Ventilation system

Abstract

A ventilation system is provided with: a ventilation device (3, 200) that ventilates a ventilation space to be ventilated; an air sensor (5, 211) that detects a physical quantity of a detection object contained in the air in the ventilation space and outputs a detection value corresponding to the detected physical quantity; and a sensor correction unit (100, 211) that corrects the detection value output by the air sensor. The sensor correction unit corrects the detection value detected by the air sensor during a ventilation period of the ventilation device in the ventilation space in a state in which there is no change generation source that changes the physical quantity of the object to be detected and / or after the completion of ventilation.

Description

[0001] Cross-reference of related applications

[0002] This application is based on Japanese Patent Application No. 2023-31102, filed on March 1, 2023, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a ventilation system. Background Technology

[0004] Conventional vehicle air conditioning systems that use carbon dioxide as a refrigerant are known (see, for example, Patent Document 1). These systems include a refrigeration cycle and a CO2 sensor. The refrigeration cycle circulates carbon dioxide as a refrigerant, and the CO2 sensor detects the concentration of carbon dioxide to detect refrigerant leaks. Furthermore, these systems are configured to ensure accurate refrigerant leak detection by adapting to changes in the output value of the CO2 sensor over time.

[0005] If the difference between the CO2 sensor's detected value and a predetermined reference value is less than a specified value, the reading is rewritten to use the CO2 sensor's detected value as the reference value. This correction, as described in Patent Document 1, follows the minute changes in the detected value over the years. The CO2 sensor is located near the refrigeration cycle device on the engine compartment side relative to the front bulkhead separating the vehicle compartment and the engine compartment, and detects the concentration of carbon dioxide near the refrigeration cycle device.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 2002-103952

[0009] To improve the comfort of spaces where people reside, such as vehicle interiors, the inventors have researched a ventilation system that detects the physical quantity of the target substance contained in the air of that space and ventilates the space based on that physical quantity. Furthermore, the inventors have researched installing an air sensor, such as the CO2 sensor described in Patent Document 1, which detects the physical quantity of the target substance contained in the air of that space within the ventilation system, in the space where people reside.

[0010] However, for example, when a CO2 sensor that detects carbon dioxide concentration is placed in a space where people are present, the concentration of carbon dioxide in the air changes due to human respiration. Therefore, if calibration is performed based on the detected value of the CO2 sensor and a predetermined reference value in the presence of people, there is a concern that the calibration may not be accurate. The inventors' detailed research has revealed that in ventilation systems equipped with air sensors such as CO2 sensors, if the air sensor is calibrated in a ventilation space where sources of change in the physical quantity of the detected object exist, there is a concern that the calibration accuracy may deteriorate due to external interference. Summary of the Invention

[0011] The purpose of this disclosure is to provide a ventilation system that can improve the calibration accuracy of air sensors.

[0012] According to one point of view in this disclosure

[0013] A ventilation system, comprising:

[0014] A ventilation device that performs ventilation of the ventilation space that is the object of ventilation.

[0015] An air sensor detects the physical quantity of the target substance contained in the air of the ventilation space and outputs the detection value corresponding to the detected physical quantity; and

[0016] The sensor calibration unit calibrates the detection values ​​output by the air sensor.

[0017] During the ventilation process of the ventilation device in a ventilation space where there is no source of change that causes a change in the physical quantity of the object being detected, and at least once after the ventilation process has ended, the sensor calibration unit calibrates the detection value detected by the air sensor.

[0018] Therefore, the sensor calibration unit calibrates the detected values ​​of the air sensor when there is no source of change in the ventilation space, thus suppressing the influence of external interference during calibration. This improves the calibration accuracy of the air sensor.

[0019] Furthermore, the parenthesized reference symbols used to annotate each structural element, etc., represent an example of the correspondence between that structural element, etc., and the specific structural elements, etc., described in the embodiments described later. Attached Figure Description

[0020] Figure 1 This is a diagram showing the ventilation system of the first embodiment.

[0021] Figure 2 This is a structural diagram of the vehicle air conditioning unit according to the first embodiment.

[0022] Figure 3 This is a block diagram showing the electrical structure of the ventilation system according to the first embodiment.

[0023] Figure 4 This is a flowchart of the processing performed by the air conditioning ECU in the first embodiment.

[0024] Figure 5 This is a graph showing the change in carbon dioxide concentration due to ventilation by the vehicle air conditioning unit of the first embodiment.

[0025] Figure 6 This diagram illustrates the calibration performed by the air conditioning ECU in the first embodiment.

[0026] Figure 7 This is a diagram illustrating the ventilation system of the second embodiment.

[0027] Figure 8 This is a block diagram showing the electrical structure of the ventilation system according to the second embodiment.

[0028] Figure 9 This is a flowchart of the processing performed by the air conditioning ECU in the second embodiment.

[0029] Figure 10 This diagram represents the state in which there is no source of change in the indoor space within the ventilation system of the second embodiment. Detailed Implementation

[0030] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Furthermore, in the following embodiments, parts that are the same as or equivalent to those described in previous embodiments are marked with the same reference numerals and their descriptions are omitted. Additionally, when only a portion of a structural element is described in an embodiment, the structural elements described in previous embodiments can be applied to the other portions of the structural element. The following embodiments can be partially combined with each other, even without explicit indication, as long as they do not present a particular obstacle to combination.

[0031] (First Implementation)

[0032] Reference Figures 1-6 The ventilation system 1 of this embodiment will be described. In this embodiment, as... Figure 1 As shown, an example of applying the ventilation system 1 to a car (vehicle B) and using it to ventilate the interior space S, which is the target of ventilation, will be described. The ventilation system 1 of this embodiment is configured to ventilate the interior space S based on the concentration of carbon dioxide contained in the air within the interior space S.

[0033] like Figure 1 and Figure 2 As shown, the ventilation system 1 includes a vehicle air conditioning unit 3 and a carbon dioxide sensor 5. The vehicle air conditioning unit 3 is used to ventilate the vehicle interior space S. The carbon dioxide sensor 5 detects the concentration of carbon dioxide in the air inside the vehicle interior space S and outputs a detection value corresponding to the detected concentration. The ventilation system 1 also includes a camera 7, which detects the presence of an occupant P in the vehicle interior space S. The occupant P is the source of changes in the carbon dioxide concentration in the vehicle interior space S caused by breathing.

[0034] like Figure 1 As shown, the vehicle air conditioning unit 3 is a device that blows temperature-adjusted air from the face air outlet 811, foot air outlet 821, and defrost air outlet 831 mounted on the surface of the dashboard DB into the vehicle interior space S. The air blown into the vehicle interior space S passes through the vehicle interior space S and is discharged through the gaps in the doors of the vehicle B and the exhaust vents (air vents) located at the rear of the vehicle body. Thus, the vehicle air conditioning unit 3 ventilates the vehicle interior space S. In other words, the vehicle air conditioning unit 3 is a ventilation device that ventilates the vehicle interior space S by blowing air into the vehicle interior space S from the face air outlet 811, foot air outlet 821, and defrost air outlet 831. Moreover, the face air outlet 811, foot air outlet 821, and defrost air outlet 831 are air inlets that introduce air into the vehicle interior space S. In addition, the gaps in the doors of the vehicle B and the exhaust vents located at the rear of the vehicle body are air outlets that discharge air from the vehicle interior space S.

[0035] like Figure 2 As shown, the vehicle air conditioning unit 3 includes a refrigeration cycle device 10, an air conditioning housing 20, an indoor / outdoor air switching door 30, a blower 40, an evaporator 14, a heater core 50, an air mixing door 60, a face door 71, a foot door 72, and a defrost door 73. Additionally, the vehicle air conditioning unit 3 includes a face duct 81, a foot duct 82, a defrost duct 83, and an airflow adjustment unit 90. Furthermore, as... Figure 3 As shown, the vehicle air conditioning unit 3 includes an indoor / outdoor air mode actuator 30a, a blowout mode actuator 70a, a fan actuator 40a, an air mixing actuator 60a, and an air conditioning ECU 100, etc.

[0036] The refrigeration cycle device 10 includes: a compressor 11 for compressing refrigerant, a condenser 12 for condensing the high-temperature, high-pressure refrigerant discharged from the compressor 11, an expansion valve 13 for reducing the pressure of the refrigerant flowing out of the condenser 12, and an evaporator 14 for evaporating the refrigerant flowing out of the expansion valve 13. Additionally, the refrigeration cycle device 10 includes a refrigerant circuit 15 for supplying refrigerant flow.

[0037] The compressor 11 circulates the refrigerant in the refrigerant circuit 15 within the refrigeration cycle unit 10 by drawing in, compressing, and discharging the refrigerant. The compressor 11 consists of a... Figure 3 The electric motor 11a shown constitutes an electric compressor that drives a fixed-capacity type compressor mechanism with a fixed discharge capacity. The rotational speed of the electric motor 11a, i.e., the refrigerant discharge capacity, is controlled by a control signal output from the air conditioning ECU 100 (described later). The air conditioning ECU 100 functions as a compression control unit. The discharge port of the compressor 11 is connected to the condenser 12.

[0038] The condenser 12 is a heat exchanger that cools the refrigerant by exchanging heat between the high-pressure refrigerant discharged from the compressor 11 and the outside air. The refrigerant outlet side of the condenser 12 is connected to the expansion valve 13.

[0039] Expansion valve 13 is a pressure reducer that expands the refrigerant flowing from condenser 12. The operation of expansion valve 13 is controlled by a control signal output from air conditioning ECU 100. The refrigerant outlet side of expansion valve 13 is connected to evaporator 14.

[0040] The evaporator 14 is a heat-absorbing evaporator that allows the refrigerant, after being depressurized and expanded by the expansion valve 13, to exchange heat with the air flowing inside the air conditioner housing 20, thereby causing the refrigerant to evaporate and thus exerting a heat-absorbing effect. The refrigerant outlet side of the evaporator 14 is connected to the refrigerant suction side of the compressor 11.

[0041] The air conditioning housing 20 forms an airflow path section 21 by surrounding the airflow path through which the air blown into the vehicle interior space S for temperature adjustment passes. For example... Figure 2 As shown, an internal air inlet 22 and an external air inlet 23 are formed on the upstream side of the airflow path section 21 in the airflow direction of the air conditioning housing 20. These internal air inlets 22 and external air inlets 23 are used to introduce air into the airflow path section 21. The internal air inlet 22 is an intake port for drawing in air from the vehicle interior space S, i.e., internal air, and the external air inlet 23 is an intake port for drawing in air from outside the vehicle, i.e., external air. An internal / external air switching door 30 is provided at the internal air inlet 22 and the external air inlet 23 for opening and closing their respective inlets.

[0042] The internal / external air switching gate 30 is a component that adjusts the opening area of ​​the internal air inlet 22 and the external air inlet 23 by opening and closing them. The internal / external air switching gate 30 rotates such that the opening of one of the internal air inlet 22 or the external air inlet 23 is widened while the opening of the other is closed. Therefore, the internal / external air switching gate 30 can adjust the ratio of the internal air volume to the external air volume introduced into the airflow path 21, i.e., it can adjust the internal / external air ratio. The rotational position of the internal / external air switching gate 30 is controlled by the internal / external air mode actuator 30a.

[0043] The internal / external air mode actuator 30a is the actuator that drives the internal / external air switching valve 30, such as... Figure 3 As shown, the indoor / outdoor air mode actuator 30a is controlled by the air conditioning ECU 100. The indoor / outdoor air mode actuator 30a, controlled by the air conditioning ECU 100, switches the opening and closing states of the indoor air inlet 22 and the outdoor air inlet 23, i.e., the intake mode. The indoor / outdoor air switching door 30 functions as an intake mode switching unit. Furthermore, the air conditioning ECU 100 functions as an intake mode control unit.

