake or exhaust system, the airflow through these ports tends to decrease. With the fan speed remaining constant, a decrease in airflow through the intake and exhaust ports also tends to reduce the fan's current consumption. This can be attributed to the reduced air pressure between the covered intake or exhaust port and the fan; in other words, the reduced resistance between the air and the fan's propeller leads to a decrease in the fan's workload.

[0052] Furthermore, when the current consumption detected by the current detection circuit is low, it is conceivable that at least one of the air intake and exhaust vents is covered by a large passenger, thus reducing the airflow through the air intake and exhaust vents compared to the airflow when a passenger of average build is seated. Conversely, when the current consumption detected by the current detection circuit is high, it is conceivable that at least one of the air intake and exhaust vents is covered by a small passenger, thus increasing the airflow through the air intake and exhaust vents compared to the airflow when a passenger of average build is seated.

[0053] Therefore, through this disclosure, when the current consumption is lower than that of a passenger of average build sitting in the seat, the air volume of the blower decreases, so the control unit can control it by increasing the speed of the blower. Furthermore, when the current consumption is higher than that of a passenger of average build sitting in the seat, the air volume of the blower increases, so the control unit can control it by decreasing the speed of the blower.

[0054] Therefore, this type of vehicle seat air conditioning unit can ensure passenger comfort by blowing the appropriate amount of air to the passenger.

[0055] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit controls the blower in such a way that the speed increases as the current consumption is lower than a second threshold, and controls the blower in such a way that the speed decreases as the current consumption is higher than the second threshold.

[0056] Based on the above, when the current consumption is lower than that of a passenger of average build sitting in the seat, the control unit increases the fan speed. Conversely, when the current consumption is higher than that of a passenger of average build sitting in the seat, the control unit decreases the fan speed. Therefore, by delivering a more appropriate airflow to the passenger, passenger comfort can be ensured.

[0057] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit controls the blower in such a way that the amount of air discharged from the surface of the seat is the same regardless of the state of the passenger sitting in the seat.

[0058] Based on the above, regardless of the passenger's condition, such as physique and position, the air exhausted from the seat surface can be made uniform, so that the airflow blowing towards the passenger can be more appropriate, thereby further ensuring the passenger's comfort.

[0059] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit determines the physique of the passenger sitting in the seat based on the current consumption, and outputs the determination result, i.e., a signal indicating the physique of the passenger, to an external device.

[0060] Based on the above, the control unit can determine that a large passenger is sitting in the seat when the current consumption detected by the current detection circuit is small. Conversely, it can determine that a small passenger is sitting in the seat when the current consumption detected by the current detection circuit is large.

[0061] Furthermore, the control unit can output a signal showing the physique of the passenger to an external device. Thus, when the external device is a vehicle control unit (ECU, Electronic Control Unit), the vehicle control unit, by receiving the signal showing the physique of the passenger, can control the orientation of the camera device to face the direction from which the passenger's face is estimated to be located.

[0062] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit determines whether the body position of the passenger sitting on the seat has changed based on the change in the consumed current, and outputs the determination result, i.e., a signal indicating that the body position of the passenger has changed, to the external device.

[0063] Based on the above, when the change in current consumption detected by the current detection circuit is large, the control unit can determine that the passenger's posture is incorrect. Conversely, when the change in current consumption detected by the current detection circuit is small, it can determine that the passenger is sitting correctly in the seat.

[0064] Furthermore, when the external device is a vehicle control unit or the like, the vehicle control unit can control the orientation of the camera device to face the direction from which the passenger's face is estimated to be located, based on a signal indicating the passenger's body position.

[0065] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the vehicle seat air conditioning device also includes a voltage detection circuit for detecting the drive voltage of the blower, and the control unit corrects the second threshold corresponding to the consumption current of the blower based on the drive voltage detected by the voltage detection circuit.

[0066] Based on the above, by pre-measuring the current consumed by the blower when the applied voltage changes, the second threshold can be corrected. Therefore, even with voltage fluctuations due to battery degradation, the passenger's physique and position can be more accurately determined based on the current consumption.

[0067] Furthermore, in a vehicle seat air conditioning device according to one aspect of this disclosure, the control unit drives the blower when the vehicle is not in use or when the vehicle is not in use and the door lock is opened, and corrects the correlation between the consumed current and the rotational speed based on the consumed current detected by the current detection circuit.

[0068] Even if the seat and blower deteriorate over time, a uniform airflow can be ensured by correcting the relevant relationships.

[0069] Furthermore, the embodiments described below are all general or specific examples. The numerical values, shapes, materials, constituent elements, the arrangement and position of constituent elements, connection methods, steps, and the order of steps shown in the following embodiments are all examples and are not intended to limit this disclosure. Moreover, constituent elements in the following embodiments that are not described in the independent technical solution are described as arbitrary constituent elements.

[0070] Furthermore, the figures are schematic diagrams and not necessarily strictly illustrative. Also, the same symbols are used for the same constituent parts in all figures. Furthermore, in the following embodiments, expressions such as "approximately rectangular" are used. For example, "approximately rectangular" means not only that it is a perfectly rectangular shape, but also that it is substantially rectangular, i.e., it includes, for example, an error of a few percent. Furthermore, "approximately rectangular shape" refers to a rectangular shape within the range that enables the effects of this disclosure to be achieved. The same applies to other expressions using the word "approximately".

[0071] In the following explanation, the fore-and-aft direction of the seat is referred to as the X-axis, and the up-and-down direction is referred to as the Z-axis. Furthermore, the left-and-right direction of the seat, which is perpendicular to both the X-axis and Z-axis, is referred to as the Y-axis. Additionally, the front side of the seat in the X-axis direction is called the positive side, and the rear side is called the negative side. Furthermore, the left side of the seat in the Y-axis direction (from...) Figure 1 The right side (near the front) is called the positive direction side, and the opposite side is called the negative direction side. Furthermore, the right side refers to the passenger's right side relative to the vehicle's direction of travel when the passenger is seated, which is the negative Y-axis direction. The left side refers to the passenger's left side relative to the vehicle's direction of travel when the passenger is seated, which is the positive Y-axis direction. Additionally, the upper side of the seat in the Z-axis direction is called the positive direction side, and the lower side of the seat in the Z-axis direction is called the negative direction side. These are... Figure 2 The same applies to subsequent diagrams.

[0072] The implementation method will now be described in detail with reference to the accompanying drawings.

[0073] (Implementation Method 1)

[0074] <Structure: Seat 1>

[0075] Figure 1 This is a perspective view showing the appearance of the seat 1 of the vehicle seat air conditioning unit 3 according to embodiment 1. Figure 2 It is shown Figure 1 A perspective view of the exterior of the seat 1 equipped with a vehicle seat air conditioning unit 3 at line II-II and a cross-sectional view of the seat 1. Figure 3 This is a block diagram showing a vehicle 2 equipped with a vehicle seat air conditioning unit 3 according to embodiment 1.

[0076] like Figures 1-3As shown, a seat 1, such as that in a vehicle 2, can cool or warm a passenger by blowing air onto them. The seat 1 can cool or warm a passenger's body by blowing air onto their head, neck, shoulders, back, waist, buttocks, and thighs. In this embodiment, air is drawn in from the seat surface 11c corresponding to the buttocks and thighs, and expelled from the surface of the seat back 13 (the passenger-side surface) corresponding to the shoulders, back, and waist, thereby generating an airflow. Alternatively, air can be drawn in from the surface of the seat back 13 and expelled from the seat surface 11c. Furthermore, air can be drawn in from parts other than the seat surface 11c, such as the underside, right or left side of the seat portion 10, the rear side, right or left side of the seat back 13, and expelled from the surface of the seat back 13 or the seat surface 11c. Therefore, in the vehicle seat air conditioning unit 3, the air intake and exhaust positions are not limited by this embodiment. Figure 1 The diagrams shown are merely examples and are not limited to specific examples. Figure 1 Examples of etc.

[0077] Such a seat 1 includes a seat 10 for passengers to sit on, a seat back 13, a headrest 15, a vehicle seat air conditioning unit 3, and a power supply unit 70.

[0078] [Section 10]

[0079] like Figure 1 as well as Figure 2 As shown, the seat portion 10 is a seat cushion for supporting the buttocks and thighs of the passenger sitting on the seat 1. The seat portion 10 has a first seat cushion 11a, which acts as a cushioning member, and a first seat cover 11b covering the first seat cushion 11a.

[0080] The first seat cushion 11a is made of, for example, polyurethane foam, and constitutes the main body of the seat. The first seat cushion 11a is a generally rectangular plate with thickness, and is arranged in a posture that is approximately parallel to the XY plane. The first seat cushion 11a is used to support the buttocks and thighs of the passenger.

[0081] An air intake channel 31 is provided in the first seat cushion 11a, which guides air drawn in from the first vent 12a of the seat surface 11c, which is the surface on the positive Z-axis side of the first seat cover 11b. Additionally, the first seat cushion 11a includes the air intake channel 31, part of the exhaust channel 32, and a blower 30, which are components of the vehicle seat air conditioning unit 3. Specifically, these are fixed to a spring located directly below the first seat cushion 11a, but... Figure 2The description of the spring is omitted. Furthermore, the components of the vehicle seat air conditioning unit 3 are not limited to a structure fixed to the spring; it can also be a structure fixed to the seat frame located at the front of the first seat cushion 11a. Driven by the blower 30, air flows into the air intake passage 31 within the first seat cushion 11a.

[0082] The first seat cover 11b is a cover used to cover the first seat cushion 11a. The first seat cover 11b is, for example, a leather cover, a fiber cover, etc.

