Vehicle air conditioning device

Abstract

Maintaining the carbon dioxide concentration inside the vehicle compartment within a suitable range while suppressing energy consumption increases. A vehicle air conditioning unit (1) capable of ventilating the vehicle compartment includes: a concentration detection sensor (14a) for detecting the carbon dioxide concentration inside the vehicle compartment; and a control device (13) for controlling the ventilation inside the vehicle compartment so that the carbon dioxide concentration inside the vehicle compartment converges within a range above a lower limit and below an upper limit. By ventilating to keep the carbon dioxide concentration inside the vehicle compartment below the upper limit, risks to the human body such as nausea and dizziness caused by excessive carbon dioxide concentration can be avoided. By ventilating to keep the carbon dioxide concentration inside the vehicle compartment above the lower limit, ineffective ventilation is avoided.

Description

Technical Field

[0001] This invention relates to air conditioning devices for vehicles. Background Technology

[0002] Vehicle air conditioning systems capable of ventilating the passenger compartment are known. However, comfort is compromised when the carbon dioxide concentration inside the passenger compartment rises. Therefore, for example, Patent Document 1 discloses a technology that can effectively ventilate the passenger compartment to remove carbon dioxide.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2023-124516 Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] The purpose of this invention is to provide an air conditioning device for vehicles that can bring the carbon dioxide concentration in the passenger compartment within a suitable range while suppressing the increase in energy consumption.

[0008] Technical solutions to solve technical problems

[0009] According to one aspect of the present invention, a vehicle air conditioning device capable of ventilating the passenger compartment is provided, comprising: a concentration detection unit that detects the carbon dioxide concentration in the passenger compartment; and a ventilation control unit that controls the ventilation in the passenger compartment so that the carbon dioxide concentration in the passenger compartment converges within a range above a lower limit and below an upper limit.

[0010] Invention Effects

[0011] According to the present invention, an air conditioning device for vehicles can be provided that can bring the carbon dioxide concentration in the passenger compartment within a suitable range while suppressing the increase in energy consumption. Attached Figure Description

[0012] Figure 1 This is a functional block diagram showing the overall structure of a vehicle air conditioning unit.

[0013] Figure 2 This is an explanatory diagram showing a specific example of generating an air exchange permit area in a vehicle air conditioning unit.

[0014] Figure 3 This is a diagram illustrating a specific example of air exchange in a vehicle's air conditioning system.

[0015] Figure 4 This is an example diagram illustrating a flowchart representing the steps of the ventilation control process in a vehicle air conditioning unit.

[0016] Figure 5 This is an example diagram illustrating a flowchart showing the steps of selecting an air exchange mode in a vehicle's air conditioning system.

[0017] Figure 6 This is an example diagram illustrating a flowchart representing the steps of the ventilation plan generation process in a vehicle air conditioning system.

[0018] Figure 7 This is a diagram illustrating an example of a ventilation plan in a vehicle's air conditioning system.

[0019] Figure 8 This is a diagram illustrating an example of a ventilation plan in a vehicle's air conditioning system.

[0020] Figure 9 This is an example diagram illustrating a flowchart representing the steps of adjusting the ventilation plan in a vehicle's air conditioning system.

[0021] Figure 10 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0022] Figure 11 This is an example diagram illustrating a flowchart representing the steps of adjusting the ventilation plan in a vehicle's air conditioning system.

[0023] Figure 12 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0024] Figure 13 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0025] Figure 14 This is an example diagram illustrating a flowchart representing the steps of adjusting the ventilation plan in a vehicle's air conditioning system.

[0026] Figure 15 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0027] Figure 16 This is an example diagram illustrating a flowchart representing the steps of adjusting the ventilation plan in a vehicle's air conditioning system.

[0028] Figure 17 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0029] Figure 18 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0030] Figure 19This is an example diagram illustrating a flowchart representing the steps of adjusting the ventilation plan in a vehicle's air conditioning system.

[0031] Figure 20 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0032] Figure 21 This is an example diagram illustrating a flowchart representing the steps of adjusting the ventilation plan in a vehicle's air conditioning system.

[0033] Figure 22 This diagram illustrates a specific example of adjusting the ventilation plan in a vehicle's air conditioning system.

[0034] Figure 23 This is an example diagram showing a flowchart illustrating the steps of air conditioning control processing in a vehicle air conditioning unit.

[0035] Figure 24 This diagram illustrates a specific example of pre-cooling before air exchange in a vehicle's air conditioning system.

[0036] Figure 25 This is an example diagram illustrating a flowchart representing the steps of the ventilation control process in a vehicle air conditioning unit.

[0037] Figure 26 This is a diagram illustrating a specific example of setting a target value for carbon dioxide concentration in a vehicle's air conditioning system. Detailed Implementation

[0038] [Structure of vehicle air conditioning unit]

[0039] The vehicle air conditioning unit of this embodiment is configured to bring the carbon dioxide concentration in the passenger compartment within a suitable range while suppressing the increase in energy consumption.

[0040] Figure 1 This is an explanatory diagram showing a general outline of the structure of the vehicle air conditioning unit 1 according to this embodiment.

[0041] The vehicle air conditioning unit 1 regulates the air in the cabin of electric vehicles (EVs) such as electric cars and hybrid electric vehicles, and also regulates the temperature of the vehicle's battery and the electric motor used for driving the vehicle.

[0042] The vehicle air conditioning unit 1 includes a heat medium circuit 10 for circulating a heat supply medium, a refrigerant circuit 11 for circulating a refrigerant, an HVAC (Heating, Ventilation, and Air Conditioning) unit 12 for supplying air for air conditioning into the vehicle's passenger compartment, and a control device 13 for controlling the operation of the vehicle air conditioning unit 1 based on the detection values ​​of various sensors and various requests.

[0043] The heat transfer medium circuit 10 includes a cooling core, a heating core, a motor, a battery, etc. The refrigerant circuit 11 includes a compressor, a pressure reducing device, etc. The HVAC unit 12 includes a blower 12a. The heat transfer medium circulating in the heat transfer medium circuit 10 exchanges heat with the refrigerant circulating in the refrigerant circuit 11. At the same time, the blower 12a delivers air into the passenger compartment through the heating core and the cooling core, thereby regulating the temperature inside the passenger compartment.

[0044] The HVAC unit 12 includes an air intake unit 12b, which serves as an internal / external air switching device. The air intake unit 12b adjusts the opening / closing ratio of the external air intake (for introducing air from outside the vehicle) to the internal air intake (for introducing air from inside the vehicle) to any ratio. This allows adjustment of the ratio of external air (external air intake) to internal air (internal air circulation) introduced into the HVAC unit 12. Furthermore, the structures of the heat transfer medium circuit 10 and the refrigerant circuit 11 are not limited to those of this embodiment.

[0045] The control device 13 is a microcomputer that includes a processor, memory, and input / output interfaces.

[0046] The vehicle air conditioning unit 1 includes sensors 14 that detect the temperature inside and outside the passenger compartment, the temperature and pressure of various parts of the refrigerant circuit 3, etc. Sensors 14 include a concentration sensor 14a for measuring the carbon dioxide concentration inside the passenger compartment, an internal air temperature sensor 14b for measuring the air temperature inside the passenger compartment, an external air temperature sensor 14c for measuring the outside air temperature, an outlet temperature sensor 14d for measuring the temperature of the air blown into the passenger compartment, and a weight sensor 14e for measuring the weight of each seat installed inside the passenger compartment. The data on the carbon dioxide concentration inside the passenger compartment, the temperature inside the passenger compartment, the outside air temperature, the outlet temperature, and the passenger weight detection data are then input to the control device 13.

[0047] The control device 13 is connected to various devices installed in the heat transfer circuit 10 and the refrigerant circuit 11, as well as the blower 12a and the air intake unit 12b of the HVAC unit 12. By controlling the operation of these devices, the control device 13 can control the air conditioning within the vehicle compartment. Furthermore, by controlling the operation of the air intake unit 12b, the control device 13 controls the proportion of external air introduced into the vehicle compartment, thereby controlling the ventilation within the compartment.

[0048] In addition, the control device 13 is connected to the operation unit 15. By operating the operation unit 15, occupants can switch the air conditioning on or off, adjust the temperature inside the carriage, and so on. The operation signals output by operating the operation unit 15 are input to the control device 13. The control device 13 displays the operation information of the operation unit on a display unit 16 such as a display screen, and outputs it via a speaker 17.

[0049] In addition, the control device 13 can communicate with the ECU of the power window device 19 via the communication bus 18. The control device 13 controls the opening and closing of the vehicle windows via the power window device 19, thereby controlling the ventilation inside the vehicle.

[0050] Furthermore, the control unit 13 can transmit and receive data (estimated arrival time data, driving route data, weather information data, etc.) with the ECU of the navigation device 20 installed in the vehicle via the communication bus 18. In addition, the control unit 13 can also obtain the required data (vehicle speed, etc.) from other ECUs of the vehicle (not shown) via the communication bus 18.

[0051] [Vehicle air conditioning unit ventilation control]

[0052] To prevent risks to passenger health, ventilation is necessary to keep the carbon dioxide concentration within the carriages within a specified range. However, increasing the amount of outside air introduced to lower the carbon dioxide concentration increases the air conditioning load, requiring the carriage temperature to approach the target temperature. For example, the compressor speed increases to achieve this. Increased air conditioning load leads to increased energy consumption, affecting the vehicle's travel distance. Therefore, to keep the carbon dioxide concentration within a specified range that does not pose a health risk to passengers while controlling energy consumption, it is necessary to introduce outside air into the carriages at appropriate times. In other words, the ventilation timing needs to be optimized.

[0053] Therefore, in order to optimize the ventilation timing, the vehicle air conditioning unit 1 controls the ventilation inside the passenger compartment. The specific ventilation control of the vehicle air conditioning unit 1 will be explained below.

[0054] <Ventilation Permitted Area>

[0055] In this embodiment, a permissible range of carbon dioxide concentration in the passenger compartment from the time a passenger boards the vehicle until the vehicle reaches its destination is defined as the ventilation permit area. Ventilation is then performed to bring the carbon dioxide concentration in the passenger compartment within the range defined by the ventilation permit area. This controls ventilation to prevent the carbon dioxide concentration in the passenger compartment from exceeding the upper limit and posing a risk to human health, while also avoiding ineffective ventilation by maintaining the carbon dioxide concentration in the passenger compartment at the lower limit (≈ outside air).

[0056] Specifically, as its functional units, the control device 13 includes a carbon dioxide rise rate calculation unit 13a, an estimated arrival time acquisition unit 13b, a target value setting unit 13c, a threshold setting unit 13d, and an air exchange permit area generation unit 13e.

[0057] The carbon dioxide rise rate calculation unit 13a determines the change in carbon dioxide concentration after a passenger has boarded the train based on the change in carbon dioxide concentration detected by the concentration detection sensor 14a, and calculates the rise rate of carbon dioxide concentration in the train based on the change in carbon dioxide concentration after a passenger has boarded the train.

[0058] The estimated arrival time acquisition unit 13b acquires the estimated arrival time from the time the passenger boards the vehicle until it reaches its destination from the time the vehicle boards the vehicle. The navigation device 20 calculates the estimated arrival time based on the route set by the passenger to the destination, congestion information, etc.

[0059] The target value setting unit 13c sets a target value for the carbon dioxide concentration inside the vehicle compartment when the vehicle arrives at its destination. For example, the target value is set as the upper limit of the indoor carbon dioxide concentration.