[0044] The intake modes include, for example, internal air mode, external air mode, and both internal and external air mode. Internal air mode involves opening the internal air inlet 22 and closing the external air inlet 23 via the internal / external air switching door 30, thus ensuring that the air blown into the vehicle interior space S is internal air. External air mode involves opening the external air inlet 23 and closing the internal air inlet 22 via the internal / external air switching door 30, thus ensuring that the air blown into the vehicle interior space S is external air. Both internal and external air mode involves opening a portion of both the internal and external air inlets 22 and 23 via the internal / external air switching door 30, thus ensuring that the air blown into the vehicle interior space S is a mixture of internal and external air.

[0045] Additionally, on the air conditioning housing 20, downstream of the airflow direction of the airflow passage 21, are formed a face opening 24, a foot opening 25, and a defrost opening 26 for blowing air from the airflow passage 21 into the vehicle interior space S. The face opening 24 is primarily for guiding the air drawn into the airflow passage 21 from the interior air inlet 22 and the exterior air inlet 23 to the upper body of the occupant P. The foot opening 25 is primarily for guiding the air drawn into the airflow passage 21 from the interior air inlet 22 and the exterior air inlet 23 to the lower body of the occupant P. The defrost opening 26 is for guiding the air drawn into the airflow passage 21 from the interior air inlet 22 and the exterior air inlet 23 to the windshield located within the vehicle interior space S.

[0046] Air flows from the air mixing space 27 to the face openings 24, foot openings 25, and defrost openings 26. The air mixing space 27 is used to mix the air that bypasses the heater core 50 in the air flow path 21 with the air that passes through the heater core 50.

[0047] A blowout mode switching unit for opening and closing each opening is provided in the face opening 24, foot opening 25, and defrost opening 26. The blowout mode switching unit includes a face section 71, a foot section 72, and a defrost door 73. The face section 71 opens and closes the face opening 24. The foot section 72 opens and closes the foot opening 25. The defrost door 73 opens and closes the defrost opening 26. These face section 71, foot section 72, and defrost door 73 are controlled to open and close by a blowout mode actuator 70a.

[0048] The blow-out mode actuator 70a is the actuator that drives these surface sections 71, foot sections 72, and defrost doors 73, such as... Figure 3 As shown, the blowout mode actuator 70a is controlled by the air conditioning ECU 100. The blowout mode is determined by switching the opening and closing states of the face opening 24, foot opening 25, and defrost opening 26 via the blowout mode actuator 70a controlled by the air conditioning ECU 100. The air conditioning ECU 100 functions as the blowout mode control unit.

[0049] The airflow modes include, for example, a face mode, a foot mode, a defrost mode, and a dual-mode. The face mode opens the face section 71, increasing the airflow through the face opening 24, while closing the foot section 72 and defrost door 73, decreasing the airflow through the foot opening 25 and defrost opening 26. Thus, in face mode, the airflow through the foot section 72 and defrost door 73 is suppressed, while the airflow blown into the vehicle interior space S via the face opening 24 is increased. The foot mode opens the foot section 72 and defrost door 73, increasing the airflow through the foot opening 25 and defrost opening 26, while closing the face section 71, decreasing the airflow through the face opening 24. Thus, in foot mode, the airflow through the face section 71 is suppressed, while the airflow blown into the vehicle interior space S via the foot opening 25 and defrost opening 26 is increased.

[0050] The defrost mode is a mode in which the defrost door 73 is opened to increase the airflow through the defrost opening 26, while the face door 71 and foot door 72 are closed to reduce the airflow through the face opening 24 and foot opening 25. Therefore, in defrost mode, the airflow through the face opening 24 and foot opening 25 is suppressed, while the airflow blowing into the vehicle interior space S through the defrost opening 26 is increased. The dual-stage mode is a mode in which the face door 71 and foot door 72 are opened to increase the airflow through the face opening 24 and foot opening 25, while the defrost door 73 is closed to reduce the airflow through the defrost opening 26. Therefore, in dual-stage mode, the airflow through the defrost door 73 is suppressed, while the airflow blowing into the vehicle interior space S through the face opening 24 and foot opening 25 is increased.

[0051] One end of the facial duct 81 is connected to the facial opening 24, and the other end, the facial air outlet 811, opens at a position opposite to the back of the seat ST. Air from the airflow passage 21 passes through the facial opening 24 and then passes through the facial duct 81 before being blown out of the facial air outlet 811 into the vehicle interior space S. The air blown out of the facial air outlet 811 mainly flows towards or around the upper body of the occupant P seated in the driver's seat.

[0052] One end of the foot duct 82 is connected to the foot opening 25, and the other end, the foot outlet 821, opens on the dashboard DB opposite to the foot space in front of the seat cushion of the seat ST. Air from the airflow path 21, passing through the foot opening 25, passes through the foot duct 82 and is then blown out from the foot outlet 821 into the vehicle interior space S. The air blown out from the foot outlet 821 primarily flows towards or around the lower body of the occupant P seated in the driver's seat.

[0053] One end of the defrost duct 83 is connected to the defrost opening 26, and the other end, the defrost outlet 831, opens on the instrument panel DB opposite to the windshield. Air from the airflow path 21, passing through the defrost opening 26, passes through the defrost duct 83 and is then blown out of the defrost outlet 831 into the vehicle interior space S. The air blown out of the defrost outlet 831 primarily flows towards or around the windshield.

[0054] In addition, such as Figure 2 As shown, an airflow adjustment unit 90 is installed at the face air outlet 811. In contrast, no airflow adjustment unit 90 is installed at the foot air outlet 821 or the defrost air outlet 831. The airflow adjustment unit 90 adjusts the direction of the airflow by guiding the air blown from the face air outlet 811 into the vehicle interior space S. Specifically, by changing the posture of the airflow adjustment unit 90, the direction of the airflow blowing from the face air outlet 811 changes in both the vehicle width direction and the vertical direction of the vehicle B.

[0055] Furthermore, the airflow adjustment unit 90 in this embodiment is configured to cover the face air outlet 811 by changing posture, thereby blocking the face air outlet 811. The airflow adjustment unit 90 can be a plate-shaped component or other shapes. The airflow adjustment unit 90 in this embodiment is composed of louvers whose posture can be changed by the operation of the occupant P.

[0056] The blower 40 includes a blower fan 41 and a fan actuator 40a. By rotating the blower fan 41, if the interior air inlet 22 is open, interior air is introduced into the airflow path 21 through the interior air inlet 22; if the exterior air inlet 23 is open, exterior air is introduced into the airflow path 21 through the exterior air inlet 23, and the introduced air is delivered downstream of the blower fan 41 within the airflow path 21. Then, the blower 40 blows the air introduced from the interior air inlet 22 and exterior air inlet 23 into the vehicle interior space S through the face outlet 811, foot outlet 821, and defrost outlet 831, thereby creating an airflow towards the door gaps and exhaust vents of the vehicle B. The fan actuator 40a is the actuator that drives the blower fan 41, such as... Figure 3 As shown, the fan actuator 40a is controlled by the air conditioning ECU 100. That is, the fan actuator 40a controls the air volume delivered by the blower 40. The air conditioning ECU 100 functions as an air supply control unit that controls the air volume delivered by the blower 40.

[0057] The evaporator 14 is disposed within the airflow path 21 downstream of the airflow from the blower fan 41. The evaporator 14 cools the air supplied from the blower fan 41. The evaporator 14, together with the compressor 11, condenser 12, and expansion valve 13, constitute a refrigeration cycle. When the refrigerant flowing in this refrigeration cycle passes through the evaporator 14, the refrigerant exchanges heat with the air. Through this heat exchange, the refrigerant evaporates, and the air is cooled. A heater core 50 is disposed in the airflow path 21 downstream of the evaporator 14 from the airflow.

[0058] The heater core 50 is disposed within the airflow path 21 downstream of the airflow from the evaporator 14. The heater core 50 is a heating section that heats the air passing through the evaporator 14. Engine cooling water flows through the heater core 50, and the air is heated through heat exchange between the engine cooling water and the air.

[0059] An air mixing door 60 is located between the evaporator 14 and the heater core 50 within the air conditioner housing 20. The air mixing door 60 adjusts the ratio of the airflow from the evaporator 14 that flows around the heater core 50 to the airflow passing through the heater core 50, i.e., the air mixing ratio. Figure 3 As shown, the air mixing actuator 60a is the actuator that drives the air mixing door 60 and is controlled by the air conditioning ECU 100. The air mixing ratio is adjusted by the air mixing actuator 60a controlled by the air conditioning ECU 100. The air conditioning ECU 100 functions as the air mixing door control unit.

[0060] In addition, such as Figure 3As shown, the vehicle air conditioning unit 3 includes a sensor group 8 and an operation unit 9. The sensor group 8 is used to acquire information necessary for the vehicle air conditioning unit 3 to perform various settings corresponding to the operation input by the occupant P to the operation unit 9. The sensor group 8 consists, for example, an outside air temperature sensor that detects the outside air temperature, an inside air temperature sensor that detects the temperature inside the vehicle, and a sunlight sensor that detects the amount of sunlight inside the vehicle.

[0061] The operation unit 9 is a device that receives input operations from the occupant P. The operation unit 9 includes, for example, an operation switch for turning the vehicle air conditioning unit 3 on or off, a temperature setting switch for setting the temperature of the blown air, an intake mode switching switch for switching the intake mode, and an exhaust mode switching switch for switching the exhaust mode.

[0062] The air conditioning ECU 100 includes a processing unit 101, a storage unit 102, etc. The storage unit 102 includes various types of memory such as RAM, ROM, and flash memory. RAM is a writable volatile storage medium. ROM is a non-volatile storage medium that cannot be written. Flash memory is a writable non-volatile storage medium. The processing unit 101, which is equivalent to a CPU, executes a program (not shown) stored in the ROM and flash memory. During execution, the RAM is used as the working area, thereby enabling the execution of various processes described later. RAM, ROM, and flash memory are all non-transient physical storage media. For simplicity, the processing performed by the processing unit 101 will be described below as the processing performed by the air conditioning ECU 100.

[0063] Carbon dioxide sensor 5 is a carbon dioxide detection unit that detects the concentration of carbon dioxide in the air inside the vehicle's interior space S. In other words, carbon dioxide sensor 5 is an air sensor that detects the concentration of carbon dioxide, a physical quantity that is the object of detection. Figure 3 As shown, the carbon dioxide sensor 5 is connected to the air conditioning ECU 100 and outputs the detection value corresponding to the detected concentration to the air conditioning ECU 100.

[0064] In addition, such as Figure 1 As shown, the carbon dioxide sensor 5 is installed in the vehicle interior space S where occupant P is located. Specifically, on the side of the vehicle interior space S relative to the front bulkhead DP that separates the vehicle interior space S from the engine compartment, the carbon dioxide sensor 5 is installed on the surface of the instrument panel DB. Moreover, when occupant P is present in the vehicle interior space S, the carbon dioxide sensor 5 detects the carbon dioxide concentration in the vehicle interior space S where occupant P is located; when occupant P exits the vehicle B and the vehicle interior space S is no longer occupied by occupant P, the carbon dioxide sensor 5 detects the carbon dioxide concentration in the vehicle interior space S where occupant P is not present.

