On-vehicle air conditioning control device and method and program

Abstract

To provide an on-vehicle air conditioning device which enables further power saving, and to provide an on-vehicle air conditioning method and a program.SOLUTION: An on-vehicle air conditioning device of the invention is a device for controlling on-vehicle air conditioners 6-1, 6-2 which adjust air in a vehicle cabin by blowing first conditioned air from first air outlets 7-11, 7-12 provided on a ceiling of the vehicle cabin and blowing second conditioned air from second air outlets 7-21 to 7-24 provided at the front of the vehicle cabin. The on-vehicle air conditioning device acquires a surface temperature of an occupant, acquires a vehicle cabin temperature in the vehicle cabin, and adjusts the first conditioned air based on the surface temperature and the second conditioned air based on the vehicle cabin temperature.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an on-board air conditioning control device, an on-board air conditioning control method, and an on-board air conditioning control program for controlling an on-board air conditioning device that is mounted in a vehicle and adjusts the air inside the vehicle cabin. [Background technology]

[0002] To make the environment inside the vehicle comfortable, there is conventionally known an in-vehicle air conditioner that blows out conditioned air from an outlet provided on an instrument panel or an outlet provided at the feet. In such an in-vehicle air conditioner, the conditioned air is blown out from approximately in front of the occupant seated in the seat, so there is a risk that the front of the occupant may be overcooled or overheated. For this reason, for example, Patent Document 1 proposes an in-vehicle air conditioner that has an outlet provided in the ceiling of the vehicle compartment.

[0003] The automotive air conditioning system disclosed in Patent Document 1 is a system applied to an automobile in which seats for occupants are installed in the passenger compartment, and includes an air conditioning device that generates conditioned air, an air outlet that opens into the ceiling part of the passenger compartment and blows the conditioned air generated by the air conditioning device into the passenger compartment, a blow-out adjustment mechanism that adjusts the blow-out range of the conditioned air blown out from the air outlet, a drive unit that drives the blow-out adjustment mechanism, and a control device that controls the drive unit. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6958524 (Patent Publication No. 2020-44995) Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, in recent years, vehicles have become increasingly electrified, and there is a demand for power saving in the electrically powered parts. To reduce the power consumption of the vehicle air conditioner, there is room for improvement in the control of the vehicle air conditioner.

[0006] The present invention has been made in consideration of the above-mentioned circumstances, and has an object to provide an in-vehicle air-conditioning control device, an in-vehicle air-conditioning control method, and an in-vehicle air-conditioning control program that can achieve greater power saving. [Means for solving the problem]

[0007] As a result of various studies, the inventor of the present invention found that the above object can be achieved by the present invention described below. That is, an in-vehicle air-conditioning control device according to one aspect of the present invention is a device for controlling an in-vehicle air-conditioning device that adjusts the air in a vehicle cabin by blowing down a first conditioned air from a first outlet provided in the ceiling of the vehicle cabin and blowing out a second conditioned air from a second outlet provided in the front of the vehicle cabin, and includes a first temperature acquisition unit that acquires a surface temperature of an occupant, a second temperature acquisition unit that acquires a vehicle cabin temperature in the vehicle cabin, a first adjustment unit that adjusts the first conditioned air based on the surface temperature acquired by the first temperature acquisition unit, and a second adjustment unit that adjusts the second conditioned air based on the vehicle cabin temperature acquired by the second temperature acquisition unit. In the above-mentioned in-vehicle air-conditioning control device, preferably, the surface temperature is the surface temperature of the head (e.g., face) of the occupant.

[0008] The first conditioned air blown down from the first air outlet can generally cool the trunk of the occupant, and since it flows along the occupant, the heat exchange area between the first conditioned air and the occupant can be increased, and the occupant can be cooled efficiently. The second conditioned air blown out from the second air outlet can effectively cool the occupant's parts other than the trunk, such as the hands and arms. The above-mentioned vehicle-mounted air-conditioning control device adjusts the first conditioned air that can efficiently cool the occupant's trunk according to the surface temperature of the occupant, so that the occupant can be cooled more efficiently and power saving is possible. There is a temperature distribution according to the parts of the occupant, and it is difficult to respond to the temperature distribution only with the surface temperature of the occupant acquired by the first temperature acquisition unit, while the surface temperature of the occupant's hands and arms other than the trunk fluctuates as a result of the way in which the second conditioned air hits them changing depending on, for example, the physique and posture of the occupant. The above-mentioned vehicle-mounted air-conditioning control device adjusts the second conditioned air, which can effectively cool the occupants' bodies, such as their hands and arms, excluding their trunks, based on the vehicle interior temperature, and therefore can provide stable control and reduce power consumption. Therefore, the vehicle-mounted air-conditioning control device can further reduce power consumption.