[0060] The threshold setting unit 13d sets the carbon dioxide concentration in the carriage that starts to rise from the lower limit value and changes when it reaches the target value at the expected arrival time, based on the rise rate calculated by the carbon dioxide rise rate calculation unit 13a, as the threshold.

[0061] The ventilation permit zone generation unit 13e generates a ventilation permit zone that defines the permissible range of carbon dioxide concentration inside the vehicle compartment. This permissible range changes from a range above the lower limit and below the upper limit based on the vehicle's travel time to a range above a threshold and below the upper limit. Furthermore, since the threshold is above the lower limit, it can be said that within the ventilation permit zone, the carbon dioxide concentration inside the vehicle compartment converges to a range above the lower limit and below the upper limit.

[0062] Next, use Figure 2 An example of generating a ventilation permit area is provided.

[0063] like Figure 2 As shown, based on the measured value v of the change in carbon dioxide concentration inside the carriage, the carbon dioxide rise rate calculation unit 13a calculates the rise rate a of the carbon dioxide concentration inside the carriage. Furthermore, based on the rise rate a calculated by the carbon dioxide rise rate calculation unit 13a, the estimated arrival time t1 obtained by the estimated arrival time acquisition unit 13b, and the target value TG set by the target value setting unit 13c, the threshold setting unit 13d sets a threshold b. Specifically, the threshold b is set as the carbon dioxide concentration inside the carriage that changes from a lower limit value to the target value TG at the estimated arrival time t1 at a rise rate a.

[0064] The ventilation permit area generation unit 13e defines the area enclosed by the upper limit of carbon dioxide concentration in the carriage (3000 ppm), the lower limit of carbon dioxide concentration in the carriage (450 ppm), and the threshold b as the ventilation permit area A.

[0065] Furthermore, by ventilating the cabin, the carbon dioxide concentration is kept within a range of 450 ppm to 3000 ppm, thereby preventing harm to passengers' health.

[0066] Furthermore, by ventilating the passenger compartment at a level not lower than threshold b, the carbon dioxide concentration at the vehicle's arrival at its destination can be prevented from falling below the target value TG. This avoids unnecessary ventilation and prevents ineffective ventilation.

[0067] Furthermore, the lower limit of 450 ppm is the same as the carbon dioxide concentration in the outside air. Therefore, even if the ventilation rate is increased, the carbon dioxide concentration inside the carriage will not fall below the lower limit of 450 ppm. In other words, even if the carbon dioxide concentration inside the carriage reaches the lower limit of 450 ppm, increasing the ventilation rate will result in ineffective ventilation. Therefore, by not performing ventilation at the lower limit of 450 ppm within the permitted ventilation zone A, it is possible to avoid performing ventilation beyond what is necessary and to avoid ineffective ventilation.

[0068] Figure 2 In the example shown, when traveling to the destination at a rate of increase a predicted based on the measured value v of the carbon dioxide concentration inside the carriage, it can be predicted that the carbon dioxide concentration inside the carriage will rise to 7750 ppm. Given this predicted value, and setting the target value TG of the carbon dioxide concentration inside the carriage upon arrival at the destination to an upper limit of 3000 ppm, it can be determined that 4750 ppm of carbon dioxide, the difference between the predicted value of 7750 ppm and the target value of 3000 ppm, needs to be released into the outside air before reaching the destination.

[0069] Furthermore, as mentioned above, exceeding the upper limit within the permissible ventilation zone A may pose a risk to human health and could potentially harm passengers. On the other hand, performing ventilation below the threshold or maintaining the lower limit within the permissible ventilation zone A would result in increased energy consumption due to ineffective ventilation. Therefore, it is preferable to perform ventilation within the carriage to bring the carbon dioxide concentration within the permissible ventilation zone A in order to discharge 4750 ppm of carbon dioxide.

[0070] Furthermore, in this example, 3000ppm is set as the upper limit of the carbon dioxide concentration in the carriage, and 450ppm is set as the lower limit of the carbon dioxide concentration in the carriage, but the upper and lower limits are not limited to the values ​​shown in this embodiment.

[0071] Alternatively, when generating the ventilation permit area, a threshold can be not set. Instead, the ventilation permit area can be generated by using an upper limit and a lower limit, and ventilation can be carried out so that the carbon dioxide concentration in the carriage converges within the range below the upper limit and above the lower limit.

[0072] Figure 3 This shows a specific example of actual ventilation.

[0073] like Figure 3 As shown, during ventilation, the carbon dioxide concentration (CO2 concentration in the figure) is measured from the time passengers board until a predetermined time (e.g., 5 minutes) has elapsed. Based on the measured values, the rate of increase in carbon dioxide concentration within the passenger compartment is predicted. Based on this predicted rate of increase, the carbon dioxide concentration at the vehicle's destination is then predicted. A permissible ventilation zone is generated in the same manner. Furthermore, by calculating the difference between the carbon dioxide concentration at the vehicle's destination and a target value (the upper limit in this example), the required reduction in carbon dioxide concentration through ventilation can be determined.

[0074] Here, by setting the carbon dioxide concentration in the carriage below the upper limit, the risks to the human body caused by excessive carbon dioxide concentration, such as nausea and dizziness, can be avoided.

[0075] On the other hand, ventilation increases the amount of outside air entering the passenger compartment, thus widening the difference between the target airflow temperature and the actual airflow temperature. Therefore, to reduce this temperature difference, the air conditioning load usually increases.

[0076] Furthermore, even if the proportion of outside air introduced is set to 100%, the carbon dioxide concentration inside the passenger compartment will not fall below the lower limit, which is the same as the carbon dioxide concentration of the outside air. Therefore, if ventilation in the passenger compartment is performed to maintain the carbon dioxide concentration at the lower limit, ventilation will continue even if the carbon dioxide concentration does not decrease. In this case, the ventilation time (in other words, the time for introducing outside air) will increase beyond what is necessary, ultimately leading to an increase in the operating time of the vehicle's air conditioning unit 1 under high load. This results in increased energy consumption of the vehicle's air conditioning unit 1.

[0077] Therefore, as Figure 3 As shown, ventilation is performed to keep the carbon dioxide concentration in the carriage within the range specified in the ventilation permit area. This not only keeps the carbon dioxide concentration in the carriage within a reasonable range that will not harm the health of passengers, but also avoids ineffective ventilation. Therefore, it can suppress the introduction of outside air beyond what is necessary and suppress the increase in energy consumption.

[0078] <Ventilation Control Process>

[0079] Figure 4 This is a flowchart illustrating an example of the steps of the ventilation control process performed by the control device 13.

[0080] like Figure 4 As shown, the control device 13 determines whether the vehicle's destination can be predicted (S1). Specifically, it determines whether the vehicle's driving route and driving time can be predicted based on data from the navigation device 20 and past driving data held by the navigation device 20. Past driving data refers to the accumulation of data from regular driving activities such as commuting or going to school.

[0081] When the control device 13 determines that the destination can be predicted (S1: Yes), it measures the rate of increase of carbon dioxide concentration (CO2 concentration in the figure) in the carriage based on the measured value of carbon dioxide concentration in the carriage detected by the concentration detection sensor 14a (S2).

[0082] Next, the control device 13 predicts the increase in carbon dioxide concentration inside the vehicle compartment (S3). Specifically, it predicts the increase in carbon dioxide concentration inside the vehicle compartment when the vehicle arrives at the destination based on the estimated arrival time to the destination predicted in step S1 and the rate of increase predicted based on the rate of increase in carbon dioxide concentration inside the vehicle compartment measured in step S2.

[0083] Next, the control device 13 generates an air exchange permit zone (S4) based on the estimated arrival time to the destination predicted in step S1, the predicted rate of increase based on the rate of increase of carbon dioxide concentration in the compartment measured in step S2, the upper and lower limits of carbon dioxide concentration in the compartment, an arbitrarily set target value of carbon dioxide concentration in the compartment, and the threshold values ​​set thereunder.

[0084] Next, the control device 13 executes the optimal ventilation mode execution process, which performs ventilation based on the travel time to ensure that the carbon dioxide concentration in the passenger compartment is within the permissible ventilation range generated in step S4 (S5). Furthermore, since the ventilation volume and ventilation time vary depending on the ventilation method, the control device 13 selects the ventilation method and ventilation time to ensure that the carbon dioxide concentration in the passenger compartment is within the permissible ventilation range. Additionally, ventilation methods can be recommended to passengers.

[0085] On the other hand, when the control device 13 determines that the destination cannot be predicted (S1: No), it measures the rate of increase of carbon dioxide concentration in the carriage based on the measured value of carbon dioxide concentration in the carriage detected by the concentration detection sensor 14a (S6).

[0086] Next, the control device 13 determines whether the carbon dioxide concentration in the compartment is likely to exceed the upper limit (S7). If it is determined that the carbon dioxide concentration in the compartment is unlikely to exceed the upper limit (S7: No), the determination in step S7 is repeated. On the other hand, if it is determined that the carbon dioxide concentration in the compartment is likely to exceed the upper limit (S7: Yes), the control device 13 performs ventilation in the compartment (S8).

[0087] Next, the control device 13 determines whether the carbon dioxide concentration in the compartment is at the lower limit (S9). If it is determined that the carbon dioxide concentration in the compartment is not at the lower limit (S9: No), the determination in step S9 is repeated. That is, ventilation continues. If it is determined that the carbon dioxide concentration in the compartment is at the lower limit (S9: Yes), the control device 13 returns to step S7.

[0088] <Ventilation Methods>

[0089] Examples of ventilation methods include increasing the amount of outside air introduced, opening windows, and opening and closing doors. Each ventilation method has the following characteristics.

[0090] When increasing the amount of outside air introduced, it must be at least greater than the increase in carbon dioxide levels inside the passenger compartment. Increasing the amount of outside air, such as by introducing 100% outside air, will increase the air conditioning load, but it can reduce the carbon dioxide concentration in a short time. On the other hand, reducing the amount of outside air introduced can suppress the increase in air conditioning load, but it will prolong the ventilation time. Furthermore, reducing the amount of outside air introduced can minimize the temperature change when switching to ventilation mode, thus preventing a deterioration in passenger comfort. Additionally, the temperature change when switching to ventilation mode can be adjusted according to the fan speed.

[0091] While the rate of decrease in carbon dioxide concentration when the windows are open varies depending on factors such as window opening area and vehicle speed, it is faster during operation compared to when the HVAC unit 12 is running with 100% outside air. On the other hand, since the air supplied to the passenger compartment does not pass through the HVAC unit 12, a significant temperature difference between the air conditioning set temperature and the outside air temperature can lead to a decrease in passenger comfort and an increase in the air conditioning load.

[0092] The opening and closing of vehicle doors is a ventilation method assuming the use of taxis or similar vehicles for pick-up and drop-off. The opening and closing of doors occurs as passengers get on and off, allowing for ventilation through an opening area larger than that of the windows. Although the vehicle is stationary and affected by the direction of the outside airflow, the movement of passengers getting on and off the vehicle ensures a relatively large ventilation volume.

[0093] <Ventilation Method Selection Process>

[0094] Figure 5 This is a flowchart illustrating the ventilation mode selection process performed by the control device 13. The control device 13 can... Figure 4 When performing ventilation in step S5 of the ventilation control process, this process is executed to select the ventilation mode.