[0065] The imaging device 7 is a detection device for occupant P, detecting whether occupant P is present in the vehicle interior space S. The imaging device 7, for example, is a thermal imager that detects temperature, acquiring infrared radiation emitted from a predetermined imaging range, and generating and outputting an image representing the surface temperature of each location within that imaging range as pixel values ​​based on the acquired infrared radiation. When occupant P is seated in seat ST, the entire body of occupant P is included within the imaging range of the imaging device 7. This imaging device 7 functions as a source detection unit for detecting the presence of a source of change in carbon dioxide concentration in the vehicle interior space S caused by respiration, i.e., occupant P. Figure 3 As shown, the imaging device 7 is connected to the air conditioning ECU 100 and outputs the information of the captured image to the air conditioning ECU 100.

[0066] In the ventilation system 1 of this embodiment, configured as described above, the vehicle air conditioning unit 3 operates based on the carbon dioxide concentration detected by the carbon dioxide sensor 5. Specifically, the ventilation system 1 operates the vehicle air conditioning unit 3 to keep the carbon dioxide concentration in the vehicle interior space S within a predetermined range. Therefore, for example, the ventilation system 1 starts ventilation by operating the vehicle air conditioning unit 3 when the detected value of the carbon dioxide concentration by the carbon dioxide sensor 5 exceeds a predetermined upper limit. Then, the ventilation system 1 stops operating the vehicle air conditioning unit 3 and ends ventilation when the carbon dioxide concentration in the vehicle interior space S decreases due to the ventilation by the vehicle air conditioning unit 3 and the detected value of the carbon dioxide concentration by the carbon dioxide sensor 5 falls below a predetermined lower limit. By operating the vehicle air conditioning unit 3 in this way, the ventilation system 1 maintains the carbon dioxide concentration in the vehicle interior space S within a predetermined range.

[0067] The reasons for maintaining the carbon dioxide concentration in the vehicle interior space S within the prescribed range will be explained.

[0068] Through the breathing of occupant P, the carbon dioxide concentration in the relatively confined space of the vehicle interior S tends to rise more easily compared to the carbon dioxide concentration in the outdoor air, which is the space outside the vehicle interior S. Then, when the carbon dioxide concentration in the air inside the vehicle interior S is higher than that in the outdoor air, concerns may arise regarding reduced comfort for occupant P, such as drowsiness, decreased driver concentration, and difficulty breathing.

[0069] For example, the carbon dioxide concentration outside a typical car is around 500 ppm. In contrast, in environments with carbon dioxide concentrations above 2500 ppm, occupant P may sometimes feel drowsy or experience decreased concentration. Furthermore, in environments with carbon dioxide concentrations above 10000 ppm, occupant P may sometimes experience increased breathing rate and trembling hands and feet. Moreover, in environments with carbon dioxide concentrations above 50000 ppm, occupant P may sometimes experience dizziness or headaches, or difficulty breathing.

[0070] Therefore, by ventilating the interior space S, it is preferable to maintain the interior space S at a carbon dioxide concentration as close as possible to that of the outside air.

[0071] Based on the above reasons, the ventilation system 1 starts ventilation using the vehicle air conditioning unit 3 when the detection value of the carbon dioxide sensor 5 exceeds the predetermined upper limit value, and stops ventilation using the vehicle air conditioning unit 3 when the detection value of the carbon dioxide sensor 5 is lower than the predetermined lower limit value.

[0072] For example, an upper limit value is preset in the storage unit 102 of the air conditioning ECU 100, for example, at 2500 ppm. Additionally, a lower limit value is preset in the storage unit 102 of the air conditioning ECU 100, for example, at 1000 ppm. Furthermore, these upper and lower limits are not limited to the values ​​described above but can be appropriately set.

[0073] Furthermore, the ventilation system 1 is configured such that the vehicle air conditioning unit 3 can perform ventilation at any time by inputting the operation of the control unit 9 by the occupant P.

[0074] However, when the vehicle's air conditioning system 3 is ventilating, the carbon dioxide concentration detected by the carbon dioxide sensor 5 may deviate from the actual carbon dioxide concentration due to changes over the years. That is, during the ventilation period of the vehicle's air conditioning system 3, an error may occur between the carbon dioxide concentration detected by the carbon dioxide sensor 5 in the vehicle's interior space S and the actual carbon dioxide concentration in the vehicle's interior space S. Therefore, to suppress this error, it is necessary to appropriately correct the detected value of the carbon dioxide sensor 5.

[0075] Furthermore, when calibrating the detection value of the carbon dioxide sensor 5, the detection value changes due to the breathing of occupant P when occupant P is present in the vehicle interior space S. Therefore, when calibrating the detection value of the carbon dioxide sensor 5 during ventilation by the vehicle air conditioning unit 3, it is preferable to perform the calibration when occupant P is not present in the vehicle interior space S.

[0076] Therefore, in the ventilation system 1 of this embodiment, the air conditioning ECU 100, which is connected to the imaging device 7 and the carbon dioxide sensor 5, can correct the detection value detected by the carbon dioxide sensor 5. When there is no occupant P in the vehicle interior space S, the air conditioning ECU 100 corrects the detection value based on the detection value detected by the carbon dioxide sensor 5 during the ventilation process of the vehicle air conditioning unit 3.

[0077] The following describes the operation of the air conditioning ECU 100 in the ventilation system 1 configured as described above, when the vehicle air conditioning unit 3 is performing ventilation and there is no occupant P in the vehicle interior space S.

[0078] First, the operation during ventilation by the vehicle air conditioning unit 3 will be explained. When the vehicle air conditioning unit 3 performs ventilation, the air conditioning ECU 100 sets the operating conditions of its various components as follows: Specifically, during ventilation, the air conditioning ECU 100 activates the indoor / outdoor air mode actuator 30a, opening the outdoor air inlet 23 and closing the indoor air inlet 22 via the indoor / outdoor air switching door 30. That is, the air conditioning ECU 100 switches the intake mode to outdoor air mode during ventilation.

[0079] Furthermore, the air conditioning ECU 100 activates the airflow mode actuator 70a, switching the airflow mode to either foot mode or defrost mode via the front panel 71, foot panel 72, and defrost door 73. Specifically, when the airflow mode is switched to foot mode, the air conditioning ECU 100 activates the airflow mode actuator 70a, opening the foot panel 72 and defrost door 73, and closing the front panel 71. Conversely, when the airflow mode is switched to defrost mode, the air conditioning ECU 100 activates the airflow mode actuator 70a, opening the defrost door 73, and closing the front panel 71 and foot panel 72. In other words, the air conditioning ECU 100 switches the airflow mode to either foot mode or defrost mode during ventilation.

[0080] However, as described above, an airflow adjustment unit 90 is installed at the face air outlet 811. Therefore, the orientation of the airflow from the face air outlet 811 is changed by adjusting the position of the airflow adjustment unit 90 to the vehicle width direction and the vertical direction of the vehicle B. Alternatively, when the face air outlet 811 is covered by the airflow adjustment unit 90, the face air outlet 811 is blocked. Therefore, the blowing mode is set to face mode, and the airflow direction of the air blown from the face air outlet 811 into the vehicle interior space S is significantly different due to the orientation of the airflow adjustment unit 90.

[0081] In contrast, no airflow adjustment unit 90 is installed at the foot air outlet 821 or the defrost air outlet 831. Therefore, when the airflow mode is switched to either the foot mode or the defrost mode, the airflow direction blown into the vehicle interior space S remains approximately constant. In other words, when the vehicle air conditioning unit 3 switches the airflow mode to either the foot mode or the defrost mode during ventilation, the airflow direction blown into the vehicle interior space S by the blower 40 during ventilation is nearly constant.

[0082] Furthermore, when performing ventilation, the air conditioning ECU 100 activates the fan actuator 40a, driving the air supply fan 41 to maintain a constant airflow rate. Specifically, the air conditioning ECU 100 drives the air supply fan 41 to maintain the airflow rate at a minimum. In other words, the air conditioning ECU 100 keeps the airflow rate of the air supply fan 40 constant and at a minimum during ventilation.

[0083] In addition, when performing ventilation, the air conditioning ECU 100 activates the air mixing actuator 60a and controls the position of the air mixing valve 60 so that all the air flowing out of the evaporator 14 bypasses the heater core 50. That is, when performing ventilation, the air conditioning ECU 100 controls the position of the air mixing valve 60 so that all the air that has passed through the evaporator 14 is blown into the vehicle interior space S without passing through the heater core 50.

[0084] Furthermore, when performing ventilation, the air conditioning ECU 100 stops the rotation of the motor 11a, causing the compression mechanism of the compressor 11, which is driven by the motor 11a, to stop. That is, when performing ventilation, the air conditioning ECU 100 stops the operation of the compressor 11, prohibiting the circulation of refrigerant in the refrigerant circuit 15.

[0085] When the vehicle's air conditioning unit 3 ventilates in this manner, the air conditioning ECU 100 controls various actuators and modes. Air drawn into the airflow path 21 from the outside air inlet 23 due to the rotation of the blower fan 41 flows downstream of the evaporator 14. All the air flowing downstream of the evaporator 14 bypasses the heater core 50 and flows into the air mixing space 27. When the blowing mode is set to foot mode, the air flowing into the air mixing space 27 is blown into the vehicle interior space S through the foot opening 25 and the foot outlet 821. Conversely, when the blowing mode is set to defrost mode, the air is blown into the vehicle interior space S through the defrost opening 26 and the defrost outlet 831.

[0086] Air blown into the vehicle interior space S from the footwell outlet 821 or defrost outlet 831 passes through the vehicle interior space S and is discharged to the outside of the vehicle through gaps in the doors of vehicle B and exhaust vents located at the rear of the vehicle body. Thus, the air conditioning ECU 100 sets the execution conditions for ventilation as described above. As a result, the vehicle interior space S is ventilated. Consequently, the carbon dioxide concentration in the vehicle interior space S, which increases due to the breathing of occupant P, is lower than before ventilation by the vehicle air conditioning unit 3 after occupant P exits the vehicle. Furthermore, the air conditioning ECU 100 terminates the ventilation of the vehicle air conditioning unit 3 when the detected value by the carbon dioxide sensor 5 falls below a predetermined lower limit.

[0087] Next, refer to Figures 4-6 This explains the operation of the air conditioning ECU100 when calibrating the detection value of the carbon dioxide sensor 5. Furthermore, Figure 5 and Figure 6 This graph illustrates the error between the detected carbon dioxide concentration in the vehicle interior space S by the carbon dioxide sensor 5 and the actual carbon dioxide concentration in the vehicle interior space S. The solid line represents the detected value, and the dashed line represents the actual value. Figure 5 and Figure 6 In this context, it indicates that the detected value of carbon dioxide concentration by carbon dioxide sensor 5 is greater than the actual value. However, the ventilation system 1 of this embodiment is also applicable to the case where the detected value of carbon dioxide concentration by carbon dioxide sensor 5 is less than the actual value.

[0088] like Figure 4 As shown, initially, in step S10, the air conditioning ECU 100 determines whether occupant P exists in the vehicle interior space S based on the image output from the imaging device 7. For example, if the imaging device 7 is a thermal imager, the air conditioning ECU 100 determines whether occupant P is seated in seat ST based on an image corresponding to the surface temperature within the imaging range generated by the infrared light obtained by the imaging device 7.

[0089] If it is determined in step S10 that there is an occupant P in the vehicle interior space S, the air conditioning ECU 100 repeats step S10. That is, the air conditioning ECU 100 repeats step S10 until it is determined in step S10 that there is no occupant P in the vehicle interior space S.