[0009] In another aspect, in the above-mentioned vehicle-mounted air-conditioning control device, during cooling, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively, and the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to become a second initial target airflow rate and a second target temperature, respectively, and the second adjustment unit further adjusts the vehicle interior temperature acquired by the second temperature acquisition unit to become the target vehicle interior temperature before the surface temperature acquired by the first temperature acquisition unit becomes the target surface temperature. When the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature, the first adjustment unit adjusts the second airflow rate of the second air-conditioned air to a secondA target airflow rate that is less than the second initial target airflow rate, and when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature, the first adjustment unit further adjusts the first airflow rate of the first air-conditioned air to a firstC target airflow rate that is less than the first initial target airflow rate, and when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature, the second adjustment unit further adjusts the second airflow rate of the second air-conditioned air to a secondB target airflow rate that is less than the secondA target airflow rate.

[0010] When the first and second air outlets are used in combination, the vehicle interior temperature usually drops faster than the surface temperature of the occupant. When the vehicle interior temperature reaches the target vehicle interior temperature, the vehicle air conditioning control device adjusts the second airflow rate of the second conditioned air to a secondA target airflow rate that is lower than the second initial target airflow rate. This allows the vehicle air conditioning control device to consume power appropriately in adjusting the second conditioned air, resulting in greater power savings. When the surface temperature reaches the target surface temperature, the vehicle air conditioning control device adjusts the first airflow rate of the first conditioned air to a firstC target airflow rate that is lower than the first initial target airflow rate, and accordingly adjusts the second airflow rate of the second conditioned air to a secondB target airflow rate that is lower than the secondA target airflow rate. Therefore, by reducing the second airflow rate, the vehicle-mounted air-conditioning control device can reduce the amount of the first conditioned air blown down by reducing the first airflow rate being blown backward by the second conditioned air blown from the front to the rear, and can efficiently cool the occupants with the first conditioned air even when the first airflow rate is reduced. Therefore, the vehicle-mounted air-conditioning control device can further save power.

[0011] In another aspect, in the above-mentioned vehicle-mounted air-conditioning control device, during cooling, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively, and the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to become a second initial target airflow rate and a second target temperature, respectively, and the first adjustment unit further adjusts a surface temperature acquired by the first temperature acquisition unit to become a target surface temperature before the passenger compartment temperature acquired by the second temperature acquisition unit becomes a target passenger compartment temperature. the first adjustment unit adjusts the first airflow rate of the first conditioned air to a firstA target airflow rate which is less than the first initial target airflow rate when the cabin temperature acquired by the second temperature acquisition unit reaches the target cabin temperature, and the first adjustment unit further adjusts the first airflow rate of the first air-conditioned air to a firstB target airflow rate which is less than the firstA target airflow rate when the cabin temperature acquired by the second temperature acquisition unit reaches the target cabin temperature, and the second adjustment unit further adjusts the second airflow rate of the second air-conditioned air to a secondC target airflow rate which is less than the second initial target airflow rate when the cabin temperature acquired by the second temperature acquisition unit reaches the target cabin temperature.

[0012] Even when the first and second air outlets are used in combination, the surface temperature of the occupant may drop faster than the vehicle interior temperature. The vehicle air conditioning control device adjusts the first airflow rate of the first conditioned air to a 1A target airflow rate that is lower than the first initial target airflow rate when the surface temperature reaches the target surface temperature. Therefore, the vehicle air conditioning control device can appropriately consume power in adjusting the first conditioned air, thereby enabling further power saving. The vehicle air conditioning control device adjusts the second airflow rate of the second conditioned air to a 2C target airflow rate that is lower than the second initial target airflow rate when the vehicle interior temperature reaches the target vehicle interior temperature. Therefore, the vehicle air conditioning control device can appropriately consume power in adjusting the second conditioned air, thereby enabling further power saving. Then, the vehicle air conditioning control device adjusts the first airflow rate of the first conditioned air to a 1B target airflow rate that is lower than the 1A target airflow rate when the vehicle interior temperature reaches the target vehicle interior temperature, in accordance with the adjustment of the second airflow rate. Therefore, in the above-mentioned vehicle-mounted air-conditioning control device, when the second airflow rate is reduced, the first conditioned air is less likely to be blown rearward by the second conditioned air, so that the first conditioned air can efficiently cool the occupants even when the first airflow rate is reduced. Therefore, the above-mentioned vehicle-mounted air-conditioning control device can further save power.