[0083] A first vent 12a for drawing in air is formed in the first seat cover 11b. The first vent 12a is formed on the side of the seat 10 where the passenger sits (the side facing the positive Z-axis), i.e., the seat surface 11c, and corresponds to the air inlet 31a of the vehicle seat air conditioning unit 3. In this embodiment, multiple first vents 12a are formed in the first seat cover 11b along the X-axis direction, and in multiple columns arranged along the Y-axis direction. Figure 1 The arrow in the solid line corresponds to the first vent 12a.

[0084] Air drawn in through the first vent 12a is drawn in through the air inlet 31a of the seat air conditioning unit 3 and guided to the air intake passage 31. Therefore, the first vent 12a also serves as an air intake for drawing in air convecting on the seat surface 11c by the suction force generated from the air inlet 31a by the drive of the vehicle seat air conditioning unit 3. Furthermore, the first vent 12a may also be part of the air intake passage 31.

[0085] [Seating backrest 13]

[0086] The seat backrest 13 is a backrest used to support the shoulder peaks, back, and lumbar region of the passenger sitting in the seat 1. The seat backrest 13 is elongated along the Z-axis and is configured to stand upright relative to the seat 10. The seat backrest 13 has a second seat cushion 13a, which serves as a cushioning component, and a second seat cover 13b for covering the second seat cushion 13a.

[0087] The second seat cushion 13a is made of, for example, polyurethane foam, and has a structure in the lower part of the seat back 13 that allows the backrest angle to be adjusted about the Y-axis according to the posture. The second seat cushion 13a is used to support the shoulders, back, and waist of the passenger.

[0088] The second seat cushion 13a is provided with a portion of an exhaust passage 32 for discharging air drawn in from the first vent 12a. In the second seat cushion 13a, air that flows into the intake passage 31 in the first seat cushion 11a by the drive of the blower 30 is discharged from the exhaust port 32a of the exhaust passage 32.

[0089] The second seat cover 13b is a cover used to cover the second seat cushion 13a. The second seat cover 13b is, for example, a leather cover, a fiber cover, etc.

[0090] A plurality of second vents 12b are formed in the second seat cover 13b for expelling the inhaled air. The second vents 12b are formed on the surface facing the person sitting on the seat 10 (the surface on the positive X-axis direction) and corresponding to the exhaust port 32a of the exhaust passage 32. In this embodiment, a plurality of second vents 12b are formed in the second seat cover 13b. Figure 1 In the diagram, the dashed arrows correspond to the exhaust passage 32. Multiple second vents 12b are formed at positions corresponding to the back, waist, arms, armpits, or shoulders of the passenger.

[0091] Multiple second vents 12b are provided for air that is directed to the intake passage 31 and the exhaust passage 32 and discharged from the exhaust port 32a by the vehicle seat air conditioning unit 3. Therefore, the second vents 12b also serve as exhaust ports for discharging air to the outside of the seat 1. The second vents 12b may also be part of the exhaust passage 32.

[0092] [Headrest 15]

[0093] The headrest 15 is a headrest for supporting the head of the passenger sitting in the seat 1. The headrest 15 is fixed to the end of the seat back 13 on the positive Z-axis side.

[0094] Additionally, a portion of the multiple second vents 12b may also be formed in the headrest 15. That is, a portion of the exhaust passage 32 may also be provided in the headrest 15.

[0095] [Vehicle seat air conditioning unit 3]

[0096] The vehicle seat air conditioning unit 3 is an air conditioning unit installed on the seat 1 that can blow air from behind the passenger to the passenger sitting in the seat 1. The vehicle seat air conditioning unit 3 performs air supply by drawing in air that is convecting around the seat 1 and blowing the drawn-in air. Therefore, if the temperature around the seat 1 is higher than normal temperature, it is warm air; if it is lower than normal temperature, it is cold air. In addition, an air conditioner capable of performing heating and cooling can also be installed in the vehicle seat air conditioning unit 3.

[0097] like Figure 2 as well as Figure 3 As shown, the vehicle seat air conditioning unit 3 includes a blower 30, an air intake passage 31, an exhaust passage 32, a voltage detection circuit 52, a control unit 60, and a storage unit 80. This embodiment shows an example where the vehicle seat air conditioning unit 3 has both an air intake passage 31 and an exhaust passage 32, but it may also have only one of the air intake passage 31 and the exhaust passage 32.

[0098] The blower 30 can draw in air from the first vent 12a formed in the first seat cover 11b of the seat 1 and discharge the drawn-in air from the second vent 12b formed in the second seat cushion 13a. Specifically, the blower 30 is electrically connected to the control unit 60 and is driven by the control unit 60 to draw in air from the air inlet 31a through the first vent 12a, or to discharge the drawn-in air through the air inlet passage 31 and the exhaust passage 32 through the exhaust port 32a from the second vent 12b.

[0099] The blower 30 is built into the first seat cushion 11a (in this embodiment, it is disposed inside the first seat cushion 11a) to draw in air from the air inlet 31a of the first seat cover 11b. Furthermore, in this embodiment, the blower 30 is disposed along the path of the air intake passage 31, but as long as a flow path for air to circulate between the air intake passage 31 and the exhaust passage 32 can be formed, the blower 30 can also be disposed outside the air intake passage 31. The blower 30 can also be disposed outside the first seat cushion 11a; its placement is not particularly limited.

[0100] Furthermore, the blower 30 includes a current detection circuit 51 for detecting the current consumption of the blower 30. In other words, the current detection circuit 51 detects the current supplied from the power supply unit 70 via the control unit 60, and the current consumed due to the driving of the blower 30, i.e., the consumption current. The current detection circuit 51 outputs information showing the detected consumption current to the control unit 60 at predetermined time intervals.

[0101] The current detection circuit 51 also serves as the overcurrent detection circuit for the blower 30. The current detection circuit 51 detects the overcurrent of the blower 30 to prevent damage caused by current exceeding the rated current. The current detection circuit 51 also outputs the detected overcurrent as information indicating the current consumption to the control unit 60 at predetermined time intervals. The information indicating the current consumption refers to the time at which the current detection circuit 51 detects the current consumption of the blower 30; in other words, it is essentially the current current consumption of the blower 30.

[0102] Air intake passage 31 draws in air guided by blower 30 from the surface of seat 1 (the surface on the passenger side of seat 1). In other words, air flows within air intake passage 31 by guiding air drawn in from air intake 31a provided in seat portion 10 of seat 1 to exhaust passage 32. Air intake 31a is formed at one end of air intake passage 31, and the other end is connected to blower 30. Air intake 31a can draw in air from the surface of seat portion 10 on the passenger side (seat surface 11c), corresponding to the first vent 12a of the first seat cover 11b. When viewed along the Z-axis direction, air intake 31a overlaps with the first vent 12a. In this embodiment, air intake 31a draws in air via the first vent 12a, but it could also be configured to draw in air directly.

[0103] In this embodiment, multiple air inlets 31a are formed. Specifically, air inlets 31a are formed on the central portion 11c1 and the outer edge portion 11c2 of the seat surface 1 on the side where a person sits.

[0104] Multiple air inlets 31a are formed along the X-axis direction in the central portion 11c1. Furthermore, multiple air inlets 31a are formed along the X-axis direction, respectively disposed on the positive and negative Y-axis directions relative to the air inlets 31a in the central portion 11c1. In other words, multiple air inlets 31a formed along the X-axis direction on the surface of the first seat cushion 11a on the positive Z-axis direction are arranged in multiple rows along the Y-axis direction.

[0105] Furthermore, the outer edge portion 11c2 is at least one of the rear portion 11d and the front portion 11e of the seat surface 11c. In this embodiment, the outer edge portion 11c2 further includes two side portions 11f located on the positive Y-axis direction side of the first seat cushion 11a relative to the central portion 11c1, and two side portions 11f located on the negative Y-axis direction side of the first seat cushion 11a relative to the central portion 11c1.

[0106] The rear portion 11d of the seat surface 11c is located rearward relative to the central portion 11c1 of the seat surface 11c. The front portion 11e of the seat surface 11c is located frontward relative to the central portion 11c1 of the seat surface 11c. The two side portions 11f on the positive Y-axis side of the seat surface 11c are located on the left side relative to the central portion 11c1 of the seat surface 11c. The two side portions 11f on the negative Y-axis side of the seat surface 11c are located on the right side relative to the central portion 11c1 of the seat surface 11c. The two side portions 11f on the positive Y-axis side and the two side portions 11f on the negative Y-axis side are the two peaks of the seat portion 10.

[0107] The air inlets 31a formed on the rear part 11d, the front part 11e, the two sides 11f on the positive Y-axis side and the two sides 11f on the negative Y-axis side are positioned in a position that is difficult for a person to be covered by their buttocks and thighs when sitting on the seat 1.

[0108] The exhaust passage 32 discharges air guided by the blower 30 from the surface of the seat 1. In other words, the exhaust passage 32, by further guiding the air guided by the intake passage 31, discharges air from the exhaust port 32a provided on the seat back 1 of the seat 1. The exhaust port 32a is formed at one end of the exhaust passage 32, and the other end is connected to the blower 30. The exhaust port 32a corresponds to the second vent 12b of the second seat cover 13b. When viewed along the X-axis, the exhaust port 32a and the second vent 12b overlap. In this embodiment, the exhaust port 32a discharges air via the second vent 12b, but it could also be configured to discharge air directly.

[0109] In this embodiment, the exhaust passage 32 extends from the blower 30 within the first seat cushion 11a to the second seat cushion 13a. Furthermore, in this embodiment, the exhaust passage 32 extends to a plurality of second vents 12b formed in the middle portion of the second seat cover 13b in the Z-axis direction, and further extends to a plurality of second vents 12b formed in the positive Y-axis direction. The exhaust vents 32a are positioned corresponding to at least one of the following body parts: the passenger's head, neck, shoulder, back, and waist.