[0090] If, in step S10, it is not determined that occupant P is present in the vehicle air conditioning unit 3, in step S20, the air conditioning ECU 100 stores the detected carbon dioxide concentration value sent from the carbon dioxide sensor 5 in the storage unit 102. Here, the carbon dioxide concentration detected by the carbon dioxide sensor 5 decreases over time due to the ventilation of the vehicle air conditioning unit 3. Therefore, as... Figure 5As shown, the detected carbon dioxide concentration value sent by carbon dioxide sensor 5 decreases over time. Specifically, the detected carbon dioxide concentration value sent by carbon dioxide sensor 5 decreases linearly over time.

[0091] Then, in step S30, the air conditioning ECU 100 determines whether the change in the carbon dioxide concentration detected by the carbon dioxide sensor 5 due to the ventilation performed by the vehicle air conditioning unit 3 is within a specified stable range.

[0092] The air conditioning ECU 100 repeats step S20 until the change in the detected carbon dioxide concentration value of the carbon dioxide sensor 5 is determined to be within a predetermined stable range. That is, the air conditioning ECU 100 repeatedly stores the detected carbon dioxide concentration value of the carbon dioxide sensor 5 until the change in the detected carbon dioxide concentration value of the carbon dioxide sensor 5 is within a predetermined stable range. In other words, the air conditioning ECU 100 stores the detected carbon dioxide concentration value of the carbon dioxide sensor 5, which decreases over time, in each control cycle by repeatedly executing step S20. Furthermore, when it is determined that the change in the detected carbon dioxide concentration value is within a predetermined stable range, the air conditioning ECU 100 executes step S40.

[0093] This describes the state of the carbon dioxide concentration fluctuation within a specified stable range. Generally, the carbon dioxide concentration of the air outside the vehicle is between 350 ppm and 450 ppm, as described above, and has a certain range. That is, the carbon dioxide concentration of the air outside the vehicle is not constant. Therefore, even after sufficient ventilation time, the carbon dioxide concentration of the air inside the vehicle's interior space S is not constant when the air is ventilated by the vehicle's air conditioning system 3 by blowing outside air into the interior space S. In other words, even if the carbon dioxide concentration of the air inside the vehicle's interior space S becomes equivalent to that of the outside air through ventilation by the vehicle's air conditioning system 3, the carbon dioxide concentration is still not constant.

[0094] Therefore, as Figure 5 As shown, even when the interior space S of the vehicle is in a state equivalent to the outside air, the carbon dioxide concentration detected by the carbon dioxide sensor 5 sometimes changes over time with a certain range similar to the typical outdoor carbon dioxide concentration. For example, sometimes the detection values ​​measured by the carbon dioxide sensor 5 several times within a specified period may vary by ±50 ppm relative to the reference detection value. In such cases, through ventilation by the vehicle's air conditioning system 3, the interior space S reaches a state equivalent to the outside air, resulting in a state where the variation in the detected carbon dioxide concentration moves within a specified stable range.

[0095] Hereinafter, the detection value detected by carbon dioxide sensor 5 when the change in the detected carbon dioxide concentration falls within a specified stable range will be referred to as the reference value. The reference value may, for example, be the initial detection value detected by carbon dioxide sensor 5 after the change in the detected carbon dioxide concentration is determined to have fallen within the specified stable range. Alternatively, the reference value may be the average, maximum, or minimum value of multiple detection values ​​detected by carbon dioxide sensor 5 over a specified period when the change in the detected carbon dioxide concentration falls within the specified stable range. The air conditioning ECU 100 stores the reference value in the storage unit 102.

[0096] Then, if the detected value of carbon dioxide concentration is determined to have changed within a specified stable range, in step S40, the air conditioning ECU 100 corrects the stored reference value to be close to the equivalent value of the outside air. In other words, the air conditioning ECU 100 corrects the reference value to be close to the equivalent value of the outside air when the interior space S reaches a state equivalent to the outside air.

[0097] Here, the outside air equivalent value is a value corresponding to the carbon dioxide concentration in the air outside the vehicle, and is, for example, set to a value obtained in advance through experiments. The outside air equivalent value can be set, for example, to any value between 350 ppm and 450 ppm, which is the typical carbon dioxide concentration in the air outside the vehicle. The outside air equivalent value is preset in the storage unit 102.

[0098] In this embodiment, such as Figure 5 As shown, the reference value is higher than the equivalent value of the outside air. Therefore, for the reference value sent from the carbon dioxide sensor 5, the air conditioning ECU 100 corrects the reference value to a smaller value in a way that makes the reference value closer to the equivalent value of the outside air. Specifically, the air conditioning ECU 100 corrects the reference value in a way that makes the reference value sent from the carbon dioxide sensor 5 consistent with the equivalent value of the outside air.

[0099] Then, in step S50, the air conditioning ECU 100 calibrates the measured value. Here, the measured value is the value detected by the carbon dioxide sensor 5 after the vehicle air conditioning unit 3 starts exchanging air and before the interior space S reaches a state equivalent to the outside air, which is the value detected before reaching the reference value. That is, the measured value is the value detected by the carbon dioxide sensor 5 in the state before the interior space S becomes equivalent to the outside air.

[0100] Specifically, when the vehicle's air conditioning unit 3 ventilates the interior space S, the air conditioning ECU 100 corrects the measured value based on the ventilation characteristics, which indicate the correlation between the detected value from the carbon dioxide sensor 5 under normal conditions and the ventilation execution time. Here, the output of the carbon dioxide sensor 5 under normal conditions is a detected value that is approximately equal to the actual carbon dioxide concentration in the interior space S. Therefore, the output of the carbon dioxide sensor 5 under normal conditions is... Figure 5The dashed line represents the actual carbon dioxide concentration in the vehicle's interior space S, which is approximately equal to the detected value. Then, when the vehicle's air conditioning unit 3 ventilates the interior space S, as... Figure 5 As shown, the detected value decreases linearly over time. In this case, the ventilation characteristic represents the amount of change in the detected value during a specified period Δt within the ventilation execution time.

[0101] The ventilation characteristics are set based on the detection values ​​obtained when the vehicle air conditioning unit 3 ventilates the vehicle interior space S without occupant P. Furthermore, the ventilation characteristics can be obtained in advance through experiments to determine the detection values ​​detected by the carbon dioxide sensor 5 under normal conditions when the vehicle air conditioning unit 3 ventilates the vehicle interior space S. The ventilation characteristics are preset in the storage unit 102.

[0102] Then, the experiment to obtain the ventilation characteristics is conducted by operating the vehicle air conditioning unit 3 under the same execution conditions as when the vehicle air conditioning unit 3 ventilates the vehicle interior space S. In other words, when ventilating the vehicle interior space S, the vehicle air conditioning unit 3 performs ventilation under the same execution conditions as when conducting the experiment to obtain the ventilation characteristics.

[0103] In this embodiment, such as Figure 5 As shown, the measured value is higher than the actual value. Therefore, for the measured value sent from the carbon dioxide sensor 5, the air conditioning ECU 100 corrects the measured value to be smaller in a way that makes the measured value closer to the actual value. Specifically, the air conditioning ECU 100 corrects each measured value detected at each measurement in a way that makes the linearly decreasing measured value coincide with the linearly decreasing actual value. In this embodiment, the air conditioning ECU 100 functions as a sensor correction unit that corrects the detected value output by the carbon dioxide sensor.

[0104] When the reference value and the measured value are calibrated in this way, the error of the detected value after calibration is smaller than that before calibration. Therefore, the error of the measured value detected by the carbon dioxide sensor 5 after the occupant P enters vehicle B and the vehicle's air conditioning unit 3 starts exchanging air can be reduced.

[0105] Therefore, even if occupant P rides in vehicle B again after calibration, and the carbon dioxide concentration in the vehicle's interior space S increases due to occupant P's breathing, the detection value measured by carbon dioxide sensor 5 can still be close to the actual carbon dioxide concentration in the vehicle's interior space S. For example, as... Figure 6 As shown, when the reference value and measured value before calibration are relatively large compared to the actual value, by calibrating the reference value and measured value to be smaller, the detection value of the carbon dioxide sensor 5 after calibration can be made close to the actual carbon dioxide concentration value.

[0106] Furthermore, in this embodiment, the ventilation performed by the vehicle air conditioning unit 3 ends when the detected value of carbon dioxide concentration is determined to have shifted within a predetermined stable range. In this case, the air conditioning ECU 100 performs a correction after the vehicle air conditioning unit 3 ends the ventilation of the vehicle interior space S.

[0107] As described above, the ventilation system 1 of this embodiment includes a vehicle air conditioning unit 3 and a carbon dioxide sensor 5. The vehicle air conditioning unit 3 ventilates the interior space S of the vehicle, and the carbon dioxide sensor 5 detects the concentration of carbon dioxide in the air of the interior space S and outputs an output value corresponding to the detected carbon dioxide concentration. In addition, the ventilation system 1 includes an air conditioning ECU 100, which calibrates the detection value output by the carbon dioxide sensor 5.

[0108] The air conditioning ECU 100 performs calibration based on the detection value detected by the carbon dioxide sensor 5 during the period when the vehicle air conditioning unit 3 ventilates the interior space S of the vehicle where there is no occupant P whose carbon dioxide concentration does not change.

[0109] Therefore, the air conditioning ECU 100 performs correction based on the detection value detected under conditions where there is no occupant P causing a change in the carbon dioxide concentration in the vehicle interior space S. Thus, it can suppress changes in carbon dioxide concentration caused by occupant P's breathing. In other words, the air conditioning ECU 100 can suppress the influence of external interference that causes changes in the carbon dioxide concentration detected by the carbon dioxide sensor 5. Therefore, the correction accuracy of the carbon dioxide sensor 5 can be improved.

[0110] Furthermore, the following effects can be obtained according to the above-described embodiments.

[0111] (1) In the above embodiment, the air conditioning ECU 100 corrects the reference value detected by the carbon dioxide sensor 5 when the vehicle interior space S becomes equivalent to the outside air by performing ventilation of the vehicle interior space S through the vehicle air conditioning device 3. Further, the air conditioning ECU 100 corrects the measured value detected by the carbon dioxide sensor 5 after the vehicle air conditioning device 3 starts ventilation and before the vehicle interior space S reaches the equivalent of the outside air.

[0112] Therefore, compared to the case where the air conditioning ECU 100 only calibrates one of the reference value and the measured value, the measurement accuracy of the carbon dioxide sensor 5 can be improved. For example, compared to the case where the air conditioning ECU 100 only calibrates the reference value among the reference value and the measured value, the calibration accuracy of the measured value detected by the carbon dioxide sensor 5 before the outside air condition becomes equivalent can be improved.

[0113] (2) In the above embodiment, the air conditioning ECU100 corrects the reference value to be close to the outside air reference value.

[0114] Therefore, by correcting the reference value to the external air reference value, the accuracy of the reference value correction can be improved.

[0115] (3) In the above embodiment, the outside air equivalent state is the state in which the change of the detected value by the carbon dioxide sensor 5 is within a specified stable range. Then, the air conditioning ECU 100 corrects the reference value when the vehicle interior space S reaches the outside air equivalent state.

[0116] Therefore, by correcting the reference value when the variation of the detected value reaches a specified stable range, the accuracy of the reference value correction can be further improved compared with the case where the reference value is corrected based on the detected value before the variation of the detected value reaches the specified stable range.

[0117] (4) In the above embodiment, the air conditioning ECU100 corrects the measured value based on the ventilation characteristics, which represent the correlation between the detected value of the carbon dioxide sensor 5, which is in a normal state when the vehicle air conditioning device 3 is ventilating, and the ventilation execution time.

[0118] Therefore, by correcting the measured values ​​based on ventilation characteristics, the accuracy of the correction can be improved.