[0095] like Figure 5 As shown, the control device 13 determines whether the target blowing temperature is higher than the outside air temperature (S1). That is, by determining whether the outside air temperature is higher than the target blowing temperature, it determines whether to operate in heating or cooling mode. Furthermore, when the target blowing temperature is the same as the outside air temperature, the process can branch to either step S2 or step S7.

[0096] When the target air temperature is higher than the outside air temperature (S1: Yes), that is, when the heating is in operation, it is determined whether the outside air temperature is higher than the inside air temperature (S2). When the outside air temperature is lower than the inside air temperature (S2: No), the control device 13 sets the allowable range a of the ventilation mode. Specifically, as the allowable range of the ventilation mode, the allowable range for introducing outside air is set to 0% to 100%, and the allowable range for ventilation by opening the car windows is set to 0% (S3).

[0097] When the outside air temperature is higher than the inside air temperature (S2: No), the control device 13 determines whether there is a window opening restriction (S4). When the control device 13 determines that there is a window opening restriction (S4: Yes), the control device 13 sets the allowable range b of the ventilation method. Specifically, the allowable range for the introduction of outside air is set to 0% to 100%. If the goal is to prevent rain and snow from entering the passenger compartment even when the windows are open, then even in severe weather, the allowable range for ventilation by opening the windows is set to 0% to 5%. In cases of poor air quality, the allowable range for ventilation by opening the windows is set to 0% (S5).

[0098] When the control device 13 determines that there is no restriction on opening the window (S4: No), the control device 13 sets the allowable range c of the ventilation method. Specifically, the allowable range for introducing outside air is set to 0% to 100%, and the allowable range for ventilation by opening the window is set to 0% to 100% (S6).

[0099] When the target air temperature is lower than the outside air temperature (S1: No), meaning it is in cooling operation, it is determined whether the outside air temperature is higher than the inside air temperature (S7). When the outside air temperature is higher than the inside air temperature (S7: Yes), the control device 13 sets the allowable range a for the ventilation mode. Specifically, as the allowable range for the ventilation mode, the allowable range for introducing outside air is set to 0% to 100%, and the allowable range for ventilation by opening the windows is set to 0% (S8).

[0100] When the outside air temperature is higher than the inside air temperature (S7: No), the control device 13 determines whether there is a window opening restriction (S4). When the control device 13 determines that there is a window opening restriction (S9: Yes), the control device 13 sets the allowable range b of the ventilation method. Specifically, the allowable range for the introduction of outside air is set to 0% to 100%. If it is to the point that rain and snow will not enter the passenger compartment even if the windows are opened, then even in bad weather, the allowable range for ventilation by opening the windows is set to 0% to 5%, and in the case of poor air quality, the allowable range for ventilation by opening the windows is set to 0% (S10).

[0101] When the control device 13 determines that there is no restriction on opening the window (S9: No), the control device 13 sets the allowable range c of the ventilation method. Specifically, the allowable range for introducing outside air is set to 0% to 100%, and the allowable range for ventilation by opening the window is set to 0% to 100% (S11).

[0102] As mentioned above, by selecting a ventilation method, ventilation efficiency and passenger comfort can be taken into account when performing ventilation.

[0103] <Ventilation Plan Generation and Processing>

[0104] Figure 6 This is a flowchart of the ventilation plan generation process executed by control device 13.

[0105] like Figure 6 As shown, the control device 13 calculates the number of air exchanges from when passengers board until the vehicle reaches its destination (S1) based on a preset air exchange rate per exchange. The minimum required number of air exchanges is calculated and used as the number of air exchanges. As the air exchange rate per exchange, a predetermined air exchange rate is determined by subtracting the lower limit of the carbon dioxide concentration in the passenger compartment from the upper limit of the carbon dioxide concentration in the passenger compartment, which is used as the upper limit of the carbon dioxide concentration reduction during air exchange. In other words, the air exchange rate per exchange is fixed as a constant air exchange rate. Then, the number of air exchanges is calculated based on the amount of carbon dioxide calculated from the difference between the carbon dioxide concentration in the passenger compartment at the time the vehicle arrives at its destination and the target value, and the amount of carbon dioxide that can be reduced per air exchange. Furthermore, based on the number of air exchanges calculated above, one air exchange is performed for the remaining concentration that cannot be completely eliminated by that number of air exchanges; this is the minimum number of air exchanges.

[0106] Subsequently, the control device 13 generates a ventilation plan to ensure that the carbon dioxide concentration in the compartment is within the permissible ventilation range, while performing the number of ventilations calculated in step S1 (S2).

[0107] <Specific example of a ventilation plan>

[0108] Figure 7 This section shows a specific example of a ventilation plan where the reduction in carbon dioxide concentration per ventilation cycle is set as the difference between an upper and lower limit. Additionally, this example illustrates setting the upper limit as the target value. Furthermore, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0109] For example, given the difference of 2550 ppm between the upper limit of 3000 ppm and the lower limit of 450 ppm, assuming the carbon dioxide concentration when the vehicle arrives at its destination is 7750 ppm, the increase in carbon dioxide concentration at the destination compared to the upper limit of 3000 ppm is 4750 ppm.

[0110] In this case, the amount of carbon dioxide that needs to be emitted into the outside air is calculated based on the increase in carbon dioxide concentration at the time the vehicle arrives at its destination. Additionally, the amount of carbon dioxide that can be emitted in one ventilation cycle is predicted. Furthermore, the control device 13 stores data related to the carbon dioxide emission per unit time corresponding to each ventilation mode, as well as data related to the time it takes for the carbon dioxide concentration to decrease from the upper limit to the lower limit. By multiplying the carbon dioxide emission per unit time by the time it takes for the carbon dioxide concentration to decrease from the upper limit to the lower limit, the amount of carbon dioxide that can be emitted in one ventilation cycle can be predicted. Then, based on the amount of carbon dioxide that needs to be emitted into the outside air and the amount of carbon dioxide that can be emitted in one ventilation cycle, the number of ventilation cycles can be calculated. Thus, in this example, a complete ventilation cycle is performed first to reduce the carbon dioxide concentration in the compartment from the upper limit to the lower limit, and then another ventilation cycle is performed to address the remaining 2200 ppm, resulting in a total ventilation cycle of 4750 ppm. Therefore, a total of two ventilation cycles, including the remaining amount, can be determined as the minimum number of ventilation cycles. Therefore, the calculated number of ventilation cycles based on the amount of one ventilation cycle is two.

[0111] Figure 8 This example illustrates a ventilation plan where the reduction in carbon dioxide concentration per ventilation cycle is set to a fixed value less than the difference between the upper and lower limits. Additionally, this example demonstrates setting the upper limit as a target value. Furthermore, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0112] like Figure 8 As shown, for example, with a carbon dioxide concentration reduction of 2300 ppm per ventilation, the carbon dioxide concentration at the time the vehicle arrives at its destination is 7750 ppm, and the increase in carbon dioxide concentration from the upper limit of 3000 ppm at the time the vehicle arrives at its destination is 4750 ppm.

[0113] In this case, the amount of carbon dioxide that needs to be emitted into the outside air is calculated based on the increase in carbon dioxide concentration at the time the vehicle arrives at its destination. Additionally, the amount of carbon dioxide that can be emitted in one ventilation cycle is predicted. Furthermore, the control device 13 stores relevant data on the carbon dioxide emissions per unit time corresponding to each ventilation mode. Then, by multiplying the carbon dioxide emissions per unit time by the time required for one ventilation cycle, the amount of carbon dioxide that can be emitted in one ventilation cycle can be predicted. Then, based on the amount of carbon dioxide that needs to be emitted into the outside air and the amount of carbon dioxide that can be emitted in one ventilation cycle, the number of ventilation cycles can be calculated. Thus, in this example, by first performing two fixed ventilation cycles, each reducing the carbon dioxide concentration in the compartment by 2300 ppm, and then performing one ventilation cycle for the remaining 150 ppm that was not completely ventilated, a total of 4750 ppm of ventilation can be achieved. Therefore, a total of three ventilation cycles, including the remaining ventilation, can be determined as the minimum number of ventilation cycles. Thus, the calculated number of ventilation cycles based on the amount of ventilation per cycle is three.

[0114] As mentioned above, by maintaining the minimum necessary number of air changes, the carbon dioxide concentration in the carriage can be kept within acceptable limits, thus suppressing the increase in energy consumption.

[0115] <Ventilation Plan Adjustment>

[0116] As described above, based on the generated ventilation plan, the control device 13 adjusts the ventilation plan according to the vehicle's driving environment to make it the most suitable ventilation plan. A specific example of the ventilation plan adjustment process of the control device 13 will be described below. Furthermore, multiple ventilation plan adjustment processes will be described, but only one process may be executed, or multiple processes may be combined and executed.

[0117] <Example 1 of adjusting the ventilation plan>

[0118] Figure 9 This is a flowchart of the ventilation plan adjustment process executed by control device 13.

[0119] like Figure 9 As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0120] Next, the control device 13 predicts changes in the external air temperature along the driving path (S2). For example, it predicts changes in the external air temperature along the driving path based on driving path information obtained from the navigation device 20, weather information, and weather information obtained through mutual communication with oncoming vehicles.

[0121] Subsequently, the control device 13 adjusts the ventilation plan based on the prediction results in step S2 (S3). Specifically, the ventilation plan is adjusted so that the ventilation volume increases when the outside air temperature is close to the target temperature inside the carriage.

[0122] Figure 10 This illustrates a specific example of adjusting ventilation plans based on predictions of changes in outside air temperature. Furthermore, Figure 10 This is an example of operation during refrigeration. Additionally, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0123] like Figure 10 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0124] Subsequently, as Figure 10 As shown in (b), the change in external air temperature along the route to the destination is predicted based on the driving route information and meteorological information. For example, the change in external air temperature is predicted for the interval (1) to (5) along the driving route as shown below.

[0125] Driving near water: The outside air temperature is low

[0126] Urban areas vs. suburbs: Temperatures are higher in urban areas than in suburbs.

[0127] The effects of altitude: the higher the altitude, the lower the outside air temperature.

[0128] The effect of sunlight: The external air temperature in sunny areas is higher than that in shady areas.

[0129] like Figure 10 As shown in (b), for example, suppose that the driving route to the destination obtained from the driving route information includes the intervals of (1) to (5) below.

[0130] (1): Drive from the shaded area towards the sun.

[0131] (2): Approaching the water's edge along the driving path

[0132] (3): Driving along the water

[0133] (4): Driving in urban areas

[0134] (5): Drive towards the destination on the high ground.

[0135] In this case, it can be predicted that the external air temperature will rise in the interval (1), decrease from the middle in the interval (2), rise from the middle in the interval (3), decrease from the middle in the interval (4), and decrease in the interval (5).

[0136] like Figure 10 As shown in (c), set any threshold value for the outside air temperature to be close to the target temperature inside the vehicle compartment (for example, set it to approximately the midpoint of the outside air temperature variation). Then, adjust... Figure 10 The ventilation plan shown in (a) increases the amount of outside air introduced when the outside air temperature exceeds a threshold and approaches the target temperature. This reduces the air conditioning load.

[0137] In addition, in the interval (4), although the outside air temperature does not exceed the threshold and is close to the target temperature, if ventilation is not carried out, the carbon dioxide concentration in the carriage will exceed the upper limit. Therefore, ventilation is carried out with a smaller amount of ventilation than in the intervals (2) and (3) so that the carbon dioxide concentration in the carriage does not exceed the upper limit.