[0110] In this embodiment, the air intake channel 31 is provided in the seat portion 10, and the exhaust channel 32 is provided across the seat back 13 from the seat portion 10, but the location is not limited thereto. For example, the exhaust channel 32 can be provided in the seat portion 10, and the air intake channel 31 can be provided across the seat back 13 from the seat portion 10. In this case, air can be drawn in from the second vent 12b by directly connecting it to the air intake channel 31, or air can be blown out from the first vent 12a by directly connecting it to the first vent 12a in the seat portion 10.

[0111] Alternatively, the air intake passage 31 and the exhaust passage 32 may be provided only in the seat 10 or the seat back 13. For example, if these passages are only provided in the seat 10, the air intake port of the air intake passage 31 for drawing in air can be provided on the lower surface, right side, or left side of the seat 10, so that the first vent 12a of the seat 10 is directly connected to the exhaust passage 32, thereby blowing air out from the first vent 12a. Furthermore, if these passages are only provided in the seat back 13, the air intake port of the air intake passage 31 can be provided on the back, right side, or left side of the seat back 13, so that the second vent 12b of the seat back 13 is directly connected to the exhaust passage 32, thereby blowing air out from the second vent 12b.

[0112] [Storage Department 80]

[0113] The storage unit 80 is a non-volatile memory storing programs, or a temporary storage area for executing programs, i.e., volatile memory. The storage unit 80 is connected to the control unit 60 in a communicable manner. The storage unit 80 stores information such as the current consumption of the blower 30 when the vehicle 2 is not in use (i.e., when the passenger is not sitting in seat 1) or when the vehicle 2 is switched from being in use to having the door unlocked, and the blower 30 is driven in standard mode. In other words, the current consumption of the blower 30 shown in this information when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having the door unlocked is an initial value.

[0114] In this embodiment, the storage unit 80 is not built into the control unit 60. Alternatively, the storage unit 80 may be built into the control unit 60.

[0115] [Voltage Detection Circuit 52]

[0116] The voltage detection circuit 52 detects the voltage supplied to the blower 30 from the power supply unit 70 via the control unit 60, as well as the drive voltage of the blower 30. The voltage detection circuit 52 outputs information about the detected drive voltage to the control unit 60 at predetermined time intervals.

[0117] In this embodiment, the voltage detection circuit 52 is not built into the blower 30. Alternatively, the voltage detection circuit 52 may be built into the blower 30.

[0118] [Control Unit 60]

[0119] The control unit 60 is electrically connected to the blower 30 and obtains information showing the consumed current from the current detection circuit 51 of the blower 30. Based on the consumed current detected by the current detection circuit 51, the control unit 60 determines whether a passenger is sitting on the seat 1. Specifically, the control unit 60 can determine whether the consumed current is below a first threshold. When determining whether a passenger is sitting on the seat 1, if the consumed current is lower than the first threshold, the control unit 60 determines that a passenger is sitting on the seat 1. If the control unit 60 determines that a passenger is sitting on the seat 1, it controls the blower 30 to a fixed rotational speed. In other words, when the control unit 60 determines that a passenger is sitting on the seat 1, it executes a standard mode, thereby controlling the blower 30 to be driven at a fixed rotational speed. At this fixed speed, the rotational speeds of the blower 30's propeller and shaft remain constant.

[0120] On the other hand, when the control unit 60 determines whether a passenger is sitting in seat 1, if the current consumption exceeds a first threshold, it determines that a passenger is not sitting in seat 1. When it is determined that a passenger is not sitting in seat 1, the control unit 60 controls the blower 30 to reduce its rotational speed to a lower speed than when it is determined that a passenger is sitting in seat 1. In other words, when it is determined that a passenger is not sitting in seat 1, the control unit 60 executes an energy-saving mode, thereby controlling the blower 30 to operate at a lower speed. When the energy-saving mode is executed, the control unit 60 reduces the current supplied to the blower 30 compared to the current supplied when the blower 30 is driven at a fixed speed.

[0121] Alternatively, when the control unit 60 determines that a passenger is not sitting in seat 1, it drives the blower 30 at a speed lower than the speed of the blower 30 when the passenger is determined to be sitting in seat 1, only for a specified period. After the specified period, if the control unit further determines that a passenger is not sitting in seat 1, it drives the blower 30 at an even lower speed. The control unit 60 can control the blower 30 in stages during energy-saving mode.

[0122] Thus, the control unit 60 has two modes for controlling the blower 30: a standard mode and an energy-saving mode. The control unit 60 can appropriately switch between the standard mode and the energy-saving mode based on the current consumption, or in other words, based on whether a passenger is sitting in the seat 1. Furthermore, in the standard mode, the control unit 60 controls the blower 30 at a fixed speed, so that the airflow is stable when a passenger is sitting in the seat 1.

[0123] Furthermore, each time the control unit 60 receives information indicating the consumed current from the current detection circuit 51, it determines whether the consumed current exceeds the upper limit. If the consumed current exceeds the upper limit, in other words, if an overcurrent is suspected, the control unit 60 outputs a warning signal to an external device. By outputting the warning signal, the passenger can identify damage to the blower 30, blockages in the air intake and exhaust passages, or deterioration of the buffer pads based on the current exceeding the rated value. Here, the external device is the vehicle control unit 61, but it could also be a terminal device such as a smartphone or tablet.

[0124] The control unit 60 corrects the current consumption of the blower 30 or a first threshold based on the drive voltage detected by the voltage detection circuit 52. For example, even when the power supplied to the blower 30 remains constant, the current value may change due to variations in the voltage supplied from the power supply unit 70 to the blower 30 (e.g., due to degradation of the battery of the power supply unit 70, not shown, or variations in the load). When the current consumption changes, it may be difficult to accurately determine whether a passenger is sitting in seat 1. Therefore, the control unit 60 corrects the current value (in other words, the current consumption) that changes simultaneously with the voltage change while keeping the power supplied to the blower 30 constant, or corrects the first threshold while keeping the power supplied to the blower 30 constant.

[0125] Furthermore, the control unit 60 will drive the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having its door unlocked, and will use the current consumption detected by the current detection circuit 51 as a first threshold for correction. In other words, the control unit 60 obtains information via the current detection circuit 51 showing the current consumption of the blower 30 when it is driven in standard mode when the vehicle 2 is stationary and no passenger is seated on the seat 1 (also referred to as the current consumption of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having its door unlocked). The control unit 60 stores this information, the current consumption of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having its door unlocked, as a first threshold in the storage unit 80. Thus, the control unit 60 updates the information using the current consumption of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having its door unlocked, as the first threshold. The non-use of vehicle 2 here refers to situations such as when the passenger is not sitting in seat 1 and the engine is turned off.

[0126] Alternatively, the control unit 60 can drive the blower 30 during any period when the vehicle 2 is not in use, and during any period, store the average power consumption of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 changes from being in use to having the door lock opened in the storage unit 80, thereby updating the current consumption of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 changes from being in use to having the door lock opened as a first threshold.

[0127] [Power Supply Section 70]

[0128] The power supply unit 70 is a power circuit that supplies electricity to the blower 30 via the control unit 60, etc. Here, the power supply unit 70 is a DC power source supplied with DC power by a battery (not shown). The power supply unit 70 is controlled by the control unit 60, thereby regulating the current supplied to the blower 30, etc.

[0129] <Action>

[0130] In this embodiment, the operation of the vehicle seat air conditioning unit 3 is illustrated.

[0131] [Action Example 1]

[0132] Figure 4 This is a flowchart illustrating an example 1 of the operation of the vehicle seat air conditioning unit 3 according to Embodiment 1. This flowchart envisions a scenario starting from the standard mode.

[0133] For example, the vehicle seat air conditioning unit 3 is activated by the passenger operating the control panel mounted on the vehicle 2. The control unit 60 of the vehicle seat air conditioning unit 3 receives the activation instruction from the control panel, thereby activating the blower 30 (S11). As a result, air is drawn in from the first vent 12a, guided in the order of the intake passage 31 and the exhaust passage 32, and discharged from the second vent 12b. Thus, the air is blown to the passenger sitting in the seat 1.

[0134] Next, the control unit 60 obtains information showing the current consumption from the current detection circuit 51 (S12).

[0135] Next, the control unit 60 determines whether the passenger is sitting in seat 1 based on the current consumption information obtained (S13). Specifically, the control unit 60 determines whether the current consumption is lower than a first threshold based on the current consumption.

[0136] When the control unit 60 determines whether there is a passenger sitting on the seat 1, if the current consumption is lower than the first threshold, it determines that a passenger is sitting on the seat 1 ("Yes" in S13).

[0137] Next, the control unit 60 controls the blower 30 in standard mode during a specified period (S14). This ensures that air is blown to the passenger sitting in seat 1 during the specified period. Then, the control unit 60 returns the process to step S12.

[0138] On the other hand, when the control unit 60 determines whether there is a passenger sitting in the seat 1, if the current consumption is above the first threshold, it determines that the passenger is not sitting in the seat 1 ("No" in S13).

[0139] Next, the control unit 60 controls the blower 30 to make its rotational speed lower than the speed when it is determined that a passenger is sitting in the seat 1 (S15). In order to reduce the current consumption of the vehicle seat air conditioning unit 3, the control unit 60 switches from the standard mode to the energy-saving mode and executes the energy-saving mode.

[0140] Next, the control unit 60 obtains information showing the current consumption from the current detection circuit 51 (S16).

[0141] Next, the control unit 60 determines whether the passenger is sitting in seat 1 based on the current consumption indicated by the obtained information (S17). Specifically, the control unit 60 determines whether the current consumption is lower than a first threshold based on the current consumption.

[0142] When the control unit 60 determines whether there is a passenger sitting on seat 1, if the current consumption is lower than a first threshold, it determines that a passenger is sitting on seat 1 ("Yes" in S17). Then, the control unit 60 returns the process to step S11, switches from energy-saving mode to standard mode, and executes standard mode.