[0119] (5) In the above embodiment, the ventilation characteristics are set based on the detection values ​​obtained when the vehicle air conditioning unit 3 ventilates the vehicle interior space S when there is no occupant P in the interior space S.

[0120] If an occupant P is present in the vehicle interior space S when the ventilation characteristics are obtained, the ventilation characteristics may change due to the breathing of the occupant P. Therefore, compared with the case where the ventilation characteristics are corrected based on the measured values ​​obtained when the vehicle interior space S is ventilated by the vehicle air conditioning unit 3, the correction accuracy of the measured values ​​can be further improved when the occupant P is present in the vehicle interior space S.

[0121] (6) In the above embodiment, the vehicle air conditioning unit 3 performs ventilation of the vehicle interior space S under the same ventilation execution conditions as when the ventilation characteristics are obtained.

[0122] Therefore, by making the ventilation execution conditions when the ventilation characteristics are obtained based on the vehicle air conditioning unit 3 consistent with the ventilation execution conditions when ventilation is actually performed, the correction accuracy of the measured value when the detection value detected by the carbon dioxide sensor 5 is further improved.

[0123] (7) In the above embodiment, when the vehicle air conditioning unit 3 is ventilating, the blowing mode is switched to either the foot mode or the defrost mode. Then, by blowing air only from the foot outlet 821 (where the air direction adjustment unit 90 is not installed) or mainly from the foot outlet 821 and the defrost outlet 831, the airflow direction blown into the vehicle interior space S is kept approximately constant. In other words, by switching the blowing mode to either the foot mode or the defrost mode when ventilating, the vehicle air conditioning unit 3 keeps the airflow direction blown into the vehicle interior space S by the blower 40 nearly constant during ventilation.

[0124] Therefore, during ventilation, the amount of air introduced from the foot outlet 821 and defrost outlet 831 (which serve as the air inlet to the vehicle interior space S) and discharged from the gaps in the doors and exhaust vents of the vehicle B (which serve as the air outlet to the vehicle interior space S) per unit time can be kept constant. Consequently, when the vehicle air conditioning unit 3 ventilates, the change in the carbon dioxide concentration in the air of the vehicle interior space S, which varies due to ventilation, can be kept constant per unit time. Therefore, the correction accuracy of the air conditioning ECU 100 for measured values ​​based on ventilation characteristics can be further improved.

[0125] (8) In the above embodiment, the air conditioning ECU100 sets the air volume of the blower 40 during ventilation to the minimum.

[0126] Therefore, it is possible to suppress the power consumption when the vehicle's air conditioning unit 3 is used for ventilation.

[0127] (9) In the above embodiment, the vehicle air conditioning unit 3 has a blower 40 that generates an airflow from the foot outlet 821 and the defrost outlet 831 that introduce air into the vehicle interior space S toward the gap between the door and the exhaust port of the vehicle B that discharges air from the vehicle interior space S. The airflow rate of the blower 40 is constant when the vehicle air conditioning unit 3 is ventilating.

[0128] Therefore, it is easy to keep the amount of air introduced from the foot air outlet 821 and defrost air outlet 831 (which serve as air inlets) and discharged from the gaps in the doors and exhaust ports of the vehicle B (which serve as air outlets) constant per unit time. Thus, when the vehicle air conditioning unit 3 is ventilating, it is easy to keep the change in the carbon dioxide concentration in the air of the vehicle interior space S, which changes due to ventilation, constant per unit time. Therefore, it is possible to further improve the correction accuracy of the air conditioning ECU 100 when correcting the measured values ​​based on ventilation characteristics.

[0129] (10) In the above embodiment, the vehicle air conditioning unit 3 is configured to ventilate the vehicle interior space S by drawing in air and blowing the drawn-in air into the vehicle interior space S. The vehicle air conditioning unit 3 has a face opening 24, a foot opening 25, and a defrost opening 26. The face opening 24 directs the drawn-in air to the upper body of the occupant P, the foot opening 25 directs the drawn-in air to the lower body of the occupant P, and the defrost opening 26 directs the drawn-in air to the windshield. In addition, the vehicle air conditioning unit 3 has a face section 71, a foot section 72, and a defrost door 73 for switching the blowing mode to a defrost mode, a face mode, and a foot mode. The vehicle air conditioning unit 3 also has an air conditioning ECU 100 for controlling the operation of the face section 71, the foot section 72, and the defrost door 73. When ventilating, the air conditioning ECU 100 switches the blowing mode to either the foot mode or the defrost mode.

[0130] Therefore, when the airflow mode is set to face mode during ventilation of the vehicle air conditioning unit 3, the airflow direction from the face air outlet 811 changes according to the position of the airflow adjustment section 90 that changes the airflow direction. Furthermore, when the face air outlet 811 is blocked by the airflow adjustment section 90, air may not be able to be blown into the vehicle interior space S during ventilation of the vehicle air conditioning unit 3. Consequently, it is difficult to maintain a constant change in the carbon dioxide concentration per unit time in the air of the vehicle interior space S, which changes due to ventilation, during ventilation of the vehicle air conditioning unit 3.

[0131] In contrast, no airflow adjustment section 90 is provided at the foot air outlet 821 and the defrost air outlet 831 to change the direction of the blown air. Therefore, by setting the system to either foot mode or defrost mode during ventilation, the airflow direction from the foot air outlet 821 and the defrost air outlet 831 to the vehicle interior space S will not be switched. Furthermore, the foot air outlet 821 and the defrost air outlet 831 will not be blocked by the airflow adjustment section 90. That is, the direction of the air blown into the vehicle interior space S during ventilation by the vehicle air conditioning unit 3 can be kept nearly constant.

[0132] Therefore, it is easy to keep the amount of air blown out from the foot outlet 821 and the defrost outlet 831 constant per unit time. Thus, when the vehicle air conditioning unit 3 ventilates, it is easy to keep the change in the carbon dioxide concentration in the air of the vehicle interior space S, which changes due to ventilation, constant per unit time. Therefore, the correction accuracy of the measured values ​​when the air conditioning ECU 100 corrects the measured values ​​based on the ventilation characteristics can be further improved.

[0133] (11) In the above embodiment, the vehicle air conditioning unit 3 is configured to ventilate the vehicle interior space S by drawing in air and blowing the drawn-in air into the vehicle interior space S. The vehicle air conditioning unit 3 has an interior air inlet 22, an exterior air inlet 23, and an interior / exterior air switching door 30. The interior air inlet 22 draws in interior air, the exterior air inlet 23 draws in exterior air, and the interior / exterior air switching door 30 opens and closes the interior air inlet 22 and the exterior air inlet 23 to switch the intake mode to an interior air mode and an exterior air mode. The vehicle air conditioning unit 3 also has an air conditioning ECU 100 that controls the operation of the interior / exterior air switching door 30. The air conditioning ECU 100 switches the intake mode to the exterior air mode during ventilation.

[0134] Therefore, by switching the intake mode to the outside air mode during ventilation and blowing the inhaled outside air into the vehicle interior space S, the ventilation time can be shortened compared to ventilation in the inside air mode.

[0135] (12) In the above embodiment, the vehicle air conditioning unit 3 has an air mixing door 60 that adjusts the ratio of the airflow from the evaporator 14 that passes through the heater core 50 to the airflow that flows around the heater core 50. The vehicle air conditioning unit 3 also has an air conditioning ECU 100 that controls the operation of the air mixing door 60. During ventilation, the air conditioning ECU 100 controls the operation of the air mixing door 60 so that all the air flowing from the evaporator 14 flows around the heater core 50.

[0136] Therefore, by bypassing the heater core 50 during ventilation by the vehicle air conditioning unit 3, pressure loss when passing through the heater core 50 can be avoided. Consequently, power consumption during ventilation by the vehicle air conditioning unit 3 can be reduced.

[0137] (13) In the above embodiment, the vehicle air conditioning unit 3 is configured to ventilate the vehicle interior space S by drawing in air and blowing the drawn-in air into the vehicle interior space S. The vehicle air conditioning unit 3 has an air conditioning housing 20 and a refrigeration cycle device 10. The air conditioning housing 20 forms an air flow path 21, and the refrigeration cycle device 10 has a refrigerant circuit 15, a compressor 11, a condenser 12, an expansion valve 13, and an evaporator 14. The vehicle air conditioning unit 3 also has a heater core 50, which heats the air passing through the evaporator 14 in the air flow path 21. The vehicle air conditioning unit 3 also includes an air conditioning ECU 100 that controls the operation of the compressor 11. The air conditioning ECU 100 stops the operation of the compressor 11 during ventilation.

[0138] Therefore, it is possible to suppress the power consumption when the vehicle's air conditioning unit 3 is used for ventilation.

[0139] Furthermore, by stopping the operation of the compressor 11 and thus preventing the refrigerant from circulating in the refrigerant circuit 15, it is possible to suppress condensation that occurs when air is heated by the evaporator 14 as it flows through the airflow path 21. Therefore, when air passes through the airflow path 21, carbon dioxide is adsorbed by the condensation adhering to the evaporator 14, thereby suppressing the decrease in the carbon dioxide concentration in the air inside the vehicle's interior space S during ventilation by the vehicle's air conditioning system 3. Therefore, the accuracy of the calibration of the measured values ​​by the air conditioning ECU 100 based on the ventilation characteristics can be further improved.

[0140] (14) In the above embodiment, the ventilation system 1 includes a camera 7, which detects whether the occupant P, which is the source of the change in carbon dioxide concentration in the vehicle interior space S, exists in the vehicle interior space S.

[0141] Therefore, since the presence of occupant P in the vehicle interior space S can be detected by the imaging device 7, the correction can be reliably performed based on the detection value detected when occupant P is not present.

[0142] (15) In the above embodiment, the vehicle air conditioning unit 3 starts ventilation when the detection value detected by the carbon dioxide sensor 5 exceeds a predetermined upper limit value, and stops ventilation when the detection value is lower than a predetermined lower limit value. Moreover, the object detected by the carbon dioxide sensor 5 is the carbon dioxide contained in the vehicle interior space S.

[0143] The rationale for detecting the carbon dioxide concentration in the vehicle's interior space S is explained. When the carbon dioxide concentration in the interior space S is higher than that in the outside air, it may cause concerns about reduced comfort for occupant P, such as drowsiness, decreased driver concentration, and difficulty breathing. Therefore, by detecting the carbon dioxide concentration using the carbon dioxide sensor 5, the vehicle's air conditioning system 3 ventilates the vehicle by starting ventilation when the detected value exceeds a predetermined upper limit and stopping ventilation when it falls below a predetermined lower limit. This effectively prevents a decrease in occupant P's comfort.

[0144] (First variation of the first embodiment)

[0145] In the first embodiment described above, an example of a ventilation system 1 equipped with a carbon dioxide sensor 5 for detecting carbon dioxide concentration was explained. Furthermore, an example of a vehicle air conditioning unit 3 starting ventilation when the carbon dioxide concentration detected by the carbon dioxide sensor 5 exceeds an upper limit value and ending ventilation when the detection value falls below a lower limit value was explained, but this is not a limitation. For example, the ventilation system 1 could also be configured to include an odor sensor for detecting odors. Then, the vehicle air conditioning unit 3 could also be configured to start ventilation when the odor detection value detected by the odor sensor exceeds an upper limit value and end ventilation when the detection value falls below a lower limit value.

[0146] The reason for equipping the ventilation system 1 with an odor sensor is that if the main cause of odor generation is present in the vehicle interior space S, then there is a concern about reduced comfort for passenger P, and the time required to remove the odor from the seat ST. The main causes of odor generation include, for example, the body odor of passenger P, vomit, excrement, and beverages or food brought into the vehicle B by passenger P, which may have a foul smell.