[0138] As mentioned above, in generating Figure 10 (a) shows the ventilation plan and predicts Figure 10 (b) shows the change in external air temperature, and then, based on the predicted change in external air temperature, as shown in the figure... Figure 10 Adjusting the ventilation schedule as shown in (c) can suppress the increase in energy consumption.

[0139] Furthermore, increasing ventilation when the outside air temperature is below the threshold and decreasing ventilation when the outside air temperature exceeds the threshold can effectively suppress the increase in energy consumption. In particular, when the outside air temperature is below the threshold, the effect of suppressing the increase in energy consumption can be maximized by reducing the carbon dioxide concentration in the cabin from the upper limit to the lower limit through ventilation.

[0140] also, Figure 10 Taking the cooling operation as an example, when the vehicle is in heating operation, as the outside air temperature rises and approaches the target temperature inside the cabin, the increase in energy consumption can be effectively suppressed by increasing the ventilation volume.

[0141] As mentioned above, by ventilating in areas close to the target temperature inside the vehicle, the air conditioning load during ventilation can be reduced, and the increase in energy consumption can be suppressed.

[0142] Furthermore, this embodiment illustrates an example of predicting changes in external air temperature and increasing ventilation when the external air temperature approaches the target temperature inside the vehicle compartment. However, it is also possible to monitor changes in external air temperature in real time and increase ventilation when the external air temperature approaches the target temperature inside the vehicle compartment based on the monitoring results.

[0143] <Example 2 of adjusting the ventilation plan>

[0144] Figure 11 This is a flowchart of the ventilation plan adjustment process executed by control device 13.

[0145] like Figure 11 As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0146] Next, the control device 13 predicts the timing of the cooling request for the vehicle-mounted heat-generating device (S2). For example, it predicts the temperature change of the vehicle-mounted heat-generating device based on the outside air temperature when the vehicle starts, the predicted change in outside air temperature based on the driving route information and weather information obtained by the navigation device 20, and the pre-existing data on the temperature change of the vehicle-mounted heat-generating device, and predicts the timing of the cooling request for the vehicle-mounted heat-generating device. In addition, examples of vehicle-mounted heat-generating devices include batteries and electric motors.

[0147] Subsequently, the control device 13 adjusts the ventilation plan based on the cooling request from the on-board heating equipment to change at least one of the ventilation timing or ventilation volume (S3). That is, the ventilation plan is adjusted based on the cooling request timing predicted in step S2 to change at least one of the ventilation timing or ventilation volume of the ventilation plan generated in step S1. For example, the ventilation plan is adjusted so that ventilation in the vehicle compartment is not performed during the cooling request timing of the on-board heating equipment.

[0148] Figure 12 This illustrates a specific example of adjusting the ventilation schedule based on predictions of battery cooling request timing. Furthermore, Figure 12 This is an example of operation during refrigeration. Additionally, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0149] like Figure 12 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0150] Next, as Figure 12(b) shows the timing of the predicted battery cooling request. The battery needs temperature regulation to bring it within a suitable operating temperature range. This is because battery degradation can occur when the battery temperature exceeds the upper limit, and the power output of the battery may be limited when the battery temperature exceeds the lower limit. For example, for the interval (1) to (5) on the driving path, the timing of the battery cooling request from the time the passenger boards the vehicle until the vehicle reaches its destination is predicted as follows.

[0151] (1): When the vehicle starts, the battery temperature is approximately equal to the outside air temperature. Therefore, the battery is cooled according to the battery cooling request.

[0152] (2): The battery has been cooled to the lower limit of the battery temperature, therefore the battery cooling request is cancelled.

[0153] (3): The battery temperature is close to the upper limit, so the battery is cooled according to the battery cooling request.

[0154] (4): The battery has been cooled to the lower limit of the battery temperature, therefore the battery cooling request is cancelled.

[0155] (5): The battery temperature is close to the upper limit, so the battery is cooled according to the battery cooling request.

[0156] As described above, the control device 13 performs battery cooling mode switching control by setting upper and lower limits to keep the battery temperature between any upper and lower limits for temperature management. Specifically, the battery cooling mode switching control is performed by switching the flow path in the heat transfer medium circuit 10, etc.

[0157] Furthermore, in the intervals (1) and (4) where the battery cooling request is lifted, the carbon dioxide concentration in the compartment decreases from the upper limit to the lower limit. In the interval (3), the ventilation timing and ventilation volume are changed in a way that further suppresses the concentration decrease compared to the intervals (1) and (4), so that the carbon dioxide concentration in the compartment does not reach the upper limit.

[0158] During cooling operation, both battery cooling and air conditioning require heating or cooling. Furthermore, cooling the battery increases the air conditioning load, such as increasing compressor speed. Conversely, ventilation causes the interior temperature to deviate from the target temperature, resulting in increased air conditioning load, including increased compressor speed. Therefore, by timing battery cooling and the increased air conditioning load due to ventilation at different times, the load on the compressor and other air conditioning components can be averaged out, thus preventing a reduction in the mechanical lifespan of the compressor. Additionally, if battery cooling and ventilation are performed simultaneously, the increased battery power consumption due to increased compressor speed is greater compared to performing them at different times. Moreover, as battery heat generation increases, the energy consumption required for battery cooling also increases. Therefore, by performing battery cooling and ventilation at different times during cooling operation, the increase in power demand and energy consumption can be suppressed.

[0159] Figure 13 This illustrates a specific example of adjusting the ventilation schedule based on predictions of battery cooling request timing. Furthermore, Figure 13 This is an example of operation during heating. Additionally, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0160] like Figure 13 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0161] Next, as Figure 13 (b) shows the timing of the battery cooling request. For the reasons mentioned above, the battery needs to be cooled. For example, for the section (1) to (5) on the driving path, the timing of the battery cooling request from the time the passenger boards the vehicle until the vehicle reaches its destination is predicted as follows. In addition, the battery is preheated, for example, by heating the heat medium by a heat medium heating device provided in the heat medium circuit 10.

[0162] (1): When the vehicle starts, the battery temperature is approximately equal to the outside air temperature, so the battery is preheated.

[0163] (2): The battery is preheated to the upper limit of the battery temperature, and therefore the battery is cooled according to the battery cooling request.

[0164] (3): The battery temperature is close to the lower limit, so the battery cooling request is cancelled.

[0165] (4): The battery is preheated to the upper limit of the battery temperature, and therefore the battery is cooled according to the battery cooling request.

[0166] (5): The battery temperature is close to the lower limit, so the battery cooling request is cancelled.

[0167] As described above, the control device 13 performs battery cooling mode switching control by setting upper and lower limits to keep the battery temperature between any upper and lower limits for temperature management. Specifically, the battery cooling mode switching control is performed by switching the flow path in the heat transfer medium circuit 10, etc.

[0168] Furthermore, in the intervals of (2) and (4) where the battery cooling request is lifted, the carbon dioxide concentration in the compartment decreases from the upper limit to the lower limit or threshold. In the interval of (1), the ventilation timing and ventilation volume are changed in a way that further suppresses the concentration decrease compared to the intervals of (2) and (4) so ​​that the carbon dioxide concentration in the compartment does not reach the upper limit.

[0169] During heating operation, the battery requires both hot and cold air, while the air conditioning requires warm air. Furthermore, when there is no battery cooling request, the battery has not yet heated up, so its heat dissipation cannot be used as a heat source for the air conditioning. Therefore, during this time, the compressor speed increases, and the air conditioning load increases. If ventilation is performed at this time, the temperature inside the vehicle will deviate from the target temperature, causing the compressor speed to increase further, thus further increasing the air conditioning load. On the other hand, when a battery cooling request occurs, the battery's heat dissipation can be used as a heat source for the air conditioning. Therefore, during this time, the compressor speed decreases, and the air conditioning load decreases. Thus, during heating operation, cooling and ventilating the battery simultaneously, compared to performing these actions at different times, further reduces energy consumption.

[0170] As described above, this avoids the instantaneous high-speed request caused by the simultaneous occurrence of increased air conditioning load and battery temperature regulation requests, thus suppressing the increase in overall vehicle power consumption. Furthermore, it prevents the compressor from generating high loads, thereby suppressing the reduction of mechanical lifespan.

[0171] In addition, this embodiment illustrates an example of timing the prediction of battery cooling requests, but it is also possible to monitor in real time whether a battery cooling request is generated, and when a battery cooling request is generated, to change the timing of ventilation in the vehicle compartment or the amount of ventilation during ventilation in the vehicle compartment.

[0172] <Specific Example 3 of Ventilation Plan Adjustment>

[0173] Figure 14 This is a flowchart of the ventilation plan adjustment process executed by control device 13.

[0174] like Figure 14As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0175] Next, the control device 13 predicts changes in air quality along the driving route (S2). For example, it predicts changes in air quality along the driving route based on map information (industrial areas, tunnels, cedar forests, etc.) maintained by the navigation device 20 and traffic information (congestion information) obtained by V2X (Vehicle to X).

[0176] At this time, the control device 13 outputs recommendation information to the navigation device 20, recommending a travel route that will not worsen air quality (S3). Based on the received recommendation information, the navigation device 20 recommends different travel routes to the passenger. Therefore, by allowing passengers to make arbitrary settings, factors harmful to passenger health can be suppressed from entering the passenger compartment. Furthermore, if the passenger selects a different travel route, step S1 is repeated.

[0177] Next, the control device 13 adjusts the ventilation plan based on the air quality along the driving path (S4). Specifically, the ventilation plan is adjusted to change at least one of the ventilation timing or ventilation volume in the section of the driving path with poor air quality.

[0178] Furthermore, whether air quality is poor is determined based on the Air Quality Index (AQI), which is based on the concentration of pollutants. That is, a predetermined threshold is set for determining whether air quality is poor, and the air quality is judged based on whether the AQI exceeds the threshold. When the AQI exceeds the threshold, the air quality is considered poor; when the AQI is below the threshold, the air quality is considered good or moderate. Examples of pollutants used to determine the AQI include PM10, PM2.5, ozone, particulate matter, carbon monoxide, sulfur dioxide, and nitrogen dioxide.

[0179] Figure 15 This illustrates a specific example of adjusting the ventilation plan based on predictions of air quality changes along the driving path. Additionally, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0180] like Figure 15 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0181] Next, as Figure 15As shown in (b), changes in air quality along the driving route are predicted. Specifically, changes in air quality along the driving route are predicted based on map information (industrial areas, tunnels, cedar forests, etc.) and traffic information (congestion information) provided by V2X. As a result, for example, predictions are made for the intervals (1) to (5) along the driving route as shown below.

[0182] (1): Starting from the residential area, the traffic volume is small and the air quality is average.

[0183] (2): Driving on a tree-lined road, pollen floats in the air.

[0184] (3): When driving out of the tree-lined road and in an open area, the air quality is better.

[0185] (4): When encountering congestion in the tunnel, the air quality deteriorates due to the stagnant air in the tunnel and the exhaust fumes from vehicles ahead.

[0186] (5): After exiting the tunnel and escaping the congestion, drive in the suburbs where the air quality is better.

[0187] Furthermore, when the air quality index exceeds a threshold and air quality deteriorates, it will adversely affect passengers; therefore, it is preferable not to perform ventilation. Thus, if it is predicted that the air quality index will exceed the threshold, ventilation will be performed before the air quality exceeds the threshold.