[0143] On the other hand, when the control unit 60 determines whether there is a passenger sitting in seat 1, if the current consumption is above the first threshold, it determines that the passenger is not sitting in seat 1 ("No" in S17). Then, the control unit 60 returns the process to step S16.

[0144] Furthermore, by having the passenger operate the control panel mounted on vehicle 2, the driving of the vehicle's seat air conditioning unit 3 can be freely stopped at any step.

[0145] Alternatively, in the case of starting from energy-saving mode, the flowchart can also start from step S15. Therefore, it is not limited to... Figure 4 The flowchart.

[0146] Furthermore, in this action example, using Figure 4 as well as Figure 5 Specifically, this describes the situation where the passenger is not seated in seat 1 and the vehicle starts from standard mode. Figure 5This diagram illustrates the relationship between the current consumption of the blower 30 and the seating area in both standard and energy-saving modes. The seating area is based on the assumption of a person of average build.

[0147] like Figure 4 as well as Figure 5 As shown, the process begins at location A. At this time, the control unit 60 determines whether the passenger is sitting in seat 1 based on the consumed current shown by the current detection circuit 51 (S12) (S13).

[0148] Next, when the passenger is not sitting in seat 1, the control unit 60 determines that the passenger is not sitting in seat 1 because the current consumption exceeds the first threshold ("No" in S13). At this time, Figure 5 The passenger moves from location A to location B. The control unit 60 switches from standard mode to energy-saving mode, executes energy-saving mode, and controls the blower 30 so that the speed of the blower 30 is less than the speed of the blower 30 when it is determined that a passenger is sitting in seat 1 (S15).

[0149] Next, the control unit 60 determines whether the passenger is sitting in seat 1 based on the current consumption shown in the information obtained at predetermined time intervals (S16) (S17). When the passenger is sitting in seat 1, the control unit 60 determines that the passenger is sitting in seat 1 because the current consumption is below a first threshold ("Yes" in S17). At this time, Figure 5 Move from point B to point C.

[0150] Next, control unit 60 switches from energy-saving mode to standard mode and executes standard mode. At this time, Figure 5 The blower moves from location C to location D. The control unit 60 drives the blower 30 in standard mode (S11).

[0151] Next, the control unit 60 determines whether the passenger is sitting in seat 1 based on the obtained current consumption (S12) (S13). When the passenger gets off the vehicle or leaves seat 1 in an improper posture, the control unit 60 determines that the passenger is not sitting in seat 1 ("No" in S13) because the current consumption is above a first threshold. Then, in Figure 5 The system returns from point D to point A. This loop occurs in the vehicle's seat air conditioning unit 3.

[0152] Furthermore, in this example, the scenario where the passenger is seated in seat 1 and the vehicle begins in standard mode can also be considered. In this case, from... Figure 5 Start at point D. Then, following the pattern of passengers getting off and getting back on, move to points A, B, and C as described above, and return to point D. This is because... Figure 4 The explanation is the same, so it will be omitted. Also, sometimes it may start from energy-saving mode, so it is not limited to starting from standard mode.

[0153] In addition, there are also Figure 5 The situation of moving from point A to point D.

[0154] For example, when the passenger is not seated in seat 1 and the vehicle is in standard mode, Figure 5 Location A is in the middle. At this time, when the passenger is sitting in seat 1, the control unit 60 determines that the passenger is sitting in seat 1 because the current consumption is lower than the first threshold ("Yes" in S13). Figure 5 The device moves from location A to location D. At this time, control unit 60 continues to execute the standard mode (S14) for the specified period.

[0155] In addition, there are also Figure 5 The situation of moving from point C to point B.

[0156] For example, when the passenger is seated in seat 1 and the car is in energy-saving mode, Figure 5 Location C is in the middle. At this time, the control unit 60 determines whether the passenger is sitting in seat 1 based on the current consumption shown by the information obtained at predetermined time intervals (S16) (S17). If the passenger is not sitting in seat 1 due to improper posture, the control unit 60 determines that the passenger is not sitting in seat 1 because the current consumption is above a first threshold ("No" in S17). At this time, in Figure 5 The passenger moves from location C to location B. At this time, control unit 60 continues to operate in energy-saving mode until the passenger is seated in seat 1.

[0157] [Action Example 2]

[0158] Figure 6 This is a flowchart illustrating an example 2 of the operation of the vehicle seat air conditioning unit 3 according to Embodiment 1.

[0159] The control unit 60 determines whether the vehicle 2 is not in use (S21). For example, the control unit 60 determines whether the vehicle 2 is not in use by checking whether the engine button is off. When the engine button is off, it can be said that the vehicle 2 is not in use. In this case, it is basically assumed that the passenger is not sitting in seat 1.

[0160] If the vehicle 2 is not in use ("No" in S21), the control unit 60 returns the process to step S21.

[0161] On the other hand, when the vehicle 2 is not in use ("Yes" in S21), the control unit 60 drives the blower 30 in standard mode and obtains information from the current detection circuit 51 showing the current consumption of the blower 30 when the vehicle 2 is not in use or when the door lock is opened from the time the vehicle 2 is not in use (S22).

[0162] Next, the control unit 60 stores the current consumption of the blower 30 when the vehicle 2 is not in use, or when the vehicle 2 changes from being in use to having its door unlocked, as a first threshold in the storage unit 80, thereby updating the current consumption of the blower 30 when the vehicle 2 is not in use, or when the vehicle 2 changes from being in use to having its door unlocked, as the first threshold (S23). In other words, the control unit 60 updates the initial value pre-stored in the storage unit 80. Then, the control unit 60 ends. Figure 6 The flowchart.

[0163] Furthermore, even if the engine button is turned off, there may still be passengers sitting in seat 1. Therefore, the control unit 60 can notify the vehicle seat air conditioning unit 3 to operate via a display device or the like mounted on the vehicle 2.

[0164] [Action Example 3]

[0165] Figure 7 This is a flowchart illustrating the operation example 3 of the vehicle seat air conditioning device 3 according to Embodiment 1.

[0166] The control unit 60 obtains information about the consumed current from the current detection circuit 51 and determines whether the obtained consumed current exceeds the upper limit value (S31). The upper limit value is predetermined as the upper limit value of the consumed current during normal operation.

[0167] If the control unit 60 determines that the current consumption exceeds the upper limit ("Yes" in S31), in other words, if an overcurrent flows in the blower 30, it outputs a warning signal to an external device (S32).

[0168] On the other hand, if the control unit 60 determines that the current consumption has not exceeded the upper limit ("No" in S31), it terminates the process. Figure 7 The flowchart.

[0169] Furthermore, while action examples 1 to 3 are illustrated in this embodiment, the vehicle seat air conditioning unit 3 may not include all of action examples 1 to 3, and action examples 1 to 3 may be appropriately combined. In addition, in action example 1, not all steps are mandatory processes for the vehicle seat air conditioning unit 3, and it is not limited to performing all steps.

[0170] [Action Example 4]

[0171] This action example illustrates the actions taken when determining whether vehicle 2 has changed from being in use to having its door locks unlocked.

[0172] Figure 8 This is a flowchart illustrating an operational example 4 of the vehicle seat air conditioning unit 3 according to Embodiment 1. In this operational example, regarding... Figure 6 The same treatment is applied, with the same symbols assigned and the description of the treatment appropriately omitted.

[0173] The control unit 60 determines whether the vehicle 2 has changed from being in use to having its door locks unlocked (S21a). For example, the control unit 60 determines whether the vehicle 2 is in use by checking whether the engine button is off. Then, the control unit 60 determines whether the door locks are unlocked by checking whether a signal indicating that the door is open (i.e., an open / close signal) is received from the door sensor mounted on the vehicle 2. Alternatively, the determination can be made by checking whether the door lock operation was performed using the vehicle 2's key.

[0174] If the vehicle 2 does not change from being in use to having its door locks unlocked ("No" in S21a), the control unit 60 returns the process to step S21a.

[0175] Next, when the vehicle 2 changes from being in use to having its door lock unlocked ("Yes" in S21a), the control unit 60 drives the blower 30 in standard mode and obtains information from the current detection circuit 51 showing the current consumption of the blower 30 when the vehicle 2 is in use or when the vehicle 2 changes from being in use to having its door lock unlocked (S22).

[0176] Next, the control unit 60 stores the current consumption of the blower 30 when the vehicle 2 is not in use, or when the vehicle 2 changes from being in use to having its door unlocked, as a first threshold in the storage unit 80, thereby updating the first threshold (S23). Then, the control unit 60 ends. Figure 8 The flowchart. Then the vehicle's seat air conditioning unit 3 is transferred... Figure 4 The actions in the flowchart.

[0177] <Effects>

[0178] The effects of the vehicle seat air conditioning unit 3 in this embodiment will be explained next.

[0179] As described above, the vehicle seat air conditioning unit 3 of this embodiment includes: a blower 30, which is built into the seat 1; at least one of an air intake passage and an exhaust passage, wherein the air intake passage is used to draw in air guided by the blower 30 from the surface of the seat 1, and the exhaust passage is used to discharge air guided by the blower 30 from the surface of the seat 1; and a control unit 60, which is electrically connected to the blower 30. The blower 30 has a current detection circuit 51 for detecting the current consumption of the blower 30, and the control unit 60 determines whether there is a passenger sitting on the seat 1 based on the current consumption detected by the current detection circuit 51.

[0180] Based on the above, the control unit 60 controls the blower 30 and determines whether a passenger is sitting in the seat 1 based on the magnitude of the current consumption detected by the current detection circuit 51. For example, if the current consumption detected by the current detection circuit 51 is less than the current consumption when a passenger is not sitting in the seat 1, the control unit 60 determines that a passenger is sitting in the seat 1.