[0147] In response, the vehicle air conditioning unit 3 performs ventilation based on the odor detection value detected by the odor sensor, which can suppress the decrease in occupant P's comfort caused by odor.

[0148] (Second variation of the first embodiment)

[0149] In the first embodiment described above, an example of the air conditioning ECU 100 being calibrated after the vehicle air conditioning unit 3 has finished ventilating the interior space S has been explained, but this is not a limitation. The air conditioning ECU 100 may also be calibrated during the period when the vehicle air conditioning unit 3 is ventilating the interior space S.

[0150] (Third variation of the first embodiment)

[0151] In the first embodiment described above, an example of calibration performed by the air conditioning ECU 100, which controls the operation of various components of the vehicle air conditioning unit 3, was given, but the method is not limited thereto. For example, the ventilation system 1 may be configured to have a control device for calibration different from the air conditioning ECU 100, and the calibration may be performed by that control device. In this case, the control device may, for example, be a computer that includes various memories such as a CPU, RAM, ROM, and flash memory.

[0152] (Fourth variation of the first embodiment)

[0153] In the first embodiment described above, an example was given of the air conditioning ECU 100 correcting a reference value when the vehicle interior space S is in a state equivalent to the outside air and a measured value before the vehicle interior space S reaches the state equivalent to the outside air, but this is not a limitation. For example, the air conditioning ECU 100 may also be configured to correct only one of the reference value and the measured value.

[0154] (Fifth variation of the first embodiment)

[0155] In the first embodiment described above, an example was given where the vehicle interior space S was determined to be in a state equivalent to the outside air when the change in carbon dioxide concentration fell within a predetermined stable range, and the air conditioning ECU 100 was adjusted to a reference value. However, this is not a limitation. For example, the air conditioning ECU 100 may also be configured such that, after a sufficient time has elapsed from the start of ventilation by the vehicle air conditioning unit 3 to the end of ventilation, it is determined that the vehicle interior space S has reached a state equivalent to the outside air, and the reference value is adjusted.

[0156] (Sixth variation of the first embodiment)

[0157] In the first embodiment described above, an example of the air conditioning ECU 100 correcting the measured value based on the ventilation characteristics was given, but it is not limited thereto. For example, the air conditioning ECU 100 may also correct the measured value based on the correlation between a reference value and an equivalent value of the outside air. For example, if the reference value is larger than the equivalent value of the outside air by a specified amount, the air conditioning ECU 100 may correct the measured value by shifting the measured value relative to the actual value by the same amount as the specified amount.

[0158] (Seventh variation of the first embodiment)

[0159] In the first embodiment described above, an example of setting the ventilation characteristics based on the detection values ​​obtained when the vehicle air conditioning unit 3 ventilates the vehicle interior space S in a state where there is no occupant P is present has been explained, but it is not limited to this. For example, the ventilation characteristics may also be set based on the detection values ​​obtained when the vehicle air conditioning unit 3 ventilates the vehicle interior space S in a state where there is occupant P is present.

[0160] (Eighth variation of the first embodiment)

[0161] In the first embodiment described above, an example was given of the vehicle air conditioning unit 3 performing ventilation of the vehicle interior space S under the same ventilation execution conditions as when the ventilation characteristics were obtained, but this is not a limitation. For example, in the above embodiment, the vehicle air conditioning unit 3 may also perform ventilation of the vehicle interior space S under ventilation execution conditions different from those when the ventilation characteristics were obtained.

[0162] (Ninth variation of the first embodiment)

[0163] In the first embodiment described above, an example was given where the airflow mode was switched to either foot mode or defrost mode when the vehicle air conditioning unit 3 was ventilating, but this is not a limitation. For example, the vehicle air conditioning unit 3 may also switch the airflow mode to face mode when ventilating.

[0164] (Ninth variation of the first embodiment)

[0165] In the first embodiment described above, an example was given in which the air supply volume of the air conditioner ECU 100 during ventilation is set to the minimum, but this is not a limitation. For example, the air conditioner ECU 100 may also set the air supply volume of the air supply fan 40 during ventilation to an air volume different from the minimum air volume.

[0166] (Tenth variation of the first embodiment)

[0167] In the first embodiment described above, an example was given in which the airflow direction of the air blown into the vehicle interior space S by the blower 40 is kept nearly constant during ventilation by the vehicle air conditioning unit 3, but this is not a limitation. For example, the air conditioning ECU 100 may not keep the airflow of the blower 40 constant during ventilation, but may change it over time.

[0168] (Eleventh variation of the first embodiment)

[0169] In the first embodiment described above, an example of the air conditioning ECU 100 switching from the intake mode to the outside air mode during ventilation was given, but this is not a limitation. For example, the air conditioning ECU 100 may also switch from the intake mode to the inside air mode or the inside / outside air mode during ventilation.

[0170] (Twelfth variation of the first embodiment)

[0171] In the first embodiment described above, an example was given in which the air conditioning ECU 100 controls the operation of the air mixing gate 60 during ventilation so that all the air flowing out of the evaporator 14 flows around the heater core 50, but this is not a limitation. For example, the air conditioning ECU 100 may also control the operation of the air mixing gate 60 during ventilation so that at least a portion of the air flowing out of the evaporator 14 flows through the heater core 50.

[0172] (Thirteenth variation of the first embodiment)

[0173] In the first embodiment described above, an example of the air conditioning ECU 100 stopping the operation of the compressor 11 during ventilation has been given, but this is not a limitation. For example, the air conditioning ECU 100 may also operate the compressor 11 during ventilation.

[0174] (Fourteenth variation of the first embodiment)

[0175] In the first embodiment described above, an example of a ventilation system 1 including a camera 7 that detects the presence of a source that causes changes in the carbon dioxide concentration in the vehicle interior space S, namely the occupant P, has been described, but this is not a limitation. For example, the ventilation system 1 may also be configured without a component that detects the presence of a source that causes changes in the carbon dioxide concentration in the vehicle interior space S, namely the occupant P.

[0176] Alternatively, the ventilation system 1 can detect the occupant P, a source of change in the carbon dioxide concentration in the vehicle interior space S, using a detection component different from the imaging device 7. For example, the ventilation system 1 can be configured with a seating sensor installed at the seat ST to detect the presence of occupant P. Alternatively, the ventilation system 1 can be configured with an opening / closing sensor installed at the door to detect when occupant P enters the vehicle B.

[0177] (The fifteenth variation of the first embodiment)

[0178] In the first embodiment described above, an example was given of a vehicle air conditioning unit 3 that starts ventilation when the detection value detected by the carbon dioxide sensor 5 exceeds a predetermined upper limit value, and ends ventilation when the detection value falls below a predetermined lower limit value, but this is not a limitation. For example, the vehicle air conditioning unit 3 may also be configured such that ventilation starts when the ventilation start button provided on the operation unit 9 is operated, and ends ventilation when the ventilation end button provided on the operation unit 9 is operated.

[0179] (Sixteenth variation of the first embodiment)

[0180] In the first embodiment described above, an example of applying the ventilation system 1 to a car, which is vehicle B, was given. Here, the ventilation system 1 can be applied as long as ventilation is possible during parking and when the occupant P is not in the vehicle. Therefore, the car to which the ventilation system 1 is applied can be, for example, an electric vehicle or a plug-in hybrid vehicle. Alternatively, the ventilation system 1 can also be applied to vehicles other than cars, such as trains.

[0181] (Seventeenth variation of the first embodiment)

[0182] In the first embodiment described above, an example of the airflow adjustment unit 90 being composed of louvers whose posture can be changed by the operation of the occupant P was given, but it is not limited to this. For example, the airflow adjustment unit 90 may also be composed of an airflow actuator (not shown) whose posture can be changed by the air conditioning ECU 100.

[0183] In this case, the air conditioning ECU 100 may set the air blowing mode of the vehicle air conditioning unit 3 to face mode when it is ventilating and control the posture of the air direction adjustment unit 90 to a specified position so that the air direction of the air blown out from the face blowing outlet 811 is constant.

[0184] Therefore, the amount of air blown out from the face nozzle 811 per unit time can be kept constant. Thus, when the vehicle's air conditioning unit 3 ventilates, the change in the carbon dioxide concentration in the air of the vehicle's interior space S, which changes due to ventilation, can be easily kept constant per unit time. Therefore, the correction accuracy of the measured values ​​when the air conditioning ECU 100 corrects the measured values ​​based on the ventilation characteristics can be further improved.

[0185] Furthermore, this ensures that even when the airflow mode of the vehicle's air conditioning unit 3 is set to any of the facial mode, foot mode, or defrost mode, the amount of air blown into the vehicle's interior space S per unit time remains constant. Therefore, the accuracy of the measurement values ​​can be further improved without being limited by the type of airflow mode.

[0186] (Second Implementation)

[0187] Next, refer to Figures 7-10 The second embodiment will be described. In this embodiment, the ventilation system 1 is installed in room 300 and is used to ventilate the indoor space RS, which is the ventilation space to be ventilated, which differs from the first embodiment. In addition, the component for ventilating the indoor space RS is replaced by a ventilation fan 200 instead of a vehicle air conditioning unit 3. Otherwise, it is the same as the first embodiment. Therefore, in this embodiment, the parts that are different from the first embodiment will be described in particular, and the parts that are the same as the first embodiment will be omitted from the description.

[0188] like Figure 7 As shown, the ventilation system 1 of this embodiment includes a ventilation fan 200 and an odor sensor 210. The ventilation fan 200 ventilates the indoor space RS of the room 300, and the odor sensor 210 detects the mass per unit volume of odor components contained in the air of the indoor space RS and outputs a detection value corresponding to the detected mass. The ventilation system 1 also includes a human detection sensor 220, which detects whether there is a human F in the indoor space RS that is a source of change in the mass per unit volume of odor components contained in the air of the indoor space RS.

[0189] Here, room 300 is surrounded by walls, forming an interior space RS. Room 300 is, for example, a private toilet room, a private restaurant room, a private karaoke room (registered trademark), etc., for use by one person or a small number of people F.

[0190] Alternatively, room 300 could also be an agricultural facility where animals are raised, a commercial facility such as a cinema, a gymnasium, a sauna, or a hot spring bath, where odor-producing components may exist. In an agricultural facility, the odor-producing component is, for example, animals, and a ventilation system 1 is used to remove the odor from the animals. In a hot spring bath, the odor-producing component is hot spring water, and a ventilation system 1 is used to remove hydrogen sulfide, which produces the odor.

[0191] The ventilation fan 200 is, for example, an axial flow fan that draws in air from one side and blows it out to the other. The ventilation fan 200 is then installed, for example, in a first window 310, which serves as the air inlet of the indoor space RS, or in a second window 320, which serves as the air outlet of the indoor space RS. When installed in the second window 320, the ventilation fan 200 draws air in from the first window 310 and exhausts air out from the second window 320 by rotating. Thus, the indoor space RS is ventilated by the ventilation fan 200. The ventilation fan 200 is configured to prevent changes in the volume and direction of the blown air. In other words, the airflow volume is constant when the ventilation fan 200 performs ventilation. Furthermore, the airflow direction is constant when the ventilation fan 200 performs ventilation. The ventilation fan 200 functions as a ventilation device.

[0192] Odor sensor 210 detects odor components in the air of indoor space RS. Odor sensor 210 is an air sensor that detects the mass per unit volume of odor components in the air of indoor space RS and outputs a detection value corresponding to the detected mass. For example, the greater the mass per unit volume of the odor component being detected, the higher the detection value output by odor sensor 210. Odor sensor 210 outputs a detection value corresponding to the mass per unit volume of the detected odor component. Furthermore, as... Figure 7 and Figure 8 As shown, the odor sensor 210 has an odor correction unit 211.