[0013] In another aspect, in the above-mentioned vehicle air conditioning control device, the vehicle air conditioner further includes a third air outlet for a defroster that blows out a third conditioned air, and a third adjustment unit that blows out the third conditioned air from the third air outlet for a first predetermined time when the passenger compartment temperature acquired by the second temperature acquisition unit is equal to or higher than a first high temperature judgment threshold, and during cooling, the first and second adjustment units stop blowing out the first and second conditioned air for the first predetermined time and adjust the first and second conditioned air after the first predetermined time has elapsed.

[0014] When a vehicle is parked in a high-temperature environment, the interior of the vehicle may become hot. When the vehicle interior temperature is equal to or higher than the first high-temperature determination threshold, the vehicle air-conditioning control device blows out the third conditioned air from the third air outlet for a first predetermined time, thereby purging (expelling) the hot air in the vehicle interior to the outside of the vehicle interior, and adjusts the first and second conditioned airs after the first predetermined time has elapsed, thereby efficiently adjusting the first and second conditioned airs and thus achieving further power saving.

[0015] In another aspect, in the above-mentioned vehicle-mounted air-conditioning control device, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively, after the first predetermined time has elapsed, the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to become a second initial target airflow rate and a second target temperature, respectively, after the first predetermined time has elapsed, and the second adjustment unit further adjusts a passenger compartment surface temperature acquired by the second temperature acquisition unit before the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature. When the temperature reaches the target cabin temperature, the first adjustment unit adjusts the second airflow rate of the second air-conditioned air to a secondD target airflow rate that is less than the second initial target airflow rate, and when the surface temperature acquired by the first temperature acquisition unit reaches the target surface temperature, the first adjustment unit further adjusts the first airflow rate of the first air-conditioned air to a firstD target airflow rate that is less than the first initial target airflow rate, and when the surface temperature acquired by the first temperature acquisition unit reaches the target surface temperature, the second adjustment unit further adjusts the second airflow rate of the second air-conditioned air to a secondE target airflow rate that is less than the secondD target airflow rate.

[0016] 10 is an example of a specific mode of adjustment of the first and second conditioned airs after the first predetermined time has elapsed.

[0017] In another aspect, the above-mentioned vehicle air conditioning control device further includes a third temperature acquisition unit that acquires the outlet temperature of the first air-conditioned air at the first outlet, and during cooling, the first adjustment unit adjusts the first air volume and the first temperature of the first air-conditioned air to be a first initial target air volume and a first target temperature, respectively, and when the outlet temperature acquired by the third temperature acquisition unit is equal to or higher than a second high temperature judgment threshold, the first adjustment unit further adjusts the first air volume and the first temperature of the first air-conditioned air to be a firstF target air volume and a first target temperature that are less than the first initial target air volume, respectively, until the outlet temperature acquired by the third temperature acquisition unit becomes less than the second high temperature judgment threshold, and adjusts the first air volume and the first temperature of the first air-conditioned air to be a firstF target air volume and a first target temperature, respectively, after the outlet temperature acquired by the third temperature acquisition unit becomes less than the second high temperature judgment threshold.

[0018] When the air outlet temperature is equal to or higher than the second high temperature judgment threshold, such an in-vehicle air conditioning control device adjusts the first air volume to a firstF target air volume that is lower than the first initial target air volume until the air outlet temperature becomes less than the second high temperature judgment threshold, and after the second conditioned air has lowered the cabin temperature during that time, adjusts the first air volume to the first initial target air volume.This means that the first conditioned air can be adjusted efficiently, resulting in greater power savings.

[0019] In another aspect, in the above-mentioned vehicle-mounted air-conditioning control device, the second adjustment unit adjusts the second airflow rate and the second temperature of the second conditioned air to be a second initial target airflow rate and a second target temperature, respectively, and the second adjustment unit further adjusts the second airflow rate of the second conditioned air to be a secondF target airflow rate that is lower than the second initial target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes the target vehicle interior temperature before the surface temperature acquired by the first temperature acquisition unit becomes the target surface temperature, The first adjustment unit further adjusts the first airflow rate of the first conditioned air to a firstG target airflow rate that is less than the first initial target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature after the air outlet temperature acquired by the third temperature acquisition unit becomes less than the second high temperature judgment threshold, and the second adjustment unit further adjusts the second airflow rate of the second conditioned air to a secondG target airflow rate that is less than the secondF target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes the target surface temperature.