[0181] Therefore, the vehicle seat air conditioning unit 3 can detect whether there is a passenger in the vehicle with a simple structure.

[0182] In particular, unlike previous vehicle seat air conditioning units 3, it does not require additional sensors to detect whether there are passengers in the vehicle, thus preventing the increase in the product cost of vehicle seat air conditioning units 3.

[0183] Furthermore, in the vehicle seat air conditioning device 3 of this embodiment, when the control unit 60 determines whether there is a passenger sitting on the seat 1, it determines that a passenger is sitting on the seat 1 if the current consumption is lower than a first threshold.

[0184] Based on the above, when the current consumption is below the first threshold, in other words, when the current consumption is less than the current consumption when a passenger is not sitting in seat 1, the control unit 60 can determine that a passenger is sitting in seat 1. The control unit 60 can control the blower 30 by accurately determining whether a passenger is sitting, thereby suppressing the power consumption of the blower 30 when there is no passenger.

[0185] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 controls the blower 30 to a fixed speed when it is determined that a passenger is sitting in the seat 1.

[0186] Based on the above, when the passenger is sitting in seat 1, the power supplied by the control unit 60 to the blower 30 remains constant, and the speed of the blower 30 is kept stable at a fixed speed. Therefore, the airflow blowing to the passenger is more appropriate, thereby further ensuring the passenger's comfort.

[0187] Furthermore, in the vehicle seat air conditioning device 3 of this embodiment, when the control unit 60 determines whether there is a passenger sitting on the seat 1, if the current consumption is above a first threshold, it determines that the passenger is not sitting on the seat 1. When it is determined that the passenger is not sitting on the seat 1, it controls the blower 30 so that the rotation speed of the blower 30 is lower than the rotation speed of the blower 30 when it is determined that the passenger is sitting on the seat 1.

[0188] Based on the above, when the passenger is not sitting in seat 1, the control unit 60 can control the blower 30 with reduced power supply to the blower 30, thus saving energy consumption.

[0189] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 drives the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is not in use and the door lock is opened, and updates the consumed current detected by the current detection circuit 51 as the first threshold.

[0190] Based on the above, even if the seat 1 and the blower 30 deteriorate over time, the current consumption will be used as the first threshold to update, thereby ensuring the accuracy of determining whether the passenger is sitting in the seat 1.

[0191] Furthermore, the vehicle seat air conditioning unit 3 of this embodiment also includes a voltage detection circuit 52 for detecting the drive voltage of the blower 30, and a control unit 60 for correcting the current consumption of the blower 30 based on the drive voltage detected by the voltage detection circuit 52.

[0192] Based on the above, by pre-measuring the current consumption of the blower 30 when the applied voltage fluctuates, the current consumption can be corrected. Therefore, even if fluctuations in the applied voltage occur due to battery degradation, it is possible to more accurately determine whether a passenger is sitting in seat 1.

[0193] Furthermore, the vehicle seat air conditioning unit 3 of this embodiment also includes a voltage detection circuit 52 for detecting the drive voltage of the blower 30, and a control unit 60 for correcting a first threshold based on the drive voltage detected by the voltage detection circuit 52.

[0194] Based on the above, by pre-measuring the current consumed by the blower 30 when voltage fluctuations occur, the first threshold can be corrected. Therefore, even if voltage fluctuations occur due to battery degradation, it is possible to more accurately determine whether a passenger is sitting in seat 1.

[0195] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the current detection circuit 51 also serves as the overcurrent detection circuit for the blower 30.

[0196] Based on the above, even without a separate overcurrent detection circuit for the blower 30, the overcurrent of the blower 30 can be detected by the current detection circuit 51. Alternatively, the overcurrent detection circuit already present in the blower 30 can be used as the current detection circuit 51. Therefore, both the structural complexity of the vehicle seat air conditioning unit 3 and the increase in product cost can be reduced.

[0197] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 outputs a warning signal to an external device when the current consumption exceeds the upper limit.

[0198] If the current consumption exceeds a predetermined upper limit, it could be due to a malfunction in the blower 30 or the blower being operated at a higher speed than normal. Therefore, it's possible to predict malfunctions in the blower 30, blockages in the intake and exhaust passages 31 and 32, or deterioration of the cushioning pad. This allows the passenger to be notified of the need to replace the blower 30, clean or replace the cushioning pad, etc., thus ensuring the passenger maintains the proper position of the seat 1.

[0199] Furthermore, the upper limit can be set to a first upper limit and a second upper limit that is larger than the first upper limit. In this case, if the current consumption exceeds the first upper limit but is below the second upper limit, blockage of the intake passage 31 and the exhaust passage 32, and deterioration of the buffer pad can be predicted. In addition, when the current consumption exceeds the second upper limit, a malfunction of the blower 30 can be predicted. By setting two upper limits in this way, warnings to passengers regarding cleaning or replacing the buffer pad and replacing the blower 30 can be issued separately.

[0200] Furthermore, in the vehicle seat air conditioning device 3 of this embodiment, the air intake channel 31 is formed in the central part 11c1 and the outer edge part 11c2 of the seat surface 11c of the seat 1, and the seat surface 11c is the surface of the seat 1 on the side where a person sits.

[0201] As described above, by drawing air in through the air inlet 31a of the air intake channel 31 formed in the central portion 11c1 of the seat surface 11c, the stuffiness in the buttocks and thighs can be suppressed. Furthermore, the air inlet 31a of the air intake channel 31 formed in the outer edge portion 11c2 of the seat surface 11c is located in a position difficult to be covered by the buttocks and thighs, thus allowing air from around the seat 1 to be drawn in. For example, even if air cannot be drawn in through the air inlet 31a of the air intake channel 31 formed in the central portion 11c1 of the seat surface 11c, air can be drawn in through the air inlet 31a of the air intake channel 31 formed in the outer edge portion 11c2 of the seat surface 11c, allowing air to be discharged through the exhaust port 32a.

[0202] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the outer edge portion 11c2 is at least one of the rear portion 11d and the front portion 11e of the seat surface 11c.

[0203] As described above, the outer edge 11c2 of the seat surface 11c, especially the rear 11d and front 11e of the seat surface 11c, is more difficult to be covered by a person's buttocks and thighs. Therefore, the accuracy of air intake from the air inlet 31a is further improved.

[0204] (Implementation Method 2)

[0205] In this embodiment, the difference from the vehicle seat air conditioning unit 3 in Embodiment 1 is that the current consumed by the blower 30 is used to determine the physique of the passenger or the position of the passenger. Unless otherwise specified, the other components in this embodiment are the same as those in Embodiment 1. The same symbols are used for the same components and functions, and detailed descriptions of the components and functions are omitted.

[0206] The following uses Figure 2 as well as Figure 3 This section explains the differences between the vehicle seat air conditioning unit 3 of this embodiment and the vehicle seat air conditioning unit 3 of Embodiment 1.

[0207] [Storage Department 80]

[0208] The storage unit 80 also stores information showing the second threshold, information showing the relationship between current consumption and rotational speed (described later), etc. The second threshold is determined based on the current consumption of the blower when a passenger of average build is seated in seat 1. Average build refers to the standard build of a passenger.

[0209] [Control Unit 60]

[0210] The control unit 60 is electrically connected to the blower 30 and obtains information showing the current consumption from the current detection circuit 51 of the blower 30. Using the current consumption information obtained, the control unit 60 controls the rotation speed of the blower 30, or judges the physique of the passenger, or judges the position of the passenger, or judges whether the current consumption exceeds the upper limit value.

[0211] The control unit 60 controls the rotational speed of the blower 30 based on the current consumption information obtained. Specifically, the control unit 60 obtains information indicating a second threshold value pre-stored in the storage unit 80, and calculates the value of the current consumption current detected by the current detection circuit 51 minus the second threshold value indicated by the obtained information. The control unit 60 can determine whether the current consumption current is lower or higher than the second threshold value based on the calculated value.

[0212] The control unit 60 controls the blower 30 to increase its rotation speed as the current consumption falls below a second threshold. As a result, the current supplied to the blower 30 increases compared to when a passenger of average build sits in seat 1. Consequently, not only does the current consumption of the blower 30 increase, but the airflow also increases. Furthermore, since there exists a lower limit below the second threshold, the control unit 60 controls the blower 30 to keep the current consumption between the lower limit and the second threshold.

[0213] Furthermore, the control unit 60 controls the blower 30 to reduce its rotation speed as the current consumption exceeds a second threshold. As a result, the current supplied to the blower 30 is reduced compared to when a passenger of average build sits in seat 1. Consequently, not only is the current consumption of the blower 30 reduced, but the airflow is also reduced. In addition, since there is a seating judgment value higher than the second threshold, the control unit 60 controls the blower 30 between the seating judgment value and the second threshold.

[0214] In this way, the control unit 60 controls the rotation speed of the blower 30 to ensure that the air volume discharged from the surface of the seat 1 (the air volume blown to the passenger) is the same regardless of the passenger's posture. "Regardless of the passenger's posture" means regardless of the passenger's size or position. Therefore, even if the passenger is large or small, or if their posture is incorrect, the air volume is the same as that blown to a passenger of average size.

[0215] In addition, this is configured such that the air volume is the same regardless of the passenger's condition, but it is not limited to this. It can also be configured to change the air volume according to the passenger's physique. In other words, it can be configured such that the larger the physique, the greater the air volume.

[0216] Furthermore, the control unit 60 determines the physique of the passenger sitting in the seat 1 based on the current consumption, and outputs the determination result, i.e., a signal indicating the physique of the passenger (also called a physique signal), to an external device. This external device is the vehicle control unit 61, but it could also be a terminal device such as a smartphone or tablet.