[0188] Therefore, as Figure 15 As shown in (c), in the intervals (1), (3), and (5) where the air quality index is below the threshold, ventilation is performed until the carbon dioxide concentration in the carriage drops to the lower limit or the threshold of the permissible ventilation area. In the intervals (2) and (4) where the air quality index exceeds the threshold, the ventilation timing and ventilation volume are adjusted so that ventilation is not performed. Thus, in the intervals where the air quality index is below the threshold, the carbon dioxide concentration in the carriage is reduced to the lower limit, thereby allowing for unimpeded air conditioning through internal air circulation in the intervals where the air quality index exceeds the threshold.

[0189] Furthermore, even if ventilation is performed as much as possible in areas where the air quality index is below the threshold, and the ventilation volume is still insufficient, it is preferable to implement ventilation control to ensure that the ventilation volume in areas where the air quality index exceeds the threshold is at a minimum. The minimum ventilation volume in areas where the air quality index exceeds the threshold refers, for example, the ventilation volume performed while entering areas where the air quality index is below the threshold, so that ventilation is initiated at a level where the carbon dioxide concentration in the vehicle compartment is at its upper limit.

[0190] Furthermore, when the air quality index along the driving route consistently exceeds the threshold, it becomes difficult to perform ventilation without harming passenger health. Therefore, it is preferable to notify the driver of this situation and recommend alternative routes. This can be done, for example, through an in-vehicle display, voice prompts, or warning lights.

[0191] As mentioned above, by not exchanging air in areas with poor air quality, the intrusion of factors that are harmful to the health of passengers in the carriage can be suppressed.

[0192] In addition, this embodiment illustrates an example of changing the timing of ventilation in the passenger compartment or the amount of ventilation during ventilation in the passenger compartment in the range of deteriorating air quality based on the prediction of air quality changes along the driving route. However, it is also possible to monitor air quality in real time and change the timing of ventilation in the passenger compartment or the amount of ventilation during ventilation in the passenger compartment in the range of deteriorating air quality based on the monitoring results.

[0193] <Example 4 of the specific handling of ventilation plan adjustments>

[0194] Figure 16 This is a flowchart of the ventilation plan adjustment process executed by control device 13.

[0195] like Figure 16 As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0196] Next, the control device 13 determines whether information on changes in the number of passengers in the carriage has been input (S2). Information on changes in the number of passengers in the carriage is input, for example, when the weight sensor 14e of the seat included in the sensor 14 detects a change in the number of passengers. Furthermore, for example, information on changes in the number of passengers in the carriage may be input when a route setting (passing through a kindergarten or school) or taxi reservation has been made in the navigation device 20, and when changes in the number of passengers are predicted along the travel route. Additionally, information on changes in the number of passengers in the carriage may also be input when changes in the number of passengers are detected through other means, such as door opening and closing, seatbelt wearing and removal, or image analysis within the carriage.

[0197] Next, if the control device 13 determines that information on the change in the number of passengers in the carriage has been input (S2: Yes), it regenerates the ventilation permit area and regenerates the ventilation plan generated in step S1 (S3). If the control device 13 determines that information on the change in the number of passengers in the carriage has not been input (S2: No), it repeats the determination in step S2.

[0198] Figure 17This example illustrates a scenario where a ventilation plan is regenerated based on the input information about changes in the number of passengers in a carriage, even when changes in the number of passengers cannot be predicted.

[0199] like Figure 17 As shown in (a), for example, with Figure 2 Similarly, a ventilation permit area is generated based on the rise rate 'a' and the threshold 'b'. Based on this, a ventilation plan is generated from the time passengers board until the vehicle reaches its destination, based on a single ventilation cycle (see [reference]). Figures 6-8 ).

[0200] Next, as Figure 17 As shown in (b), changes in the number of passengers in the carriage are determined. For example, the weight sensor 14e of the seat included in sensor 14 is used to determine changes in the number of passengers. Changes in the number of passengers can also be detected by other methods such as door opening and closing, seat belt wearing and removal, and image analysis inside the carriage. Furthermore, these detection methods can be used individually or in combination. And since the rate of increase in carbon dioxide concentration inside the carriage is measured again when the ventilation plan is regenerated, it is sufficient to detect at least the change in the number of passengers, without needing to determine the specific number of people affected.

[0201] As a result of determining the change in the number of passengers in the carriage, for example, suppose that for the interval (1) to (2) on the travel path, the number of passengers changes as shown below.

[0202] (1): The number of passengers is 1 from the start of the journey until the specified time.

[0203] (2): Before arriving at the destination, the number of passengers increases by 1, and the journey proceeds to the destination with a total of 2 passengers.

[0204] like Figure 17 As shown in (c), in the interval (1) with 1 passenger, a ventilation plan (solid line in the figure) is generated so that the carbon dioxide concentration in the carriage is included within the ventilation permit area generated by the predicted rate of increase a, threshold b, upper limit and lower limit based on the carbon dioxide concentration in the carriage measured at the start of travel. In the interval (2) with 2 passengers, since the number of passengers increases to 2, the carbon dioxide concentration in the carriage needs to be remeasured and a new ventilation plan (dashed line in the figure) needs to be generated so that the carbon dioxide concentration in the carriage is included within the ventilation permit area generated by the predicted rate of increase c, threshold d, upper limit and lower limit based on the measured carbon dioxide concentration.

[0205] In this example, when the number of passengers changes, the carbon dioxide concentration in the carriage is still below the upper limit, so there is no need to re-generate the ventilation permit area. However, when the number of passengers changes and the carbon dioxide concentration in the carriage is no longer below the upper limit, or when there are many passengers, it is preferable to re-ventilate after detecting a change in the number of passengers, so that the carbon dioxide concentration in the carriage is reduced to near the lower limit, and then the carbon dioxide concentration in the carriage is re-measured and the ventilation permit area is re-generated.

[0206] Figure 18 This example demonstrates how a ventilation plan can be regenerated based on the input information about changes in the number of passengers in a train car, in order to predict changes in the number of passengers.

[0207] like Figure 18 As shown in (a), for example, with Figure 2 Similarly, a ventilation permit area is generated based on the rise rate 'a' and the threshold 'b'. Based on this, a ventilation plan is generated from the time passengers board until the vehicle reaches its destination, based on a single ventilation cycle (see [reference]). Figures 6-8 ).

[0208] Next, as Figure 18 As shown in (b), changes in the number of passengers can be predicted from taxi reservations, route settings of navigation device 20 (passing through kindergartens, schools, etc.). As a result of determining the changes in the number of passengers in the carriage, for example, for the interval (1) to (2) on the driving route, the number of passengers is predicted to change as shown below.

[0209] (1): From the start of the journey to the school, the passenger is the driver.

[0210] (2): After picking up the child at school, the number of passengers increases by 1, and the passenger count returns to the residence with 2 passengers.

[0211] like Figure 18 As shown in (c), within the interval (1) where the predicted number of passengers is 1, a ventilation plan (solid line in the figure) is generated to ensure that the carbon dioxide concentration in the carriage is within the permissible ventilation area generated by the predicted rate of increase a, threshold b, upper limit and lower limit based on the carbon dioxide concentration in the carriage measured at the start of travel. Ventilation is then performed before the number of passengers increases, and a ventilation plan is generated to reduce the carbon dioxide concentration in the carriage to near the lower limit. Thus, the carbon dioxide concentration in the carriage can be remeasured immediately after the number of passengers increases. Within the interval (2) where the predicted number of passengers is 2, the carbon dioxide concentration in the carriage is remeasured, and a new ventilation plan (dashed line in the figure) is generated to ensure that the carbon dioxide concentration in the carriage is within the permissible ventilation area regenerated by the predicted rate of increase c, threshold d, upper limit and lower limit based on the measured carbon dioxide concentration.

[0212] As mentioned above, even if the number of passengers increases or decreases, ventilation can be performed at the optimal time, thus suppressing the execution of ineffective ventilation.

[0213] <Example 5 of the specific handling of ventilation plan adjustment>

[0214] Figure 19 This is a flowchart of the ventilation plan adjustment process executed by control device 13.

[0215] like Figure 19 As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0216] Next, the control device 13 monitors the relationship between the temperature inside the passenger compartment, the outside air temperature, and the target temperature inside the passenger compartment in real time during vehicle operation, and determines whether the outside air temperature is closer to the target temperature inside the passenger compartment than the temperature inside the passenger compartment (S2). That is, during heating operation, it determines whether the relationship of target temperature inside the passenger compartment > outside air temperature > temperature inside the passenger compartment is valid. During cooling operation, it determines whether the relationship of target temperature inside the passenger compartment < outside air temperature < temperature inside the passenger compartment is valid.

[0217] Next, if the control device 13 determines that the outside air temperature is closer to the target temperature inside the carriage than the temperature inside the carriage (S2: Yes), it performs ventilation to maintain the carbon dioxide concentration inside the carriage at a lower limit (S3). Ventilation is performed by introducing outside air, opening windows, or other appropriate methods. Furthermore, if the control device 13 determines that the outside air temperature is not closer to the target temperature inside the carriage than the temperature inside the carriage (S2: No), it terminates the process.

[0218] Next, the control device 13 determines whether the temperature inside the passenger compartment is closer to the target temperature inside the passenger compartment than the outside air temperature (S4). Furthermore, when the temperature inside the passenger compartment is the same as the outside air temperature, it is determined that the temperature inside the passenger compartment is closer to the target temperature inside the passenger compartment than the outside air temperature. In other words, during heating operation, it determines whether the relationship of target temperature inside the passenger compartment > passenger compartment temperature ≥ outside air temperature holds true. During cooling operation, it determines whether the relationship of target temperature inside the passenger compartment < passenger compartment temperature ≤ outside air temperature holds true.

[0219] Next, if the control device 13 determines that the temperature inside the carriage is closer to the target temperature inside the carriage than the outside air temperature (S4: Yes), it regenerates the ventilation permit area and regenerates the ventilation plan generated in step S1 (S5). Furthermore, if the control device 13 determines that the temperature inside the carriage is not closer to the target temperature inside the carriage than the outside air temperature (S4: No), it continues with the processing in step S3.

[0220] Figure 20 This illustrates a specific example of regenerating the ventilation plan when the outside air temperature is closer to the target temperature inside the carriage than the temperature inside. Additionally, Figure 20 A specific example of cooling operation is shown. Additionally, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0221] like Figure 20 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0222] Next, as Figure 20 As shown in (b), the temperature inside the passenger compartment (T1 in the figure) and the outside air temperature are constantly measured, and the relationship between the temperature inside the passenger compartment, the outside air temperature, and the target temperature inside the passenger compartment is monitored in real time during vehicle operation. For example, suppose the temperature inside the passenger compartment is 55°C when passengers board, and the temperature inside the passenger compartment is higher than the outside air temperature. In this case, the outside air temperature is closer to the target temperature inside the passenger compartment than the temperature inside the passenger compartment. Subsequently, although the temperature inside the passenger compartment is lowered by introducing outside air and adjusting the air inside the passenger compartment, in the interval (1) along the driving path, the temperature inside the passenger compartment is higher than the outside air temperature, and the outside air temperature is closer to the target temperature inside the passenger compartment than the temperature inside the passenger compartment. In the interval (2), the outside air temperature becomes higher than the temperature inside the passenger compartment, and the temperature inside the passenger compartment becomes closer to the target temperature inside the passenger compartment than the outside air temperature.