[0020] 10 is an example of a specific mode of adjustment of the first and second conditioned airs after the second predetermined time has elapsed.

[0021] In another aspect, the above-mentioned vehicle-mounted air-conditioning control device further includes a solar radiation amount acquisition unit that acquires an amount of solar radiation, and an outside air temperature acquisition unit that acquires an outside air temperature, and during cooling, when the amount of solar radiation acquired by the solar radiation amount acquisition unit is equal to or greater than a solar radiation amount determination threshold and the outside air temperature acquired by the outside air temperature acquisition unit is equal to or greater than an outside air temperature determination threshold, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first maximum airflow rate and a first target temperature, respectively, when the amount of solar radiation acquired by the solar radiation amount acquisition unit is equal to or greater than a solar radiation amount determination threshold and the outside air temperature acquired by the outside air temperature acquisition unit is equal to or greater than an outside air temperature determination threshold, and the second adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first maximum airflow rate and a first target temperature, respectively, when the amount of solar radiation acquired by the solar radiation amount acquisition unit is equal to or greater than the solar radiation amount determination threshold and the outside air temperature acquired by the outside air temperature acquisition unit is equal to or greater than a is equal to or greater than the outside air temperature determination threshold, the first adjustment unit adjusts the second airflow rate and the second temperature of the second air-conditioned air to become a second maximum airflow rate and a second target temperature, respectively, when the surface temperature acquired by the first temperature acquisition unit becomes the target surface temperature, and the second adjustment unit further adjusts the second airflow rate of the second air-conditioned air to become a secondH target airflow rate that is less than the second maximum airflow rate, when the surface temperature acquired by the first temperature acquisition unit becomes the target surface temperature.

[0022] When there is a lot of solar radiation and the outside temperature is high, for example, during a hot summer day, the temperature inside the vehicle cabin becomes high. The vehicle air conditioning control device adjusts the first and second conditioned air so that the first and second airflow rates become the first and second maximum airflow rates, so that the air inside the vehicle cabin can be adjusted in a shorter time.

[0023] In another aspect, the above-mentioned vehicle-mounted air-conditioning control device further includes a seat angle acquisition unit that acquires a seat angle between a seat cushion and a seat back in a seat provided in the vehicle cabin, and a seat back state determination unit that determines whether the state of the seat back is in a backward state in which the seat back is tilted further rearward than an upright state based on the seat angle acquired by the seat angle acquisition unit, and during cooling, when the seat back state determination unit determines that the state of the seat back is in the backward state, the first adjustment unit adjusts a first air volume and a first temperature in the first conditioned air to be a first maximum air volume and a first target temperature, respectively. and when the seat back state determination unit determines that the state of the seat back is the reclined state, the second adjustment unit adjusts the second airflow rate and the second temperature of the second conditioned air to a second maximum airflow rate and a second target temperature, respectively, and the first adjustment unit further adjusts the first airflow rate of the first conditioned air to a firstI target airflow rate that is smaller than the first maximum airflow rate when the surface temperature acquired by the first temperature acquisition unit reaches the target surface temperature, and the second adjustment unit further adjusts the second airflow rate of the second conditioned air to a secondI target airflow rate that is smaller than the second maximum airflow rate when the surface temperature acquired by the first temperature acquisition unit reaches the target surface temperature. Preferably, in the above-mentioned in-vehicle air conditioning control device, the first target temperature when the seat back is in the reclined state is higher than the first target temperature when the seat back is in the upright state.

[0024] The distance from each of the first and second air outlets to the occupant is longer when the seat back is in a reclined position than when the seat back is in an upright position. When the seat back is in a reclined position, the vehicle air conditioning control device adjusts the first and second air volumes to be different from the air volumes when the seat back is in an upright position, specifically to the first and second maximum air volumes, so that the occupant in the seat when the seat back is in a reclined position can be cooled.