[0193] Odor correction unit 211 corrects the detection value detected by odor sensor 210. Odor correction unit 211 includes sensor processing unit 211a and sensor storage unit 211b. Sensor storage unit 211b includes various types of memory such as RAM, ROM, and flash memory. RAM is a writable volatile storage medium. ROM is a non-volatile storage medium that cannot be written. Flash memory is a writable non-volatile storage medium. Sensor processing unit 211a, equivalent to a CPU, executes a program (not shown) stored in ROM and flash memory, and performs various processes described later by using RAM as a working area during execution. RAM, ROM, and flash memory are all non-transient physical storage media. Sensor processing unit 211a is equivalent to processing unit 101 described in the first embodiment, and sensor storage unit 211b is equivalent to storage unit 102 described in the first embodiment.

[0194] In addition, such as Figure 7 As shown, the odor sensor 210 is installed in the indoor space RS where person F is present. For example, the odor sensor 210 is installed on the wall surrounding the room 300. Then, when person F is present in the indoor space RS, the odor sensor 210 detects the odor components of the indoor space RS where person F is present, and when person F is not present in the indoor space RS, it detects the odor components of the indoor space RS where person F is not present.

[0195] For example, when the ventilation system 1 of this embodiment is used for ventilation of a single toilet stall, the odor sensor 210 detects the ammonia component contained in the excrement.

[0196] The human sensor 220 is a detection device for detecting the presence of a person F in an indoor space RS. In this embodiment, the human sensor 220, for example, acquires infrared light emitted by a person F present within a predetermined detection range, and determines the presence of a person F within the detection range based on the amount of infrared light acquired. Alternatively, the human sensor 220 may also be constructed using an ultrasonic or visible light sensor.

[0197] Such a human sensor 220 functions as a source detection unit, which detects the presence of a human (F) in the indoor space RS by measuring changes in the mass per unit volume of odor components such as body odor and foul odor. Figure 8 As shown, the human sensor 220 is connected to the odor correction unit 211 and outputs the determination result information of whether a human F exists within the detection range to the odor correction unit 211.

[0198] Next, refer to Figure 9 and Figure 10The operation of the odor correction unit 211 when calibrating the detection value of the odor sensor 210 will be explained. In addition, when the odor correction unit 211 calibrates the detection value of the odor sensor 210, the ventilation fan 200 is always driven, so that the indoor space RS0 is ventilated by the ventilation fan 200.

[0199] like Figure 9 As shown, initially, in step S110, the odor correction unit 211 determines whether a person F exists in the indoor space RS based on the information output from the human sensor 220.

[0200] If it is determined in step S110 that person F is present in the indoor space RS, the odor correction unit 211 repeats step S110. That is, the odor correction unit 211 repeats step S110 until it is determined in step S110 that person F is not present in the indoor space RS.

[0201] Then, as Figure 10 As shown, when the indoor space RS is devoid of person F, the odor correction unit 211 does not determine the presence of person F in the indoor space RS in step S110. If the presence of person F in the indoor space RS is not determined in step S110, in step S120, the odor correction unit 211 stores the detection value of the odor component sent from the odor sensor 210 in the sensor storage unit 211b. By repeatedly executing step S120, the odor correction unit 211 stores the detection value of the odor component of the odor sensor 210, which decreases over time, for each control cycle.

[0202] Then, in step S130, the odor correction unit 211 determines whether the change in the detection value of the odor component detected by the odor sensor 210 due to the ventilation made by the ventilation fan 200 is within a specified stable range.

[0203] The odor correction unit 211 repeats step S120 until it determines that the change in the detection value of the odor component detected by the odor sensor 210 has moved within a predetermined stable range, and repeatedly stores the detection value of the odor component detected by the odor sensor 210. Then, when the change in the detection value of the odor component is determined to be within the predetermined stable range, the odor correction unit 211 executes step S140.

[0204] In step S140, the odor correction unit 211 corrects the stored reference value to be close to the outside air equivalent value. In other words, the odor correction unit 211 corrects the reference value to be close to the outside air equivalent value when the interior space S of the vehicle reaches the outside air equivalent state. Here, the reference value in this embodiment is the detection value when the interior space RS reaches the outside air equivalent state due to ventilation by the ventilation fan 200, and the detection value of the odor component detected by the odor sensor 210 shifts within a predetermined stable range.

[0205] Then, in step S150, the odor correction unit 211 corrects the measured value based on the ventilation characteristics. The ventilation characteristics of this embodiment are set based on the detection values ​​obtained when the ventilation fan 200 ventilates the indoor space RS in the absence of person F. Furthermore, the ventilation characteristics can be obtained in advance through experiments to determine the detection values ​​detected by the odor sensor 210 in a normal state when the ventilation fan 200 ventilates the indoor space RS. The ventilation characteristics are preset in the sensor storage unit 211b. The odor correction unit 211 of this embodiment functions as a sensor correction unit that corrects the detection values ​​output by the odor sensor 210.

[0206] As described above, the ventilation system 1 of this embodiment includes a ventilation fan 200 and an odor sensor 210. The ventilation fan 200 ventilates the indoor space RS, and the odor sensor 210 detects odor components contained in the air of the indoor space RS and outputs a detection value corresponding to the detected odor component. In addition, the ventilation system 1 includes an odor correction unit 211 that corrects the detection value output by the odor sensor 210.

[0207] The odor correction unit 211 performs correction based on the detection value detected by the odor sensor 210 during the ventilation of the indoor space RS when there are no people F in the ventilation fan 200.

[0208] Therefore, the odor correction unit 211 performs correction based on the detection value detected in the absence of a person F who causes changes in the odor composition of the indoor space RS, thus suppressing the changes in odor composition caused by person F. In other words, the odor correction unit 211 can suppress the influence of external interference that causes changes in the odor composition detected by the odor sensor 210. Therefore, the correction accuracy of the odor sensor 210 can be improved.

[0209] (Other implementation methods)

[0210] The above describes representative embodiments of the present disclosure, but the present disclosure is not limited to the above embodiments. For example, various modifications can be made as shown below.

[0211] In the above embodiments, an example of using the ventilation system 1 to change the concentration of carbon dioxide, body odor, etc., has been described, but it is not limited to this. For example, the ventilation system 1 can also be used to change the ethylene gas produced by an ethylene gas generating device. In this case, a sensor capable of detecting ethylene gas can also be used as the air sensor.

[0212] In the above embodiments, the elements constituting the embodiments are not necessarily required, except where they are specifically expressed as necessary or are considered obviously necessary in principle.

[0213] In the above embodiments, when referring to the number, value, quantity, range, or other numerical values ​​of the structural elements of the embodiments, they are not limited to that specific number, except in cases where they are specifically indicated as necessary or in cases where they are considered to be clearly limited to a specific number in principle.

[0214] In the above embodiments, when referring to the shape, positional relationship, etc. of structural elements, etc., the references are not limited to that shape, positional relationship, etc., except where specifically stated otherwise or where the references are limited to a particular shape, positional relationship, etc. in principle.

[0215] The control unit and method of this disclosure can be implemented by a special-purpose computer comprising a processor and memory, the processor being programmed to perform one or more functions embodied in the computer program. The control unit and method of this disclosure can also be implemented by a special-purpose computer comprising a processor composed of one or more special-purpose hardware logic circuits. Furthermore, the control unit and method of this disclosure can be implemented by one or more special-purpose computers comprising a processor, memory, and a processor composed of one or more hardware logic circuits, the processor being programmed to perform one or more functions. Alternatively, the computer program can also be stored as instructions executable by the computer on a computer-readable non-volatile recording medium.

[0216] (Features of the present invention)

[0217] The above disclosure can be understood, for example, as shown in the following viewpoint.

[0218] [Claim 1]

[0219] A ventilation system, comprising:

[0220] A ventilation device (3, 200) that performs ventilation of the ventilation space that is the object of ventilation.

[0221] An air sensor (5, 211) detects the physical quantity of the target substance contained in the air of the ventilation space and outputs a detection value corresponding to the detected physical quantity; and

[0222] The sensor calibration unit (100, 211) calibrates the detection value output by the air sensor.

[0223] During the ventilation of the ventilation space where there is no source (P, F) that causes a change in the physical quantity of the object being detected, and at least once after the ventilation is completed, the sensor calibration unit calibrates the detection value detected by the air sensor.

[0224] [Claim 2]

[0225] The ventilation system described in claim 1, wherein,

[0226] The sensor calibration unit calibrates at least one of a reference value and a measured value. The reference value is the detection value detected by the air sensor when the ventilation space is made into an equivalent state to the outside air space by the ventilation device performing ventilation. The outside air space is the space outside the ventilation space. The measured value is the detection value detected by the air sensor after the ventilation device starts ventilation and before the ventilation space reaches the equivalent state to the outside air space.

[0227] [Claim 3]

[0228] The ventilation system described in claim 2, wherein,

[0229] The sensor calibration unit calibrates the reference value to be close to the external air reference value, which is a value corresponding to the physical quantity of the object to be detected contained in the external air space.

[0230] [Claim 4]

[0231] The ventilation system described in claim 3, wherein,

[0232] The aforementioned external air condition is the state in which the variation of the detected value by the air sensor is within a specified stable range.

[0233] The sensor calibration unit calibrates the reference value when the ventilation space reaches a state equivalent to the outside air.

[0234] [Claim 5]

[0235] The ventilation system described in any one of claims 2 to 4, wherein,

[0236] The sensor calibration unit calibrates the measured value based on the ventilation characteristics, which represent the correlation between the measured value detected by the air sensor in normal condition when the ventilation device ventilates the ventilation space and the ventilation execution time.

[0237] [Claim 6]

[0238] The ventilation system described in claim 5, wherein,

[0239] The ventilation characteristics are set based on the detection values ​​obtained when the ventilation device ventilates the ventilation space in a state where there is no source of change.

[0240] [Claim 7]

[0241] The ventilation system described in claim 5 or 6, wherein,

[0242] The ventilation device performs ventilation of the ventilation space under the same ventilation execution conditions as when the ventilation characteristics are obtained.

[0243] [Claim 8]

[0244] The ventilation system described in any one of claims 5 to 7, wherein,

[0245] The ventilation device includes a blower (40, 200) that generates an airflow from the air inlets (811, 821, 831) in the ventilation space toward the air outlet (320) in the ventilation space, thereby blowing air into the ventilation space.

[0246] The air volume supplied by the blower is constant during ventilation.

[0247] [Claim 9]

[0248] The ventilation system described in claim 8, wherein,

[0249] It includes an air supply control unit (100) that adjusts the air supply volume of the blower.

[0250] The air supply control unit sets the air supply volume of the blower to the minimum during ventilation.

[0251] [Claim 10]

[0252] The ventilation system described in claim 8 or 9, wherein,

[0253] The ventilation device ensures that the airflow direction blown into the ventilation space during ventilation is nearly constant.

[0254] [Claim 11]

[0255] The ventilation system described in any one of claims 5 to 10, wherein,

[0256] The ventilation device is a vehicle air conditioning unit, installed in the vehicle, and is capable of ventilating the vehicle interior space by drawing in air and blowing the drawn-in air into the vehicle interior space, which serves as the ventilation space. The ventilation device has:

[0257] A facial opening (24) that directs inhaled air toward the upper body of the occupant;

[0258] Foot opening (25) that directs the inhaled air to the lower body of the occupant;

[0259] A defrost opening (26) that directs the intake air to the windshield of the vehicle interior space; and

[0260] The blowing mode switching unit (71, 72, 73) switches the air blowing mode from any one of the face opening, foot opening, and defrost opening to a face mode, foot mode, and defrost mode. The face mode increases the airflow through the face opening into the vehicle interior by suppressing airflow through the defrost and foot openings. The foot mode increases the airflow through the foot opening and defrost opening into the vehicle interior by suppressing airflow through the face opening and foot opening. The defrost mode increases the airflow through the defrost opening into the vehicle interior by suppressing airflow through the face and foot openings.