[0223] like Figure 20 As shown in (c), in the case of the aforementioned air temperature change, within the range where the outside air temperature is closer to the target temperature inside the carriage (1) than the temperature inside the carriage, ventilation control is performed as shown in (1) below. Then, within the range where the temperature inside the carriage is closer to the target temperature inside the carriage (2) than the outside air temperature, ventilation is controlled with... Figure 20(a) Similarly, the ventilation permit area and ventilation plan are regenerated using the rise rate a and threshold b, and ventilation is controlled as shown in (2) below. Therefore, in the initially generated ventilation permit area, the required carbon dioxide concentration is 4750 ppm, a difference between 7750 ppm and the target value of 3000 ppm. However, in the regenerated ventilation permit area, the required carbon dioxide concentration changes to 3000 ppm, a difference between 6000 ppm and the target value of 3000 ppm. Ventilation is controlled by adjusting the indoor / outdoor air ratio and opening the windows via the HVAC unit 12.

[0224] (1): Ventilation is carried out to keep the carbon dioxide concentration in the carriage at the lower limit until the relationship between the target temperature in the carriage < the internal air temperature ≤ the external air temperature is achieved.

[0225] (2): Increase the internal air circulation volume to reduce the air conditioning load for ventilation.

[0226] In this example, within the range where the outside air temperature is closer to the target temperature inside the carriage than the temperature inside the carriage (1), the amount of outside air introduced is increased until the temperature inside the carriage becomes below the outside air temperature. Thus, the carbon dioxide concentration inside the carriage is maintained at a lower limit. By maintaining the carbon dioxide concentration inside the carriage at a lower limit, compared to... Figure 20 (a) shows the initial ventilation schedule with 4 ventilations, which can be reduced to 3 ventilations.

[0227] Furthermore, when the outside air temperature is closer to the target temperature inside the carriage than the inside temperature, bringing in outside air closer to the target temperature inside the carriage is more effective in reducing the air conditioning load than bringing in outside air closer to the target temperature inside the carriage when passengers board. Therefore, it is more effective in suppressing energy consumption than starting with internal air circulation.

[0228] Furthermore, while the example was given for cooling operation, it can also be implemented for heating operation. Then, scenarios where such processing can be performed include, for example, traveling in a car during hot weather, traveling in a car after it has been parked for an extended period in a sunny or shady spot during the spring / autumn transition season, or on a winter morning.

[0229] As described above, by maintaining the carbon dioxide concentration in the passenger compartment at a lower limit, ventilation can be avoided immediately after the temperature inside the compartment reaches the target temperature. This prevents a decrease in comfort caused by the passenger compartment temperature deviating from the target temperature immediately after reaching it. Furthermore, by replacing outside air with air inside the passenger compartment during startup, the air conditioning load during startup can be reduced when the outside air temperature is closer to the target temperature inside the passenger compartment than the outside air temperature. In addition, since the frequency and volume of ventilation after startup can be reduced, the increase in energy consumption can be suppressed.

[0230] <Example 6 of adjusting the ventilation plan>

[0231] Figure 21 This is a flowchart of the ventilation plan adjustment process executed by control device 13.

[0232] like Figure 21 As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0233] Next, the control device 13 monitors the relationship between the temperature inside the passenger compartment, the outside air temperature, and the target temperature inside the passenger compartment in real time during vehicle operation, and determines whether the outside air temperature is closer to the target temperature inside the passenger compartment than the temperature inside the passenger compartment (S2). That is, during heating operation, it determines whether the relationship of target temperature inside the passenger compartment > outside air temperature > temperature inside the passenger compartment is valid. During cooling operation, it determines whether the relationship of target temperature inside the passenger compartment < outside air temperature < temperature inside the passenger compartment is valid.

[0234] Next, if the control device 13 determines that the outside air temperature is closer to the target temperature inside the carriage than the temperature inside the carriage (S2: Yes), it performs ventilation to maintain the carbon dioxide concentration inside the carriage at a lower limit (S3). Ventilation is performed by introducing outside air, opening windows, or other appropriate methods. Furthermore, if the control device 13 determines that the outside air temperature is not closer to the target temperature inside the carriage than the temperature inside the carriage (S2: No), it proceeds to step S4.

[0235] Next, the control device 13 determines whether the temperature inside the passenger compartment is closer to the target temperature inside the passenger compartment than the outside air temperature (S4). Furthermore, when the temperature inside the passenger compartment is the same as the outside air temperature, it is determined that the temperature inside the passenger compartment is closer to the target temperature inside the passenger compartment than the outside air temperature. In other words, during heating operation, it determines whether the relationship of target temperature inside the passenger compartment > passenger compartment temperature ≥ outside air temperature holds true. During cooling operation, it determines whether the relationship of target temperature inside the passenger compartment < passenger compartment temperature ≤ outside air temperature holds true.

[0236] Next, if the control device 13 determines that the temperature inside the carriage is closer to the target temperature inside the carriage than the outside air temperature (S4: Yes), it regenerates the ventilation permit area and regenerates the ventilation plan generated in step S1 (S5). Furthermore, if the control device 13 determines that the temperature inside the carriage is not closer to the target temperature inside the carriage than the outside air temperature (S4: No), it continues with the processing in step S3.

[0237] Then, the control device 13 determines whether the temperature inside the carriage is consistent with the target temperature, and whether the temperature difference between the temperature inside the carriage and the outside air temperature is below the specified temperature (S6). In addition, even if the temperature inside the carriage is not completely consistent with the target temperature, as long as the temperature difference is within the allowable range, it is determined that the two are consistent.

[0238] Then, if it is not determined that the temperature inside the carriage is the same as the target temperature, and the temperature difference between the temperature inside the carriage and the outside air temperature is below a specified temperature (S6: No), the control device 13 adjusts the ventilation plan so that the ventilation time is shorter than the initial ventilation volume set in the ventilation plan generated in step S1 (S7). That is, the ventilation plan is adjusted so that ventilation is performed with a first ventilation volume that is shorter in duration and smaller in volume than the initial ventilation volume set in the ventilation plan generated in step S1. Furthermore, if it is determined that the temperature inside the carriage is the same as the target temperature, and the temperature difference between the temperature inside the carriage and the outside air temperature is below a specified temperature (S6: Yes), the ventilation plan is adjusted so that the ventilation time is longer than the first ventilation volume (S8). That is, the ventilation plan is adjusted so that ventilation is performed with a second ventilation volume that is longer in duration and larger in volume than the first ventilation volume.

[0239] In addition, when performing the first and second ventilation volumes, only the ventilation time or the ventilation volume can be changed.

[0240] Figure 22 This illustrates a specific example of regenerating the ventilation plan based on the temperature inside the carriage, the outside air temperature, and the target temperature inside the carriage. Additionally, Figure 22 A specific example of cooling operation is shown. Additionally, with... Figure 2 Similarly, an example is given of generating a ventilation permit area using the rise rate a and the threshold b.

[0241] like Figure 22 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0242] Next, as Figure 22As shown in (b), the temperature inside the carriage (T1 in the figure) and the outside air temperature (T2 in the figure) are constantly measured, and the relationship between the temperature inside the carriage, the outside air temperature, and the target temperature inside the carriage is monitored in real time during vehicle operation. For example, assume that the outside air temperature is about 35°C when passengers board the vehicle, and the temperature inside the carriage is higher than the outside air temperature. That is, in the interval (1) on the driving path, assume that the temperature inside the carriage is higher than the outside air temperature, and the outside air temperature is closer to the target temperature inside the carriage than the temperature inside the carriage. In the interval (2), the outside air temperature becomes higher than the temperature inside the carriage, and the temperature inside the carriage becomes closer to the target temperature inside the carriage than the outside air temperature. At this time, in the interval (2), the temperature inside the carriage in the first half deviates significantly from the target temperature, and the temperature difference between the outside air temperature and the temperature inside the carriage in the second half exceeds the specified temperature (e.g., 10°C). Then, in the interval (3), the temperature inside the carriage reaches the target temperature, and the temperature difference between the outside air temperature and the temperature inside the carriage is below the specified temperature (e.g., 10°C).

[0243] Then, as Figure 22 As shown in (c), the indoor and outdoor air temperatures and the target temperature are detected at the first ventilation time starting from when the passenger boards the vehicle, and the ventilation time and ventilation volume are adjusted according to the temperature difference between the temperature inside the carriage and the outside air temperature, and the temperature difference between the temperature inside the carriage and the target temperature.

[0244] In other words, within the range where the outside air temperature is closer to the target temperature inside the carriage (1) than the temperature inside the carriage, ventilation is controlled as described in (1) below. Then, within the range where the temperature inside the carriage is closer to the target temperature inside the carriage than the outside air temperature, but the deviation between the inside and target temperatures is large, and the temperature difference between the outside air temperature and the temperature inside the carriage exceeds a specified temperature (2), ventilation is controlled as described in (1) below. Figure 22 (a) Similarly, the ventilation permit area and ventilation plan are regenerated using the rise rate a and threshold b, and ventilation is controlled as shown in (2) below. Therefore, in the initially generated ventilation permit area, the required carbon dioxide concentration is 4750 ppm, which is the difference between 7750 ppm and the target value of 3000 ppm, but in the regenerated ventilation permit area, the required carbon dioxide concentration changes to 3000 ppm, which is the difference between 6000 ppm and the target value of 3000 ppm. Furthermore, ventilation is controlled as shown in (3) within the range where the temperature inside the carriage reaches the target temperature and the temperature difference between the outside air temperature and the temperature inside the carriage is below the specified temperature (e.g., 10°C).

[0245] (1): When the refrigeration is running, the temperature inside the carriage is greater than the outside air temperature. Therefore, ventilation is carried out to keep the carbon dioxide concentration inside the carriage at the lower limit.

[0246] (2): The relationship is that the outside air temperature is greater than the temperature inside the carriage. However, in the first half of this section, the temperature inside the carriage deviates significantly from the target temperature, and in the second half of this section, the temperature difference between the outside air temperature and the temperature inside the carriage exceeds the prescribed value. Therefore, if the ventilation time is extended and the ventilation volume is reduced, it can be determined that there is a high possibility of impairing passenger comfort. Thus, the ventilation time should be longer than the target temperature. Figure 22 (a) The initial ventilation time set in the ventilation plan is shorter, and the ventilation volume is higher than that in the plan. Figure 22 (a) shows a ventilation plan where the initial ventilation volume should be small.

[0247] (3): The temperature inside the carriage is the target temperature, and the temperature difference between the outside air temperature and the temperature inside the carriage is also below the specified value. Therefore, it can be determined that even if the ventilation time is extended and the ventilation volume is increased, the passenger comfort will not be compromised. Thus, the ventilation time of one time is longer than the range of (2), and the ventilation volume of one time is larger than the range of (2).

[0248] In addition, such as Figure 22 As shown in (b), the temperature inside the carriage will rise slightly when ventilation is scheduled. However, by adjusting the ventilation time and ventilation volume, the temperature rise inside the carriage can be set within a range that does not compromise comfort.

[0249] As described above, the timing and volume of ventilation can be determined without affecting passenger comfort, and a ventilation plan can be generated based on this, thus suppressing the deterioration of passenger comfort.

[0250] <Air Conditioning Control Process>

[0251] Ventilation can easily increase the temperature difference between the interior of the carriage and the target temperature, thereby compromising passenger comfort. Therefore, when considering passenger comfort, ventilation time must be shortened, making it difficult to ensure sufficient ventilation. Thus, in this embodiment, to solve this problem, air conditioning control can be implemented in conjunction with a ventilation plan. Specifically, the control device 13 can execute... Figure 23 The air conditioning control process is shown.