[0025] In another aspect, in the above-mentioned vehicle-mounted air-conditioning control device, the vehicle-mounted air-conditioning device further includes a fourth air outlet that blows out a fourth conditioned air for feet, and further includes a fourth adjustment unit that adjusts the fourth conditioned air based on the vehicle interior temperature acquired by the second temperature acquisition unit, and during heating, the first adjustment unit adjusts a first air volume and a first temperature of the first conditioned air to become a first initial target air volume and a first target temperature, respectively, and the fourth adjustment unit adjusts a fourth air volume and a fourth temperature of the fourth conditioned air to become a fourth initial target air volume and a fourth target temperature, respectively, and the first adjustment unit further adjusts When the surface temperature acquired by the first temperature acquisition unit becomes the target surface temperature before the acquired vehicle interior temperature becomes the target vehicle interior temperature, the first adjustment unit adjusts the first airflow rate of the first conditioned air to a firstJ target airflow rate which is less than the first initial target airflow rate, when the vehicle interior temperature acquired by the second temperature acquisition unit becomes the target vehicle interior temperature, and the first adjustment unit further adjusts the first airflow rate of the first air-conditioned air to a firstK target airflow rate which is less than the firstJ target airflow rate, when the vehicle interior temperature acquired by the second temperature acquisition unit becomes the target vehicle interior temperature, and the fourth adjustment unit further adjusts the fourth airflow rate of the fourth air-conditioned air to a fourthA target airflow rate which is less than the fourth initial target airflow rate, when the vehicle interior temperature acquired by the second temperature acquisition unit becomes the target vehicle interior temperature.

[0026] Such an on-board air conditioning control device adjusts the first airflow rate of the first conditioned air to a firstJ target airflow rate that is lower than the first initial target airflow rate when the surface temperature reaches the target surface temperature, and adjusts the first airflow rate of the first conditioned air to a firstK target airflow rate that is lower than the firstJ target airflow rate when the vehicle interior temperature reaches the target vehicle interior temperature. In this way, the on-board air conditioning control device adjusts the first airflow rate in two stages, so that the first conditioned air can be adjusted efficiently and further power savings can be achieved.

[0027] In another aspect, in the above-mentioned vehicle air conditioning control device, the first adjustment unit further adjusts the first conditioned air based on the cabin temperature acquired by the second temperature acquisition unit, and the second adjustment unit further adjusts the second conditioned air based on the surface temperature acquired by the first temperature acquisition unit.

[0028] In such an on-board air-conditioning control device, when the first adjustment unit further adjusts the first conditioned air based on the vehicle cabin temperature, not only the surface temperature but also the vehicle cabin temperature can be taken into consideration in adjusting the first conditioned air, and when the second adjustment unit further adjusts the second conditioned air based on the surface temperature, not only the vehicle cabin temperature but also the surface temperature can be taken into consideration in adjusting the second conditioned air. For example, when adjusting the conditioned air by a linear sum of the weighted surface temperature and the vehicle cabin temperature, in adjusting the first conditioned air, the weight of the surface temperature is set larger than the weight of the vehicle cabin temperature, and in adjusting the second conditioned air, the weight of the vehicle cabin temperature is set larger than the weight of the surface temperature.

[0029] Another aspect of the present invention relates to an in-vehicle air-conditioning control method, which is a method for controlling an in-vehicle air-conditioning device that adjusts the air in a vehicle cabin by blowing down a first conditioned air from a first outlet provided in the ceiling of the vehicle cabin and blowing out a second conditioned air from a second outlet provided in the front of the vehicle cabin, and includes a first temperature acquisition step of acquiring a surface temperature of an occupant, a second temperature acquisition step of acquiring a cabin temperature inside the vehicle cabin, a first adjustment step of adjusting the first conditioned air based on the surface temperature acquired in the first temperature acquisition step, and a second adjustment step of adjusting the second conditioned air based on the cabin temperature acquired in the second temperature acquisition step.

[0030] Such an in-vehicle air-conditioning control method adjusts the first conditioned air, which can efficiently cool the occupant's trunk, based on the surface temperature of the occupant, so that the occupant can be cooled more efficiently and power saving is possible.The above-mentioned in-vehicle air-conditioning control method adjusts the second conditioned air, which can effectively cool the occupant's hands and arms, for example, other than the trunk, based on the vehicle interior temperature, so that stable control is possible and power saving is possible.Therefore, the above-mentioned in-vehicle air-conditioning control method can further reduce power consumption.

[0031] Another aspect of the present invention relates to an in-vehicle air conditioning control program, which is a program for controlling an in-vehicle air conditioning device that adjusts the air inside a vehicle cabin by blowing down a first conditioned air from a first outlet provided in the ceiling of the vehicle cabin and blowing out a second conditioned air from a second outlet provided in the front of the vehicle cabin, and which causes a computer to function as any of the above-mentioned in-vehicle air conditioning control devices.