[0261] The ventilation system includes a blowing mode control unit (100) that controls the operation of the blowing mode switching unit.

[0262] During ventilation, the blowing mode control unit switches the blowing mode to either the foot mode or the defrosting mode.

[0263] [Claim 12]

[0264] The ventilation system described in any one of claims 5 to 11, wherein,

[0265] The ventilation device is a vehicle air conditioning unit, installed in the vehicle, and is capable of ventilating the vehicle interior space by drawing in air and blowing the drawn-in air into the vehicle interior space, which serves as the ventilation space. The ventilation device has:

[0266] Air conditioning housing (20), which forms an airflow path (21) for airflow to be blown into the vehicle interior;

[0267] A refrigeration cycle device (10) has a refrigerant circuit (15), a compressor (11), a condenser (12), an expansion valve (13), and an evaporator (14). The refrigerant circuit supplies refrigerant flow. The compressor circulates the refrigerant in the refrigerant circuit by compressing and discharging the refrigerant. The condenser condenses the refrigerant discharged from the compressor. The expansion valve depressurizes the refrigerant flowing out of the condenser. The evaporator is disposed inside the air conditioner housing and evaporates the refrigerant after it has been depressurized by the expansion valve to absorb heat from the air flowing through the air passage.

[0268] Heating unit (50), disposed within the air conditioning housing, heats the air that has passed through the evaporator in the airflow path; and

[0269] A compression control unit (100) controls the operation of the compressor.

[0270] The compression control unit stops the compressor from operating during air exchange.

[0271] [Claim 13]

[0272] The ventilation system described in claim 12, wherein,

[0273] The ventilation device has the following features:

[0274] An air mixing door (60), disposed within the air conditioning housing, adjusts the ratio of the airflow from the evaporator through the heating element to the airflow bypassing the heating element; and

[0275] An air mixing door control unit (100) controls the operation of the air mixing door.

[0276] During ventilation, the air mixing gate control unit controls the operation of the air mixing gate so that all the air flowing out of the evaporator flows around the heating unit.

[0277] [Claim 14]

[0278] The ventilation system described in any one of claims 5 to 13, wherein,

[0279] The ventilation device is a vehicle air conditioning unit, installed in the vehicle, and is capable of ventilating the vehicle interior space by drawing in air and blowing the drawn-in air out into the ventilation space. The ventilation device has the following features:

[0280] An internal air inlet (22) draws in internal air, which is the air in the vehicle interior space;

[0281] An external air inlet (23) draws in external air, which is the air outside the vehicle;

[0282] An intake mode switching unit (30) switches the intake mode to an internal air mode and an external air mode by opening and closing the internal air inlet and the external air inlet. The intake mode refers to the opening and closing state of the internal air inlet and the external air inlet. The internal air mode is a mode where the internal air inlet is open and the external air inlet is closed, so that the air blown into the vehicle interior is internal air. The external air mode is a mode where the internal air inlet is closed and the external air inlet is open, so that the air blown into the vehicle interior is external air.

[0283] An inhalation mode control unit (100) controls the operation of the inhalation mode switching unit.

[0284] The inhalation mode control unit switches the inhalation mode to the outside air mode during ventilation.

[0285] [Claim 15]

[0286] The ventilation system described in any one of claims 11 to 14, wherein,

[0287] The system includes a source detection unit (7, 220) that detects whether the change-generating source exists in the ventilation space.

[0288] The source detection unit includes any one of the following: a camera device for detecting occupants riding in the vehicle, a seating sensor for detecting occupants sitting in the vehicle's seats, and an opening / closing sensor for detecting the opening and closing of the vehicle's doors.

[0289] [Claim 16]

[0290] The ventilation system described in any one of claims 11 to 15, wherein,

[0291] The ventilation device starts ventilation when the detected value exceeds a predetermined upper limit and stops ventilation when the detected value falls below a predetermined lower limit.

[0292] The objects to be detected include any one of the following: carbon dioxide, body odor, or foul odor contained in the air inside the vehicle interior.

Claims

1. A ventilation system, characterized in that, have: A ventilation device (3, 200) that performs ventilation of the ventilation space that is the object of ventilation. An air sensor (5, 211) detects the physical quantity of the object to be detected in the air of the ventilation space and outputs the detection value corresponding to the detected physical quantity. as well as The sensor calibration unit (100, 211) calibrates the detection value output by the air sensor. During the ventilation of the ventilation space where there is no source (P, F) that causes a change in the physical quantity of the object being detected, and at least once after the ventilation is completed, the sensor calibration unit calibrates the detection value detected by the air sensor.

2. The ventilation system according to claim 1, characterized in that, The sensor calibration unit calibrates at least one of a reference value and a measured value. The reference value is the detection value detected by the air sensor when the ventilation space is made into an equivalent state to the outside air space by the ventilation device performing ventilation. The outside air space is the space outside the ventilation space. The measured value is the detection value detected by the air sensor after the ventilation device starts ventilation and before the ventilation space reaches the equivalent state to the outside air space.

3. The ventilation system according to claim 2, characterized in that, The sensor calibration unit calibrates the reference value to be close to the external air reference value, which is a value corresponding to the physical quantity of the object to be detected contained in the external air space.

4. The ventilation system according to claim 3, characterized in that, The aforementioned external air condition is the state in which the variation of the detected value by the air sensor is within a specified stable range. The sensor calibration unit calibrates the reference value when the ventilation space reaches a state equivalent to the outside air.

5. The ventilation system according to claim 2, characterized in that, The sensor calibration unit calibrates the measured value based on the ventilation characteristics, which represent the correlation between the measured value detected by the air sensor in normal condition when the ventilation device ventilates the ventilation space and the ventilation execution time.

6. The ventilation system according to claim 5, characterized in that, The ventilation characteristics are set based on the detection values ​​obtained when the ventilation device ventilates the ventilation space in a state where there is no source of change.

7. The ventilation system according to claim 5, characterized in that, The ventilation device performs ventilation of the ventilation space under the same ventilation execution conditions as when the ventilation characteristics are obtained.

8. The ventilation system according to claim 5, characterized in that, The ventilation device includes a blower (40, 200) that generates an airflow from the air inlets (811, 821, 831) in the ventilation space toward the air outlet (320) in the ventilation space, thereby blowing air into the ventilation space. The air volume supplied by the blower is constant during ventilation.

9. The ventilation system according to claim 8, characterized in that, It includes an air supply control unit (100) that adjusts the air supply volume of the blower. The air supply control unit sets the air supply volume of the blower to the minimum during ventilation.

10. The ventilation system according to claim 8, characterized in that, The ventilation device ensures that the airflow direction blown into the ventilation space during ventilation is nearly constant.

11. The ventilation system according to claim 5, characterized in that, The ventilation device is a vehicle air conditioning unit, installed in the vehicle, and is capable of ventilating the vehicle interior space by drawing in air and blowing the drawn-in air into the vehicle interior space, which serves as the ventilation space. The ventilation device has: A facial opening (24) that directs inhaled air toward the upper body of the occupant; Foot opening (25) that directs the inhaled air to the lower body of the occupant; A defrost opening (26) that directs the intake air to the windshield of the vehicle interior space; and The blowing mode switching unit (71, 72, 73) switches the air blowing mode from any one of the face opening, foot opening, and defrost opening to a face mode, foot mode, and defrost mode. The face mode increases the airflow through the face opening into the vehicle interior by suppressing airflow through the defrost and foot openings. The foot mode increases the airflow through the foot opening and defrost opening into the vehicle interior by suppressing airflow through the face opening and foot opening. The defrost mode increases the airflow through the defrost opening into the vehicle interior by suppressing airflow through the face and foot openings. The ventilation system includes a blowing mode control unit (100) that controls the operation of the blowing mode switching unit. During ventilation, the blowing mode control unit switches the blowing mode to either the foot mode or the defrosting mode.

12. The ventilation system according to claim 5, characterized in that, The ventilation device is a vehicle air conditioning unit, installed in the vehicle, and is capable of ventilating the vehicle interior space by drawing in air and blowing the drawn-in air into the vehicle interior space, which serves as the ventilation space. The ventilation device has: Air conditioning housing (20), which forms an airflow path (21) for airflow to be blown into the vehicle interior; A refrigeration cycle device (10) has a refrigerant circuit (15), a compressor (11), a condenser (12), an expansion valve (13), and an evaporator (14). The refrigerant circuit supplies refrigerant flow. The compressor circulates the refrigerant in the refrigerant circuit by compressing and discharging the refrigerant. The condenser condenses the refrigerant discharged from the compressor. The expansion valve depressurizes the refrigerant flowing out of the condenser. The evaporator is disposed inside the air conditioner housing and evaporates the refrigerant after it has been depressurized by the expansion valve to absorb heat from the air flowing through the air passage. Heating unit (50), disposed within the air conditioning housing, heats the air that has passed through the evaporator in the airflow path; and A compression control unit (100) controls the operation of the compressor. The compression control unit stops the compressor from operating during air exchange.

13. The ventilation system according to claim 12, characterized in that, The ventilation device has the following features: An air mixing door (60) is disposed inside the air conditioning housing to adjust the ratio of the airflow through the heating unit to the airflow around the heating unit in the air flowing out of the evaporator. as well as An air mixing door control unit (100) controls the operation of the air mixing door. During ventilation, the air mixing gate control unit controls the operation of the air mixing gate so that all the air flowing out of the evaporator flows around the heating unit.

14. The ventilation system according to claim 5, characterized in that, The ventilation device is a vehicle air conditioning unit, installed in the vehicle, and is capable of ventilating the vehicle interior space by drawing in air and blowing the drawn-in air out into the ventilation space. The ventilation device has the following features: An internal air inlet (22) draws in internal air, which is the air in the vehicle interior space; An external air inlet (23) draws in external air, which is the air outside the vehicle; Inhalation mode switching unit (30) switches the inhalation mode to internal air mode and external air mode by opening and closing the internal air inlet and the external air inlet. The inhalation mode refers to the opening and closing state of the internal air inlet and the external air inlet. The internal air mode is a mode in which the internal air inlet is set to the open state and the external air inlet is set to the closed state, so that the air blown into the vehicle interior space is the internal air. The external air mode is a mode in which the internal air inlet is set to the closed state and the external air inlet is set to the open state, so that the air blown into the vehicle interior space is the external air. as well as An inhalation mode control unit (100) controls the operation of the inhalation mode switching unit. The inhalation mode control unit switches the inhalation mode to the outside air mode during ventilation.

15. The ventilation system according to claim 11, characterized in that, The system includes a source detection unit (7, 220) that detects whether the change-generating source exists in the ventilation space. The source detection unit includes any one of the following: a camera device for detecting occupants riding in the vehicle, a seating sensor for detecting occupants sitting in the vehicle's seats, and an opening / closing sensor for detecting the opening and closing of the vehicle's doors.

16. The ventilation system according to claim 11, characterized in that, The ventilation device starts ventilation when the detected value exceeds a predetermined upper limit and stops ventilation when the detected value falls below a predetermined lower limit. The objects to be detected include any one of the following: carbon dioxide, body odor, or foul odor contained in the air inside the vehicle interior.

Images