[0217] As described above, the lower the current consumption of the blower 30 is compared to the second threshold, the more "large" the passenger's physique is. Furthermore, as described above, the higher the current consumption of the blower 30 is compared to the second threshold, the more "small" the passenger's physique is. Therefore, when the current consumption detected by the current detection circuit 51 is lower than the second threshold, the control unit 60 determines that the passenger's physique is "large". Conversely, when the current consumption detected by the current detection circuit 51 is at the second threshold, the control unit 60 determines that the passenger's physique is "average". Furthermore, when the current consumption detected by the current detection circuit 51 is higher than the second threshold, the control unit 60 determines that the passenger's physique is "small". The control unit 60 outputs a physique signal, indicating whether the passenger's physique is "small", "average", or "large", to an external device. Additionally, the physique signal is not limited to the three levels described above; for example, it can also be output as a numerical value based on the current consumption indicating the degree of physique.

[0218] Furthermore, the control unit 60 determines whether the body position of the passenger sitting in seat 1 has changed based on the change in current consumption, and outputs the result, i.e., a signal indicating that the passenger's body position has changed (also called a body position change signal), to an external device. Specifically, the control unit 60 calculates the change in current consumption detected by the current detection circuit 51 from the moment the passenger sits in seat 1, and determines that the body position of the passenger sitting in seat 1 has changed when the change in current consumption is above a predetermined value. The control unit 60 outputs the result, i.e., the body position change signal, to an external device. Alternatively, the control unit 60 can also output a signal indicating that the passenger's body position has not changed when the passenger's body position has not changed.

[0219] In cases where the passenger's posture changes, such as the passenger not sitting in seat 1 (buttocks and thighs off the seat 11c), the passenger crossing their legs in seat 1, sitting cross-legged in seat 1, or sitting deeper in seat 1 than in the original posture, etc.

[0220] In addition, the situation where the passenger's body position does not change includes not only the situation where the passenger's body position does not change at all, but also the situation where the degree of change in the passenger's body position is within the prescribed range of permissible changes.

[0221] Furthermore, each time the control unit 60 receives information indicating the consumed current from the current detection circuit 51, it determines whether the consumed current exceeds the upper limit value. If the consumed current exceeds the upper limit value, in other words, if an overcurrent occurs, the control unit 60 outputs a warning signal to an external device. By outputting the warning signal, the control unit 60 allows passengers to identify damage to the blower 30, blockages in the air intake passage 31 and exhaust passage 32, or deterioration of the cushioning pads by detecting current exceeding the rated current. This upper limit value is greater than the second threshold and also greater than the seating judgment value described later.

[0222] In addition, the control unit 60 corrects the current consumption or second threshold of the blower 30, or corrects the information showing the relationship between current consumption and rotational speed.

[0223] The control unit 60 corrects the current consumption or second threshold of the blower 30 based on the drive voltage detected by the voltage detection circuit 52. For example, even when the power supplied to the blower 30 remains constant, the current value may change due to variations in the voltage supplied from the power supply unit 70 to the blower 30 (e.g., due to degradation of the battery of the power supply unit 70, not shown, or variations in the load). When the current consumption changes, it may be difficult to accurately determine the physique of the passenger sitting in the seat 1. Therefore, the control unit 60 corrects the current value (in other words, the current consumption) that changes simultaneously with the voltage change by keeping the power supplied to the blower 30 constant, or it corrects the second threshold by keeping the power supplied to the blower 30 constant.

[0224] Furthermore, when the vehicle 2 is not in use or when the door lock is unlocked, the control unit 60 drives the blower 30 and obtains information showing the current consumption detected by the current detection circuit 51. Based on the current consumption shown in this information, the control unit 60 corrects information showing the correlation between current consumption and speed for controlling the speed. Specifically, the control unit 60 calculates the speed of the blower 30 when the passenger is sitting in seat 1, based on the current consumption of the blower 30 when the vehicle 2 is stationary and no passenger is sitting in seat 1. The control unit 60 compares the current consumption and speed of the blower 30 when the vehicle 2 is not in use with a pre-stored correlation table of power consumption and speed in the storage unit 80. If a difference is found through comparison, the control unit 60 updates the correlation table of power consumption and calculated speed of the blower 30 when the vehicle 2 is not in use and stores it in the storage unit 80.

[0225] In addition, the control unit 60 can drive the blower 30 at any time when the vehicle 2 is not in use, thereby calculating the average power consumption of the blower 30 when the vehicle 2 is not in use at any time, and can also calculate the rotational speed of the blower 30 based on the calculated power consumption, thereby storing the updated relationship between the current consumption and rotational speed of the blower 30 when the vehicle 2 is not in use in the storage unit 80.

[0226] <Action>

[0227] The operation of the vehicle seat air conditioning unit 3 in this embodiment will be illustrated.

[0228] [Action Example 1]

[0229] Figure 9 This is a flowchart illustrating an example 1 of the operation of the vehicle seat air conditioning unit 3 according to Embodiment 2.

[0230] For example, the vehicle seat air conditioning unit 3 is driven by the passenger operating the control panel mounted on the vehicle 2. The control unit 60 of the vehicle seat air conditioning unit 3 drives the blower 30 by receiving the drive instruction from the control panel (S41). Accordingly, air is drawn in from the first vent 12a, guided in the order of the intake passage 31 and the exhaust passage 32, and discharged from the second vent 12b. Accordingly, the air is blown to the passenger sitting in the seat 1.

[0231] Next, the control unit 60 obtains information showing the consumed current from the current detection circuit 51, and reads information showing a second threshold stored in the storage unit 80, and calculates the value of subtracting the second threshold from the current consumed current shown in the information. The control unit 60 controls the blower 30 by changing its rotational speed based on the value calculated from the correlation chart stored in the storage unit 80, so that the airflow is equal to the airflow blown to a passenger of average build (S42). Figure 10 Figure 'a' illustrates the relationship between the body size and the current consumption of the blower 30. Figure 10 Figure b illustrates the relationship between the rotational speed and the size of the blower 30.

[0232] Specifically, the control unit 60, based on Figure 10 The value calculated from the correlation chart shown in Figure a determines whether the passenger's physique is small or large relative to the average physique. Based on the determination of the passenger's physique, the control unit 60... Figure 10 The correlation chart shown in Figure b is used to derive the rotational speed of the blower 30. For example, if the control unit 60 determines that the passenger's physique is small, it decreases the rotational speed of the blower 30; if it determines that the passenger's physique is large, it increases the rotational speed of the blower 30. Thus, the control unit 60 decides to... Figure 10 The speed of the blower 30 is derived from the correlation chart, and the speed is changed to control the blower 30.

[0233] More specifically, as described above, the current consumption of the blower 30 when the passenger's physique is "normal" is reduced compared to the normal current consumption when the passenger's physique is "average". In other words, the lower the current consumption of the blower 30 is compared to the second threshold, the larger the seating area is considered, thus the passenger's physique is considered "large". Therefore, the control unit 60 determines that the passenger's physique is "large" when the current consumption detected by the current detection circuit 51 is less than the second threshold. The control unit 60 controls the blower 30 by supplying a current to the blower 30 that is greater than the normal current consumption, thereby increasing the rotational speed of the blower 30 compared to the rotational speed when the normal current consumption is supplied. In this way, the control unit 60 controls the rotational speed of the blower 30 so that the airflow discharged from the surface of the seat 1 for a passenger with a "large" physique (the airflow blowing onto the passenger) is the same as the airflow discharged from the surface of the seat 1 for a passenger with an average physique.

[0234] Furthermore, when the current consumption detected by the current detection circuit 51 is substantially the same as the second threshold, the control unit 60 determines that the passenger's physique is "average". The control unit 60 controls the blower 30 by supplying the normal current consumption to the blower 30.

[0235] As described above, when the current consumption of the blower 30 exceeds the second threshold, it can be determined that the seating area is smaller, thus the passenger's physique is considered "small". Therefore, when the current consumption detected by the current detection circuit 51 is greater than the second threshold, the control unit 60 determines that the passenger's physique is "small". Here, if the current consumption of the blower 30 is greater than the second threshold, and thus exceeds the seating judgment value greater than the second threshold, the control unit 60 can determine that no passenger is seated. The control unit 60 controls the blower 30 by reducing the current supplied to the blower 30 compared to the normal current consumption, thereby reducing the rotational speed of the blower 30 to be lower than the rotational speed when the blower 30 is supplied with the normal current consumption. In this way, the control unit 60 controls the rotational speed of the blower 30 so that the air volume discharged from the surface of the seat 1 for a passenger with a "small" physique is the same as the air volume discharged from the surface of the seat 1 for a passenger of average physique.

[0236] Next, the control unit 60 controls the blower 30 for a specified period of time, using the rotational speed as changed in step S42 (S43).

[0237] Furthermore, the control unit 60 returns the process to step S42.

[0238] Furthermore, by operating the control panel mounted on vehicle 2, the driver can freely stop the vehicle's seat air conditioning unit 3 at any point.

[0239] [Action Example 2]

[0240] Figure 11 This is a flowchart illustrating an operational example 2 of the vehicle seat air conditioning unit 3 according to Embodiment 2. In operational example 2, regarding... Figure 9 Example 1: The same action is assigned the same symbol, and the description is appropriately omitted.

[0241] The control unit 60 of the vehicle seat air conditioning unit 3 drives the blower 30 according to the operation instructions received from the operation panel (S41).

[0242] Next, the control unit 60 obtains information showing the consumed current from the current detection circuit 51, and determines whether there is a passenger on board based on the consumed current shown in the obtained information (S52). Specifically, the control unit 60 determines whether the consumed current is less than the passenger determination value.

[0243] When the current consumption is less than the seating judgment value, in other words, when it is determined that the passenger is sitting in seat 1 ("Yes" in S52), the control unit 60 calculates the value of the second threshold minus the current consumption, and controls the blower 30 by changing the rotation speed of the blower 30 according to the calculated value. Through this change, the air volume becomes the same as the air volume blown to a passenger of average size (S42).