[0032] This makes it possible to provide an on-board air-conditioning control program, which provides the same effects as the above-mentioned on-board air-conditioning control devices. Effect of the Invention

[0033] The vehicle air conditioning control device, the vehicle air conditioning control method, and the vehicle air conditioning control program according to the present invention can achieve further power saving. [Brief description of the drawings]

[0034] [Figure 1] 1 is a block diagram showing an electrical configuration of an in-vehicle air conditioning system according to an embodiment; [Diagram 2] FIG. 2 is a diagram for explaining a vehicle equipped with the vehicle-mounted air conditioning system. [Diagram 3] 4 is a flowchart showing a main operation regarding vehicle air conditioning control. [Figure 4] 4 is a flowchart showing an operation relating to the basic mode shown in FIG. 3. [Diagram 5] 5 is a time chart for explaining the basic mode in the first embodiment. [Figure 6] 6 is a time chart for explaining the basic mode in the second embodiment. [Figure 7] 4 is a flowchart showing an operation relating to a vehicle interior high temperature mode shown in FIG. 3. [Figure 8] 5 is a time chart for explaining the vehicle interior high temperature mode. [Figure 9] 4 is a flowchart showing an operation relating to a first air outlet high temperature mode shown in FIG. 3. [Figure 10] 5 is a time chart for illustrating the first outlet high temperature mode. [Figure 11] 4 is a flowchart showing an operation relating to the extreme heat mode shown in FIG. 3. [Figure 12] 4 is a time chart for explaining the extreme heat mode. [Figure 13] 4 is a flowchart showing an operation relating to a seat tilting mode shown in FIG. 3. [Figure 14] 5 is a time chart for explaining the seat reclining mode. [Figure 15] 13 is a flowchart showing an operation during heating. [Figure 16] 5 is a time chart for explaining an operation during heating. [Figure 17] FIG. 13 is a diagram for explaining the effects of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0035] Hereinafter, one or more embodiments of the present invention will be described with reference to the drawings. However, the scope of the invention is not limited to the disclosed embodiments. In addition, configurations with the same reference numerals in each drawing indicate that they are the same configurations, and their description will be omitted as appropriate. In this specification, when referring to a general term, a reference numeral without a subscript is used, and when referring to an individual configuration, a reference numeral with a subscript is used.

[0036] The vehicle air conditioning control device in the embodiment is a device that controls an in-vehicle air conditioner that adjusts the air in the vehicle cabin by blowing down a first conditioned air from a first outlet provided on the ceiling of the vehicle cabin and blowing out a second conditioned air from a second outlet provided in the front of the vehicle cabin. This vehicle air conditioning control device includes a first temperature acquisition unit that acquires a surface temperature of an occupant, a second temperature acquisition unit that acquires a vehicle cabin temperature in the vehicle cabin, a first adjustment unit that adjusts the first conditioned air based on the surface temperature acquired by the first temperature acquisition unit, and a second adjustment unit that adjusts the second conditioned air based on the vehicle cabin temperature acquired by the second temperature acquisition unit. Hereinafter, the vehicle air conditioning control device and the vehicle air conditioning control method and vehicle air conditioning control program implemented therein will be described in more detail using a vehicle air conditioning system equipped with such a vehicle air conditioning control device.

[0037] Fig. 1 is a block diagram showing the electrical configuration of an in-vehicle air conditioning system in an embodiment. Fig. 2 is a diagram for explaining a vehicle equipped with the in-vehicle air conditioning system. Fig. 2A is a schematic diagram showing the configuration of the interior of the vehicle, and Fig. 2B is a schematic diagram of the vehicle viewed from above. In Fig. 2A, "FR" indicates the front of the vehicle, "RE" indicates the rear of the vehicle, "UP" indicates the upper side of the vehicle, and "LO" indicates the lower side of the vehicle.

[0038] The vehicle air conditioning system 1000 in the embodiment is mounted on a vehicle VC and, for example, as shown in Figures 1 and 2, includes a surface temperature sensor 1-1, a first temperature sensor 1-2, a second temperature sensor 1-3, a solar radiation sensor 1-4, a third temperature sensor 1-5, a seat angle sensor 1-6, a communications network 2, an interface unit (IF unit) 3, a control processing unit 4, a memory unit 5, a first air conditioner 6-1, and a second air conditioner 6-2.