[0252] Figure 23 This is a flowchart of the air conditioning control process executed by the control device 13.

[0253] like Figure 23 As shown, control device 13 generates a ventilation plan (S1). For example, based on one ventilation volume, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0254] Next, the control device 13 determines whether it is timed before the start of ventilation based on the ventilation plan generated in step S1 (S2).

[0255] Subsequently, if the timing before ventilation begins (S2: No) is not yet set, the control device 13 repeats the determination in step S2. That is, the determination is repeated while ventilation is in progress.

[0256] When the timing is set before ventilation begins (S2: Yes), control device 13 pre-cools or preheats the air inside the carriage (S3). That is, pre-cooling is performed during cooling operation, and preheating is performed during heating operation. For example, during cooling operation, pre-cooling lowers the temperature inside the carriage to a specified temperature lower than the target temperature (e.g., 1°C). During heating operation, preheating raises the temperature inside the carriage to a specified temperature higher than the target temperature (e.g., 1°C).

[0257] Subsequently, the control device 13 determines whether it is time to start ventilation (S4). If it is not time to start ventilation (S4: No), precooling or preheating continues (S3). If it is time to start ventilation (S4: Yes), precooling or preheating ends (S3).

[0258] Subsequently, the control device 13 determines whether the estimated arrival time to the destination has been reached (S6). If the estimated arrival time has not been reached (S6: No), the process returns to step S2. If the estimated arrival time has been reached (S6: Yes), the process ends.

[0259] Figure 24 This illustrates a specific example of pre-cooling the air inside the vehicle compartment at a set time before ventilation during refrigeration operation.

[0260] like Figure 24 As shown in (a), for example, based on one ventilation cycle, a ventilation plan is generated from when passengers board until the vehicle reaches its destination (see reference). Figures 6-8 ).

[0261] Subsequently, as Figure 24 As shown in (b), the temperature inside the carriage is measured, and the relationship between the temperature inside the carriage and the target temperature is monitored in real time. Furthermore, based on... Figure 24(a) illustrates a ventilation plan that pre-cools the air inside the passenger compartment, lowering the temperature inside the compartment by a specified amount compared to the target temperature. Specifically, the air inside the passenger compartment is pre-cooled before ventilation begins and ends when ventilation begins. This maintains the temperature inside the passenger compartment within the range of "target temperature ± α". Therefore, even if ventilation causes temperature changes inside the passenger compartment, the impact on passenger comfort can be minimized. Furthermore, by pre-cooling, the compressor can be controlled to maintain a relatively constant rotational speed. This prevents frequent changes in the compressor's target speed, thus reducing the load on the compressor.

[0262] In addition, this embodiment provides an example of determining the timing of ventilation in advance based on the ventilation plan and performing pre-cooling or preheating before ventilation. However, if the timing of ventilation cannot be predicted in advance, the timing of ventilation can also be predicted based on the rising trend of carbon dioxide concentration in the compartment, and pre-cooling or preheating can be performed based on the prediction results.

[0263] As described above, the temperature difference between the interior temperature and the target temperature converges within a specified range, thus extending the ventilation time while suppressing passenger discomfort. Furthermore, since the ventilation volume is ensured, the frequency of ventilation can be reduced, and the load on compressors and other components is minimized.

[0264] <Target value setting process>

[0265] To suppress energy consumption, controlling the carbon dioxide concentration in the carriage to near its upper limit at the time of arrival at the destination could potentially affect passenger behavior after disembarking. Therefore, it is preferable to set the target value by predicting passenger behavior after disembarking. Thus, the control device 13 can execute... Figure 24 The ventilation control process is shown.

[0266] Figure 25 This is a flowchart of the ventilation control process executed by control device 13. Additionally, all steps except 3a are related to... Figure 4 The same process applies, therefore explanation is omitted.

[0267] like Figure 25 As shown, after executing steps S1 to S3, the control device 13 proceeds to step S3a. In step S3a, passenger behavior is predicted and a target value is set (S3a). For example, passenger behavior is predicted based on the destination, driving route, and passenger behavior patterns set by the navigation device 20. Specifically, it is predicted whether the passenger is going to school or commuting. Then, a target value (e.g., 1000 ppm) that will make the passenger feel comfortable is set as the target value. As a result, the passenger can disembark in a comfortable state and transition to post-disembarkation behavior.

[0268] Next, control device 13 generates an air exchange permitting area (S4) based on the target value set in step S3a. Afterwards, it performs... Figure 4 The same process applies.

[0269] Figure 26 This shows a specific example of the ventilation permission zone generated when predicting passenger behavior and setting target values. Additionally, with... Figure 2 Similarly, an example is given of generating the ventilation permit area using the rise rate 'a' and the threshold 'b'. Furthermore, for... Figure 26 (a) generates the ventilation permit area B, in Figure 26 (b) provides an example of generating the ventilation permit area C.

[0270] like Figure 26 As shown in (a), the method for generating and using the ventilation permit area B is... Figure 2 The described permissible ventilation area A (refer to) Figure 2 The generation method is the same. However, the difference between ventilation permit zone B and ventilation permit zone A is that the target value TG is set to a value lower than the upper limit. The target value is a concentration below the upper limit that effectively makes passengers feel comfortable. However, in Figure 26 In the example shown in (a), based on the rate of decrease in carbon dioxide concentration during ventilation, the carbon dioxide concentration in the carriage that changes from the upper limit to the target value TG at the expected arrival time t1 is set as threshold e. In the ventilation permit area B, the range above threshold b and below threshold e before reaching the destination is set as the permissible range of carbon dioxide concentration in the carriage.

[0271] However, in situations like ventilation permit zone B, where the carbon dioxide concentration in the carriage reaches the target value upon arrival at the destination, it may be impossible to maintain physical comfort during the journey, and therefore it cannot effectively ensure that passengers remain physically comfortable after disembarking.

[0272] Therefore, for example, such as Figure 26 As shown in (b), a preferred method is to generate a ventilation permit zone C, which sets the carbon dioxide concentration in the carriage below a target value before a predetermined time of arrival at the destination. The method for generating and using the ventilation permit zone C is as follows. Figure 2 The method used to generate the ventilation permit area A is the same. However, the difference between ventilation permit area B and ventilation permit area A is that the target value TG is set to a value lower than the upper limit. Furthermore, in Figure 26In the example shown in (b), the carbon dioxide concentration that changes from the predetermined time of arrival at the destination to the expected arrival time t1, which is below the upper limit and above the target value TG, is set as the threshold f. Then, ventilation is performed so that the carbon dioxide concentration from the predetermined time of arrival at the destination to the expected arrival time t1 is contained within the range above the threshold b and below the threshold f.

[0273] In situations where passengers want to feel comfortable upon arrival at their destination, such as during commutes, school trips, or when they need to work or study after getting off the bus, this technology can improve the quality of their behavior after disembarking.

[0274] As mentioned above, by setting target values ​​based on passenger behavior after the vehicle arrives at its destination, passengers can disembark with a comfortable experience.

[0275] [Effects of the Implementation Method]

[0276] (a1) A vehicle air conditioning device 1 capable of ventilating the passenger compartment includes: a concentration detection sensor 14a as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment; and a control device 13 as a ventilation control unit that controls the ventilation in the passenger compartment so that the carbon dioxide concentration in the passenger compartment converges to a range above the lower limit and below the upper limit.

[0277] This allows the carbon dioxide concentration inside the carriage to be maintained within a suitable range.

[0278] (a2) In the vehicle air conditioning unit 1 described in (a1) above, the control device 13, which is the ventilation control unit, calculates the rate of increase of carbon dioxide concentration in the passenger compartment based on the change of carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value of carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value based on the rate of increase of carbon dioxide concentration in the passenger compartment when the carbon dioxide concentration in the passenger compartment starts to rise from the lower limit and changes to the target value when the estimated arrival time is reached. It generates a ventilation permit area that defines the permissible range of carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of carbon dioxide concentration in the passenger compartment changes from a range above the lower limit and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. It controls the ventilation in the passenger compartment so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range defined by the ventilation permit area.

[0279] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0280] (b1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes: a concentration detection sensor 14a serving as a concentration detection unit for detecting carbon dioxide concentration in the passenger compartment; and a control device 13 serving as a ventilation control unit for controlling ventilation in the passenger compartment. The control device 13 calculates the rate of increase in carbon dioxide concentration in the passenger compartment based on changes in carbon dioxide concentration after passengers board, obtains the estimated arrival time from when passengers board until the vehicle reaches its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle reaches its destination, and sets the carbon dioxide concentration in the passenger compartment that increases from a lower limit value and changes to the target value at the estimated arrival time based on the rate of increase. A threshold is generated to establish a permissible ventilation zone for the carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time. This permissible range of carbon dioxide concentration in the passenger compartment changes from a range above the lower limit and below the upper limit based on the vehicle's travel time to a range above the threshold and below the upper limit. A prescribed ventilation rate is determined based on a prescribed ventilation rate, which is the upper limit of the reduction in carbon dioxide concentration when ventilation is performed, based on the carbon dioxide concentration obtained by subtracting the lower limit from the upper limit. The number of ventilations from when passengers board the vehicle until the vehicle reaches its destination is then controlled to ensure that the carbon dioxide concentration in the passenger compartment from when passengers board the vehicle until the vehicle reaches its destination converges within the range specified by the permissible ventilation zone.

[0281] Therefore, the carbon dioxide concentration can be brought within an acceptable range with the minimum necessary number of ventilations, thus suppressing the increase in energy consumption.

[0282] (c1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes a control device 13 as a ventilation control unit for controlling ventilation in the passenger compartment. The control device 13 predicts changes in the external air temperature along the driving path based on driving path information from the vehicle position when the passenger boards the vehicle to the destination, and increases the ventilation volume when the external air temperature approaches the target temperature inside the passenger compartment.

[0283] Therefore, by increasing the ventilation volume when the outside air temperature is close to the target temperature inside the vehicle, the air conditioning load during ventilation can be reduced, and the increase in energy consumption can be suppressed.

[0284] (c2) In the vehicle air conditioning unit 1 described in (c1) above, a concentration detection sensor 14a is included as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment. A control device 13, which is the ventilation control unit, calculates the rate of increase of the carbon dioxide concentration in the passenger compartment based on the change in the carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value for the carbon dioxide concentration in the passenger compartment that starts to rise from the lower limit value and changes to the target value when the estimated arrival time is reached based on the rate of increase. A ventilation permit area is generated that defines the permissible range of the carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of the carbon dioxide concentration in the passenger compartment changes from a range above the lower limit value and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. The ventilation in the passenger compartment is controlled so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range defined by the ventilation permit area.

[0285] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0286] (d1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13, as the ventilation control unit, changes the timing of ventilation in the passenger compartment or the amount of ventilation during ventilation in the passenger compartment according to the cooling request of the battery, which is a vehicle-mounted heating device.

[0287] This avoids the instantaneous high-speed request caused by the simultaneous occurrence of increased air conditioning load and battery temperature regulation requirements, thus suppressing the overall increase in vehicle power consumption. Furthermore, it prevents the compressor from operating under high load, thereby reducing its mechanical lifespan.