[0244] Then, the control unit 60 returns to step S52 after step S43.

[0245] On the other hand, when the current consumption exceeds the occupancy judgment value, in other words, when it is determined that the passenger is not sitting in seat 1 ("No" in S52), the control unit 60 controls the blower 30 to reduce the speed of the blower 30 (S53). Accordingly, the vehicle seat air conditioning unit 3 enters energy-saving mode because the control unit 60 reduces the current consumption of the blower 30.

[0246] After step S53, the control unit 60 obtains information showing the consumed current from the current detection circuit 51, and then determines whether there is a passenger based on the consumed current shown in the information (S54).

[0247] When the current consumption exceeds the passenger occupancy judgment value, in other words, when it is determined that the passenger is not sitting in seat 1 ("No" in S54), the control unit 60 controls the blower 30 in an energy-saving mode.

[0248] On the other hand, when the current consumption is less than the seating determination value, in other words, when it is determined that a passenger is sitting in seat 1 ("Yes" in S54), the control unit 60 controls the blower 30 to increase the speed of the blower 30 from a reduced state (S55). Accordingly, the vehicle seat air conditioning unit 3 enters the normal mode, which is to control the blower 30 so that the speed of the blower 30 is the speed of the blower 30 when a passenger of average build is sitting in seat 1. Then the control unit 60 proceeds to step S42.

[0249] Furthermore, by operating the control panel mounted on vehicle 2, the driver can freely stop the vehicle's seat air conditioning unit 3 at any point.

[0250] [Action Example 3]

[0251] Figure 12 This is a flowchart illustrating the operation example 3 of the vehicle seat air conditioning device 3 according to Embodiment 2.

[0252] The control unit 60 obtains information on the consumed current from the current detection circuit 51 at predetermined time intervals, and calculates the change in the obtained consumed current (S61).

[0253] Next, the control unit 60 determines whether the posture of the passenger sitting in seat 1 has changed based on the calculated change in current consumption (S62). Specifically, the control unit 60 calculates the change in current consumption detected by the current detection circuit 51 after the passenger sits in seat 1. For example, the control unit 60 calculates the change between the current consumption obtained at a first moment and the current consumption obtained at a second moment, i.e., a moment after the first moment. The change is the difference or ratio between the current consumption at the first moment and the current consumption at the second moment. The control unit 60 determines whether the posture of the passenger sitting in seat 1 has changed by judging whether the calculated change in current consumption is above a predetermined value.

[0254] If the change in the body position of the passenger sitting in seat 1 is greater than or equal to a predetermined value, the control unit 60 determines that the body position of the passenger sitting in seat 1 has changed ("Yes" in S62).

[0255] Next, the control unit 60 outputs a signal indicating a change in the passenger's body position, i.e., a body position change signal, to the external device (S63). Then, the control unit 60 terminates. Figure 12 The flowchart.

[0256] Furthermore, let's return to the explanation of step S62. On the other hand, if the change in the body position of the passenger sitting in seat 1 is less than a predetermined value, the control unit 60 determines that the body position of the passenger sitting in seat 1 has not changed ("No" in S62). Then, the control unit 60 ends. Figure 12 The flowchart.

[0257] In addition, the control unit 60 can also output a signal indicating that the passenger's body position has not changed to an external device.

[0258] [Action Example 4]

[0259] Figure 13 This is a flowchart illustrating an example 4 of the operation of the vehicle seat air conditioning unit 3 according to Embodiment 2.

[0260] The control unit 60 determines whether the vehicle 2 is not in use (S71). For example, the control unit 60 determines whether the vehicle 2 is not in use by checking whether the engine button is off. When the engine button is off, it can be said that the vehicle 2 is not in use. In this case, it is basically considered that the passenger is not sitting in seat 1.

[0261] If the vehicle 2 is not in use (No in S71), the control unit 60 returns the process to step S71.

[0262] Next, the control unit 60, when the vehicle 2 is not in use ("Yes" in S71), drives the blower 30 in standard mode, thereby obtaining information from the current detection circuit 51 showing the current consumption of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having the door lock opened (S72).

[0263] The control unit 60 calculates the rotational speed of the blower 30 when the passenger is not seated, based on the current consumption of the blower 30 when the vehicle 2 is stationary and the passenger is not seated in seat 1, or when the vehicle 2 is switched from being in use to having the door unlocked (the aforementioned information showing the current consumption). The control unit 60 updates the relationship between power consumption and rotational speed stored in the storage unit 80 based on the current consumption and rotational speed of the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is switched from being in use to having the door unlocked, and stores the relationship in the storage unit 80. Therefore, the control unit 60 corrects the information showing the relationship between current consumption and rotational speed used to control the rotational speed based on the current consumption shown in the obtained information. For example, in cases where the intake passage 31 and exhaust passage 32 are blocked, the control unit 60 corrects the information showing the relationship between current consumption and rotational speed used to control the rotational speed. Figure 10 The graph of 'a' or the second threshold is corrected by shifting it to the left, or... Figure 10The chart for b is corrected by shifting it upwards.

[0264] Next, the control unit 60 stores the current consumption of the blower 30 when the vehicle 2 is not in use, or when the vehicle 2 changes from being in use to having its door unlocked, as a second threshold in the storage unit 80, thereby updating the system with the current consumption of the blower 30 when the vehicle 2 is not in use, or when the vehicle 2 changes from being in use to having its door unlocked, as the second threshold (S73). In other words, the control unit 60 updates the initial value pre-stored in the storage unit 80. Then, the control unit 60 ends. Figure 13 The flowchart.

[0265] Furthermore, even when the engine button is off, there may be passengers sitting in seat 1. Therefore, the control unit 60 can also notify the vehicle seat air conditioning unit 3 to operate via a display device or the like mounted on the vehicle 2.

[0266] [Action Example 5]

[0267] This action example illustrates the actions taken to determine whether vehicle 2 has changed from being in use to having its door locks unlocked.

[0268] Figure 14 This is a flowchart illustrating an operational example 5 of the vehicle seat air conditioning unit 3 according to Embodiment 2. In this operational example, regarding... Figure 13 The same treatment is assigned the same symbols, and the description of the treatment is appropriately omitted.

[0269] The control unit 60 determines whether the vehicle 2 has changed from being in use to having its door locks unlocked (S71a). For example, the control unit 60 determines whether the vehicle 2 is in use by checking whether the engine button is off. Furthermore, the control unit 60 determines whether the door locks have been unlocked by checking whether a signal indicating that the door locks are unlocked, i.e., an open / close signal, has been received from the door open / close sensor mounted on the vehicle 2. Alternatively, the determination of whether the door locks are unlocked can also be based on whether the key to the vehicle 2 has been used to unlock the door.

[0270] If the vehicle 2 does not change from being in use to having its door locks unlocked (No in S71a), the control unit 60 returns the process to step S71a.

[0271] Next, the control unit 60, when the vehicle 2 changes from being in use to having its door lock opened ("Yes" in S71a), drives the blower 30 in standard mode, thereby obtaining information from the current detection circuit 51 showing the current consumption of the blower 30 when the vehicle 2 is in use or when the vehicle 2 changes from being in use to having its door lock opened (S72).

[0272] Next, the control unit 60 stores the current consumption of the blower 30 when the vehicle 2 is not in use or when the door lock is opened, as shown in this information, in the storage unit 80 as a second threshold, thereby updating the current consumption of the blower 30 when the vehicle 2 is not in use or when the door lock is opened as the second threshold (S73). Then, the control unit 60 ends. Figure 14 The flowchart is shown. Afterwards, the vehicle's seat air conditioning unit 3 is transferred... Figure 9 or Figure 11 The actions in the flowchart.

[0273] <Effects>

[0274] The effects of the vehicle seat air conditioning unit 3 in this embodiment will be explained next.

[0275] As described above, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 controls the rotation speed of the blower 30 based on the consumed current detected by the current detection circuit 51.

[0276] For example, when a passenger sitting on seat 1 covers the air intake 31a of the air intake passage 31 or the exhaust 32a of the exhaust passage 32, the airflow through the air intake 31a and the exhaust 32a tends to decrease. If the airflow through the air intake 31a and the exhaust 32a decreases while the rotational speed of the blower 30 remains constant, the current consumption of the blower 30 also tends to decrease. This can be attributed to the reduced air pressure between the covered air intake 31a or exhaust 32a and the blower 30; in other words, the resistance between the air and the propeller of the blower 30 decreases, thus reducing the workload of the blower 30.

[0277] Furthermore, when the current consumption detected by the current detection circuit 51 is small, it is conceivable that at least one of the air inlet 31a and the exhaust outlet 32a is covered by a large passenger, thus reducing the airflow through the air inlet 31a and the exhaust outlet 32a compared to the airflow when a passenger of average build is sitting in seat 1. Conversely, when the current consumption detected by the current detection circuit 51 is large, it is conceivable that at least one of the air inlet 31a and the exhaust outlet 32a is covered by a small passenger, thus increasing the airflow through the air inlet 31a and the exhaust outlet 32a compared to the airflow when a passenger of average build is sitting in seat 1.

[0278] Therefore, through this disclosure, when the current consumption is lower than that of a passenger of average build sitting in seat 1, the air volume of the blower 30 decreases, so the control unit 60 can control it by increasing the rotational speed of the blower 30. Furthermore, when the current consumption is higher than that of a passenger of average build sitting in seat 1, the air volume of the blower increases, so the control unit can control it by decreasing the rotational speed of the blower 30.

[0279] Therefore, this vehicle seat air conditioning unit 3 can ensure the comfort of passengers by blowing an appropriate amount of air to them.