[0039] The vehicle VC is provided with a front window FW that separates the interior of the vehicle from the exterior of the vehicle. The front window FW is made of glass. The vehicle VC is provided with a front door FD and a rear door RD. The front door FD is provided with an openable front side window FDa at the top, and a front door trim FDb, which is an interior member, at the bottom. The rear door RD is also provided with an openable rear side window RDa at the top, and a rear door trim RDb, which is an interior member, at the bottom. The vehicle VC is also provided with a front door FD and a rear door RD on the front side of the paper of FIG. 2A, but these are omitted from FIG. 2A. The rear window and the like provided on the rear side of the vehicle VC are also omitted from FIG. 2A.

[0040] A seat ST for an occupant OC to sit on is provided within the vehicle cabin. Note that Fig. 2A illustrates only the driver's seat ST on which the driver sits. A passenger seat is also provided within the vehicle cabin on the front side of Fig. 2A, but is not illustrated in Fig. 2A. The seat ST includes a seat cushion SC forming a seat surface, a seat back SB that serves as a backrest and is attached at its lower end (one end) to the rear end (other end) of the seat cushion SC, and a pillow-shaped headrest HR that is attached to the upper end (other end) of the seat back SB.

[0041] An instrument panel IP is provided below the front end portion of the front window FW inside the vehicle cabin. The instrument panel IP is provided with a meter cluster for displaying various information related to the running of the vehicle VC, an input unit for inputting various command information, etc. The input unit also includes an input unit (not shown) for the occupant OC to input instructions related to the air conditioner (vehicle air conditioner) 6 (6-1, 6-2).

[0042] A steering wheel SW is disposed in front of the seat back SB of the seat ST. The steering wheel SW is disposed in a position where the driver (occupant OC) seated in the seat ST can grasp it by extending his / her arms.

[0043] The first air conditioner (first HVAC; Heating, Ventilation and Conditioning) 6-1 is an in-vehicle air conditioner mounted on the vehicle VC, connected to the control processor 4, and regulating the air in the vehicle compartment CB according to a control signal from the control processor 4. As shown in FIG. 2, the first air conditioner 6-1 blows down the first conditioned air from a first air outlet 7-1 (7-11, 7-12) provided in the ceiling of the vehicle compartment CB. In the example shown in FIG. 2, the first air outlet 7 includes a first air outlet 7-11 provided in a portion above the driver's seat ST on the ceiling, and a first air outlet 7-12 provided in a portion above the passenger seat (not shown) on the ceiling. More specifically, for example, the first air outlet 7-11 is provided in a portion of the ceiling above the head of a standard-sized occupant OC when the standard-sized occupant OC sits on the driver's seat ST when the driver's seat ST is in a standard position (default position). Similarly, the 1B air outlet 7-12 is provided in the ceiling portion above the head of an occupant OC with a standard build when the passenger seat is in the standard position (default position) and the occupant OC with a standard build sits in the passenger seat. The standard build may be determined based on the destination of the vehicle VC. The first air conditioner 6-1 is connected to the 1A and 1B air outlets 7-11, 7-12 by ducts (communication passages) or the like.

[0044] The second air conditioner (second HVAC) 6-2 is an in-vehicle air conditioner that is mounted on the vehicle VC and connected to the control processor 4 to adjust the air in the vehicle compartment CB according to a control signal from the control processor 4. The second air conditioner 6-2 blows out second conditioned air from second air outlets 7-2 (7-21 to 7-24) provided at the front of the vehicle compartment CB, blows out third conditioned air from a third air outlet 7-3 for the defroster, and blows out fourth conditioned air for the feet from a fourth air outlet 7-4. These second to fourth air outlets 7-2 to 7-4 are provided in the same manner as in a typical vehicle. For example, the second air outlet 7-2 includes 2A and 2B air outlets 7-21, 7-22 for the driver's seat side and 2C and 2D air outlets 7-23, 7-24 for the passenger's seat side, and the 2A and 2B air outlets 7-21, 7-22 are provided on the instrument panel IP at the left and right positions across the steering wheel SW so that the second conditioned air blows onto the hands and arms of a standard-sized occupant OC when the standard-sized occupant OC sits on the driver's seat ST when the driver's seat ST is in the standard position. The 2C and 2D air outlets 7-23, 7-24 are provided on the instrument panel IP at positions symmetrical to the 2B and 2A air outlets 7-22, 7-21. The third air outlet 7-3 is provided on the instrument panel IP at the boundary with the front window FW so that the third conditioned air flows from the bottom of the front window FW upward along the front window FW. The fourth air outlet 7-4 is provided on the bottom of the instrument panel IP so that the fourth conditioned air flows from the front to the rear along the floor. The second air conditioner 6-2 is connected to the secondA to secondD air outlets 7-21 to 7-24, the third air outlet 7-3 and the fourth air outlet 7-4 by ducts (communication passages) or the like.