[0288] (d2) In the vehicle air conditioning unit 1 described in (d1) above, a concentration detection sensor 14a is included as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment. A control device 13, which is the ventilation control unit, calculates the rate of increase of the carbon dioxide concentration in the passenger compartment based on the change in the carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value for the carbon dioxide concentration in the passenger compartment that starts to rise from the lower limit value and changes when the carbon dioxide concentration reaches the target value at the estimated arrival time based on the rate of increase. A ventilation permit area is generated that defines the permissible range of the carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of the carbon dioxide concentration in the passenger compartment changes from a range above the lower limit value and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. The ventilation in the passenger compartment is controlled so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range defined by the ventilation permit area.

[0289] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0290] (e1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13, as the ventilation control unit, changes the timing of ventilation in the passenger compartment or the amount of ventilation during ventilation in the passenger compartment during the travel path from the vehicle position when the passenger boarded the vehicle to the destination, in the interval where the air quality deteriorates.

[0291] This can prevent factors that could harm passengers' health from entering the carriage.

[0292] (e2) In the vehicle air conditioning unit 1 described in (e1) above, a concentration detection sensor 14a is included as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment. A control device 13, which is the ventilation control unit, calculates the rate of increase of the carbon dioxide concentration in the passenger compartment based on the change in the carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value for the carbon dioxide concentration in the passenger compartment that starts to rise from the lower limit value and changes when the carbon dioxide concentration reaches the target value at the estimated arrival time based on the rate of increase. A ventilation permit area is generated that defines the permissible range of the carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of the carbon dioxide concentration in the passenger compartment changes from a range above the lower limit value and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. The ventilation in the passenger compartment is controlled so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range defined by the ventilation permit area.

[0293] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0294] (e3) In the vehicle air conditioning unit 1 described in (e1) above, the control device 13, which is the air exchange control unit, can output recommendation information and recommend a driving route to passengers in which the air quality will not deteriorate.

[0295] Therefore, by allowing passengers to set their own settings, factors that could harm their health can be prevented from entering the carriage.

[0296] (f2) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes: a concentration sensor 14a serving as a concentration detection unit for detecting carbon dioxide concentration in the passenger compartment; a weight sensor 14e serving as a passenger number change information output unit for outputting passenger number change information; and a control device 13 serving as a ventilation control unit for controlling ventilation in the passenger compartment. The control device 13 calculates the rate of increase in carbon dioxide concentration in the passenger compartment based on the change in carbon dioxide concentration after passengers board, obtains the estimated arrival time from when passengers board until the vehicle reaches its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and, based on the rate of increase, [the following is unclear and likely refers to a different air conditioning unit:] ... The carbon dioxide concentration in the carriage rises from a lower limit and reaches a target value at the expected arrival time, which is set as a threshold. A ventilation permit zone is generated, which specifies the permissible range of carbon dioxide concentration in the carriage corresponding to the vehicle's travel time. This range changes from above the lower limit and below the upper limit to above the threshold and below the upper limit based on the vehicle's travel time. When information about changes in the number of passengers in the carriage is input, the ventilation permit zone is regenerated, and ventilation in the carriage is controlled so that the carbon dioxide concentration in the carriage from when passengers board until the vehicle reaches its destination converges to the range specified by the ventilation permit zone.

[0297] Therefore, even if the number of passengers increases or decreases, ventilation can be carried out at the optimal time, thus suppressing the execution of ineffective ventilation.

[0298] (g1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes: an external air temperature sensor 14c serving as an external air temperature detection unit for detecting the external air temperature; an internal air temperature sensor 14b serving as an internal air temperature detection unit for measuring the air temperature inside the passenger compartment; and a control device 13 serving as a ventilation control unit for controlling ventilation inside the passenger compartment, wherein the control device 13 performs ventilation inside the passenger compartment when the external air temperature is closer to the target temperature inside the passenger compartment than the temperature inside the passenger compartment.

[0299] This avoids immediately performing ventilation after the cabin temperature reaches the target temperature. It also prevents the cabin temperature from deviating from the target temperature immediately after reaching it, thus reducing comfort. Furthermore, by replacing outside air with cabin air during startup, the air temperature is closer to the target cabin temperature than the outside air temperature, thus reducing the air conditioning load during startup. Additionally, since the frequency and volume of ventilation after startup are reduced, energy consumption is also controlled.

[0300] (g2) In the vehicle air conditioning unit 1 described in (g1) above, a concentration detection sensor 14a is included as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment. A control device 13, which is the ventilation control unit, calculates the rate of increase of the carbon dioxide concentration in the passenger compartment based on the change in the carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value for the carbon dioxide concentration in the passenger compartment that starts to rise from the lower limit value and changes to the target value when the estimated arrival time is reached based on the rate of increase. A ventilation permit area is generated that defines the permissible range of the carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of the carbon dioxide concentration in the passenger compartment changes from a range above the lower limit value and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. The ventilation in the passenger compartment is controlled so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range defined by the ventilation permit area.

[0301] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0302] (h1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes: an external air temperature sensor 14c serving as an external air temperature detection unit for detecting the external air temperature; an internal air temperature sensor 14b serving as an internal air temperature detection unit for measuring the air temperature inside the passenger compartment; and a control device 13 serving as a ventilation control unit for controlling ventilation inside the passenger compartment. The control device 13 adjusts the ventilation volume or ventilation time during ventilation inside the passenger compartment based on the target temperature inside the passenger compartment, the external air temperature, and the temperature inside the passenger compartment.

[0303] Therefore, the timing and volume of ventilation can be determined without affecting passenger comfort, and a ventilation plan can be generated based on this, thus preventing a decline in passenger comfort.

[0304] (h2) In the vehicle air conditioning unit 1 described in (h1) above, a concentration detection sensor 14a is included as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment. A control device 13, which is the ventilation control unit, calculates the rate of increase of the carbon dioxide concentration in the passenger compartment based on the change in the carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value for the carbon dioxide concentration in the passenger compartment that starts to rise from the lower limit value and changes when the carbon dioxide concentration reaches the target value at the estimated arrival time based on the rate of increase. A ventilation permit area is generated that defines the permissible range of the carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of the carbon dioxide concentration in the passenger compartment changes from a range above the lower limit value and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. The ventilation in the passenger compartment is controlled so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range defined by the ventilation permit area.

[0305] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0306] (i1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment, comprising a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment, wherein the control device 13 pre-cools or preheats the air in the passenger compartment according to the timing of ventilation in the passenger compartment.

[0307] As a result, the temperature difference between the interior temperature and the target temperature is kept within the specified range, thus extending the ventilation time while suppressing passenger discomfort. Furthermore, because the ventilation volume is ensured, the frequency of ventilation can be reduced, and the load on compressors and other components is minimized.

[0308] (i2) In the vehicle air conditioning unit 1 described in (i1) above, the control device 13, which is the ventilation control unit, calculates the rate of increase of carbon dioxide concentration in the passenger compartment based on the change of carbon dioxide concentration after the passenger boards the vehicle, obtains the estimated arrival time required from the time the passenger boards the vehicle to the time the vehicle arrives at its destination, sets a target value of carbon dioxide concentration in the passenger compartment when the vehicle arrives at its destination, and sets a threshold value based on the rate of increase of carbon dioxide concentration in the passenger compartment when the carbon dioxide concentration in the passenger compartment starts to rise from the lower limit and changes to the target value when the estimated arrival time is reached. It generates a ventilation permit area that specifies the permissible range of carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time, so that the permissible range of carbon dioxide concentration in the passenger compartment changes from a range above the lower limit and below the upper limit value according to the vehicle's travel time to a range above the threshold value and below the upper limit value. It controls the ventilation in the passenger compartment so that the carbon dioxide concentration in the passenger compartment from the time the passenger boards the vehicle to the time the vehicle arrives at its destination converges within the range specified by the ventilation permit area.

[0309] Therefore, by keeping the carbon dioxide concentration in the carriage within a suitable range, and by avoiding ineffective ventilation, it is possible to suppress the excessive introduction of outside air and reduce energy consumption.

[0310] (j1) A vehicle air conditioning unit 1 capable of ventilating the passenger compartment includes: a concentration detection sensor 14a serving as a concentration detection unit for detecting the carbon dioxide concentration in the passenger compartment; and a control device 13 serving as a ventilation control unit for controlling ventilation in the passenger compartment. The control device 13 calculates the rate of increase in carbon dioxide concentration in the passenger compartment based on changes in carbon dioxide concentration after passengers board, obtains the estimated arrival time from passenger boarding to the vehicle's destination, predicts passenger behavior after the vehicle arrives at its destination, and sets a target value for the carbon dioxide concentration in the passenger compartment upon arrival at the destination based on the predicted results. Based on the rate of increase, the carbon dioxide concentration in the carriage that rises from the lower limit and reaches the target value at the expected arrival time is set as the threshold. A ventilation permit area is generated that specifies the permissible range of carbon dioxide concentration in the carriage corresponding to the vehicle's travel time. This allows the permissible range of carbon dioxide concentration in the carriage to change from a range above the lower limit and below the upper limit to a range above the threshold and below the upper limit based on the vehicle's travel time. Ventilation in the carriage is controlled so that the carbon dioxide concentration in the carriage from when passengers board until the vehicle arrives at its destination converges within the range specified by the ventilation permit area.

[0311] Therefore, by setting target values ​​based on passenger behavior after the vehicle arrives at its destination, passengers can disembark with a comfortable experience.

[0312] The present invention has been described above by way of preferred embodiments, but the present invention is not limited to the above embodiments, and various modifications can be made within the scope of the present invention.

[0313] Label Explanation

[0314] 1. Vehicle air conditioning unit

[0315] 10. Heat transfer medium circuit

[0316] 11 Refrigerant Circuit

[0317] 12 HVAC units

[0318] 13 Control device

[0319] 13a Carbon Dioxide Rise Rate Calculation Department

[0320] 13b Estimated Time of Arrival Acquisition Department

[0321] 13c Target Value Setting Section

[0322] 13d Threshold Setting Unit

[0323] 13e Ventilation Permit Area Generation Department

[0324] 14 Sensors

[0325] 14a Concentration Detection Sensor

[0326] 14b Internal air temperature sensor

[0327] 14c External Air Temperature Sensor

[0328] 14d blow-out temperature sensor

[0329] 14e weight sensor

[0330] 15 Operations Department

[0331] 16 Display Section

[0332] 17 speakers

[0333] 18 Communication Bus

[0334] 19. Electric window device

[0335] 20. Navigation devices.

Claims

1. A vehicle air conditioning device capable of ventilating the passenger compartment, characterized in that, include: The concentration detection unit measures the carbon dioxide concentration inside the carriage. as well as The ventilation control unit controls the ventilation in the carriage so that the carbon dioxide concentration in the carriage is kept within a range above the lower limit and below the upper limit.

2. The vehicle air conditioning unit as described in claim 1, characterized in that, The ventilation control unit calculates the rate of increase in carbon dioxide concentration inside the carriage based on changes in carbon dioxide concentration after passengers board. Obtain the estimated arrival time from when passengers board the vehicle until the vehicle reaches its destination. Set a target value for the carbon dioxide concentration inside the vehicle when it arrives at its destination. Based on the rate of increase, the carbon dioxide concentration inside the carriage that rises from a lower limit and reaches a target value at the expected arrival time is set as the threshold. A permissible ventilation zone is generated, defining the allowable range of carbon dioxide concentration in the passenger compartment corresponding to the vehicle's travel time. This range changes from above the lower limit and below the upper limit to above the threshold and below the upper limit, depending on the vehicle's travel time. The ventilation inside the carriage is controlled so that the carbon dioxide concentration inside the carriage from when passengers board until the vehicle arrives at its destination is brought within the range specified by the ventilation permit area.

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