[0280] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 controls the blower 30 in such a way that the speed increases as the current consumption is lower than the second threshold, and controls the blower 30 in such a way that the speed decreases as the current consumption is higher than the second threshold.

[0281] Based on the above, when the current consumption is lower than that of a passenger of average build sitting in seat 1, the control unit 60 controls the fan 30 to operate at a higher speed. Conversely, when the current consumption is higher than that of a passenger of average build sitting in seat 1, the control unit 60 controls the fan 30 to operate at a lower speed. Therefore, by delivering an appropriate amount of air to the passenger, passenger comfort can be ensured.

[0282] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 controls the blower 30 in such a way that the amount of air discharged from the surface of the seat 1 is the same regardless of the state of the passenger sitting on the seat 1.

[0283] Based on the above, regardless of the passenger's condition, such as physique and position, the air exhausted from the surface of seat 1 can be made uniform, so the airflow blowing towards the passenger can be more appropriate, thereby further ensuring the passenger's comfort.

[0284] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 determines the physique of the passenger sitting in the seat 1 based on the current consumption, and outputs the determination result, i.e., a signal indicating the physique of the passenger, to an external device.

[0285] Based on the above, when the current consumption detected by the current detection circuit 51 is small, the control unit 60 can determine that a large passenger is sitting in seat 1. Conversely, when the current consumption detected by the current detection circuit 51 is large, it can determine that a small passenger is sitting in seat 1.

[0286] Furthermore, the control unit 60 can output a signal showing the physique of the passenger to an external device. Thus, when the external device is a vehicle control unit (ECU) or the like, the vehicle control unit, by receiving the signal showing the physique of the passenger, can control the orientation of the camera device to face the direction from which the passenger's face is estimated to be located.

[0287] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 determines whether the body position of the passenger sitting on the seat 1 has changed based on the change in the current consumption, and outputs the determination result, i.e., a signal indicating that the body position of the passenger has changed, to an external device.

[0288] Based on the above, when the change in current consumption detected by the current detection circuit 51 is large, the control unit 60 can determine that the passenger's posture is incorrect. Furthermore, when the change in current consumption detected by the current detection circuit 51 is small, it can determine that the passenger is sitting correctly in the seat 1.

[0289] Furthermore, when the external device is a vehicle control unit or the like, the vehicle control unit can control the orientation of the camera device to face the direction from which the passenger's face is estimated to be located, based on a signal indicating the passenger's body position.

[0290] Furthermore, the vehicle seat air conditioning unit 3 of this embodiment also includes a voltage detection circuit 52 for detecting the drive voltage of the blower 30. The control unit 60 then corrects a second threshold corresponding to the current consumption of the blower 30 based on the drive voltage detected by the voltage detection circuit 52.

[0291] Based on the above, by pre-measuring the current consumed by the blower 30 when the applied voltage changes, the second threshold can be corrected. Therefore, even if changes in the applied voltage occur due to battery degradation, the passenger's physique and position can be more accurately determined based on the current consumed.

[0292] Furthermore, in the vehicle seat air conditioning unit 3 of this embodiment, the control unit 60 drives the blower 30 when the vehicle 2 is not in use or when the vehicle 2 is not in use and the door lock is opened, and corrects the correlation between the consumed current and the rotational speed based on the consumed current detected by the current detection circuit 51.

[0293] Even if the seat 1 and the blower 30 deteriorate over time, uniform airflow can be ensured by correcting the relevant relationships.

[0294] (Other variations, etc.)

[0295] Although the present disclosure has been described above based on the embodiments, the present disclosure is not limited to these embodiments.

[0296] For example, the processing units included in the vehicle seat air conditioning units according to the above embodiments are typically implemented as integrated circuits, i.e., LSIs. These can be made into individual chips, or some or all of them can be made into a single chip.

[0297] Furthermore, integrated circuitry is not limited to LSIs; it can also be achieved through dedicated circuits or general-purpose processors. LSIs can also be used to fabricate post-programmable FPGAs (Field Programmable Gate Arrays), or to connect reconfigurable circuit cells within the LSI, and to configure reconfigurable processors.

[0298] Furthermore, in the above embodiments, each component can be constructed by dedicated hardware, or it can be implemented by executing software programs suitable for each component. Each component can also be implemented by a program execution unit such as a CPU or processor reading and executing software programs recorded on a recording medium such as a hard disk or semiconductor memory.

[0299] Furthermore, the figures used above are examples shown for the purpose of illustrating this disclosure, and this disclosure is not limited to the figures in these examples.

[0300] Furthermore, taking the division of functional blocks in the block diagram as an example, multiple functional blocks can be implemented as a single functional block, a single functional block can be divided into multiple functional blocks, or a portion of the functionality can be transferred to other functional blocks. Additionally, the functionality of multiple functional blocks with similar capabilities can be processed by a single hardware or software in a parallel or time-division manner.

[0301] Furthermore, the order in which the steps in the flowchart are executed is an example given to illustrate this disclosure, and the order may be different from the one described above. Also, some of the steps described above may be executed simultaneously (in parallel) with other steps.

[0302] Other forms obtained by implementing various modifications that can be conceived by those skilled in the art, and forms achieved by combining the constituent elements and functions of the embodiments without departing from the spirit of this disclosure, are all included in this disclosure.

[0303] This disclosure includes, for example, seats, sofas, etc., which can be used in mobile bodies such as vehicles.

[0304] Symbol Explanation

[0305] 1 Seat

[0306] 2 vehicles

[0307] 3. Vehicle seat air conditioning unit

[0308] 11c1 Central Department

[0309] 11c2 outer edge

[0310] 11e Front end

[0311] 11d rear

[0312] 30 blowers

[0313] 31. Intake passage

[0314] 32 Exhaust passage

[0315] 51 Current Detection Circuit

[0316] 52 Voltage Detection Circuit

[0317] 60 Control Department

Claims

1. A vehicle seat air conditioning unit, comprising: The air supply fan is built into the seat; At least one of an air intake passage and an exhaust passage, the air intake passage for drawing in air guided by the blower from the surface of the seat, and the exhaust passage for discharging air guided by the blower from the surface of the seat; and The control unit is electrically connected to the blower. The blower has a current detection circuit for detecting the current consumption of the blower. The control unit determines whether there is a passenger sitting in the seat based on the current consumption detected by the current detection circuit. When determining whether a passenger is sitting in the seat, the control unit determines that a passenger is sitting in the seat if the current consumption is below a first threshold. The control unit drives the blower when the vehicle is not in use or when the vehicle is switched from being in use to having the door lock opened, and updates the first threshold by using the current consumption detected by the current detection circuit.

2. The vehicle seat air conditioning device as described in claim 1, When the control unit determines that a passenger is sitting in the seat, it controls the blower to a fixed speed.

3. The vehicle seat air conditioning unit as described in claim 1 or 2, The control unit, When determining whether a passenger is sitting in the seat, if the current consumption exceeds a first threshold, it is determined that no passenger is sitting in the seat. When it is determined that a passenger is not sitting in the seat, the blower is controlled so that the speed of the blower is lower than the speed of the blower when it is determined that a passenger is sitting in the seat.

4. The vehicle seat air conditioning unit as described in claim 1 or 2, The vehicle seat air conditioning unit also includes a voltage detection circuit for detecting the drive voltage of the blower. The control unit corrects the current consumption of the blower based on the driving voltage detected by the voltage detection circuit.

5. The vehicle seat air conditioning unit as described in claim 1 or 2, The vehicle seat air conditioning unit also includes a voltage detection circuit for detecting the drive voltage of the blower. The control unit corrects the first threshold based on the driving voltage detected by the voltage detection circuit.

6. The vehicle seat air conditioning unit as described in claim 1 or 2, The current detection circuit also serves as the overcurrent detection circuit for the blower.

7. The vehicle seat air conditioning unit as described in claim 1 or 2, The control unit outputs a warning signal to an external device when the current consumption exceeds the upper limit.

8. The vehicle seat air conditioning unit as described in claim 1 or 2, The air intake channel is formed in the center and outer edge of the seat surface, which is the surface of the seat on the side where a person sits.

9. The vehicle seat air conditioning device as described in claim 8, The outer edge is at least one of the rear and front portions of the seat surface.

10. The vehicle seat air conditioning unit as described in claim 1 or 2, The control unit controls the speed of the blower based on the consumed current detected by the current detection circuit.

11. The vehicle seat air conditioning unit as described in claim 10, The control unit, The blower is controlled such that the rotational speed increases as the current consumption decreases below a second threshold. The blower is controlled such that the higher the current consumption exceeds the second threshold, the lower the rotation speed.

12. The vehicle seat air conditioning unit as described in claim 10, The control unit controls the blower in such a way that the amount of air discharged from the surface of the seat is the same regardless of the state of the passenger sitting in the seat.

13. The vehicle seat air conditioning unit as described in claim 10, The control unit determines the physique of the passenger sitting in the seat based on the current consumption, and outputs the determination result, i.e., a signal indicating the physique of the passenger, to an external device.

14. The vehicle seat air conditioning unit as described in claim 13, The control unit determines whether the body position of the passenger sitting in the seat has changed based on the change in the consumed current, and outputs the result, which is a signal indicating that the body position of the passenger has changed, to the external device.

15. The vehicle seat air conditioning unit as described in claim 10, The vehicle seat air conditioning unit also includes a voltage detection circuit for detecting the drive voltage of the blower. The control unit corrects the second threshold corresponding to the current consumption of the blower based on the driving voltage detected by the voltage detection circuit.

16. The vehicle seat air conditioning unit as described in claim 10, The control unit drives the blower when the vehicle is not in use or when the vehicle is switched from being in use to having the door lock opened, and corrects the relationship between the consumed current and the rotational speed based on the consumed current detected by the current detection circuit.

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