[0045] The surface temperature sensor 1-1 is a sensor connected to the communication network 2 and measures the surface temperature of an occupant of the vehicle VC. The surface temperature sensor 1-1 is configured to include, for example, an infrared camera (thermography camera) for visualizing infrared rays emitted from an object. The infrared camera is, for example, a digital infrared camera including an imaging optical system that forms an infrared optical image of an imaging target on a predetermined imaging plane, an image sensor that is arranged with its light receiving surface aligned with the imaging plane and converts the infrared optical image of the imaging target into an electrical signal, and an image processing unit that generates infrared image data that is data representing an infrared image (infrared image) of the imaging target by image processing the output of the image sensor. In the infrared image, the temperature of the imaging target reflected in a pixel is represented by the pixel value of the pixel. The surface temperature sensor 1-1 is disposed in the vehicle interior CB so as to image a predetermined area (imaging area) including the head (for example, face) of a driver (occupant OC) seated in the seat ST. The surface temperature sensor 1-1 is disposed, for example, on the upper inner portion of a front pillar, or on the boundary portion between the ceiling of the vehicle interior CB and the front window FW, or on the end portion of the rear-view mirror on the seat ST side, or on a display device or the like provided on the instrument panel IP. The surface temperature sensor 1-1 outputs its measurement result (infrared image data in the above example) to the control processing unit 4 via the communication network 2 and the IF unit 3.

[0046] The first temperature sensor 1-2 is a sensor that is connected to the communication network 2 and measures the temperature inside the vehicle cabin (vehicle interior temperature). The first temperature sensor 1-2 is disposed inside the vehicle cabin. For example, the first temperature sensor 1-2 is disposed in an instrument panel IP. The first temperature sensor 1-2 outputs its measurement result (vehicle interior temperature) to the control processing unit 4 via the communication network 2 and the IF unit 3.

[0047] The second temperature sensor 1-3 is a sensor that is connected to the communication network 2 and measures the outside air temperature outside the vehicle cabin. The second temperature sensor 1-3 is disposed outside the vehicle cabin so as to be exposed to the outside air. For example, the second temperature sensor 1-3 is disposed on the rear surface of the front bumper. The second temperature sensor 1-3 outputs its measurement result (outside air temperature) to the control processing unit 4 via the communication network 2 and the IF unit 3.

[0048] The solar radiation sensor 1-4 is a sensor that is connected to the communication network 2 and measures the amount of solar radiation (e.g., total solar radiation) outside the vehicle cabin. The solar radiation sensor 1-4 is disposed outside or inside the vehicle cabin so as to face the sky. For example, the solar radiation sensor 1-4 is disposed at the front end (front window FW side) of the instrument panel IP. The solar radiation sensor 1-4 outputs its measurement result (amount of solar radiation) to the control processing unit 4 via the communication network 2 and the IF unit 3.

[0049] The third temperature sensor 1-5 is a sensor that is connected to the communication network 2 and measures the temperature (air outlet temperature) of the first conditioned air at the first air outlet 7. The third temperature sensor 1-5 is disposed, for example, in a portion adjacent to the first air outlet 7-11 disposed in a portion above the seat ST on the ceiling of the vehicle compartment CB. The third temperature sensor 1-5 outputs the measurement result (air outlet temperature) to the control processing unit 4 via the communication network 2 and the IF unit 3.

[0050] The seat angle sensor 1-6 is a sensor that is connected to the communication network 2 and measures the angle (seat angle) between the seat cushion SC and the seat back SB in the seat ST. For example, the seat angle sensor 1-6 is configured with a gyro sensor disposed in the seat back SB. The seat angle sensor 1-6 outputs the measurement result (seat angle) to the control processing unit 4 via the communication network 2 and the IF unit 3.

[0051] The communication network 2 is a transmission path for transmitting and receiving communication signals, communicatively connecting each of the sensors 1-1 to 1-6 and the IF unit 3. For the communication network 2, for example, a Controller Area Network (CAN) standardized in the ISO11898 series is used.

[0052] The IF unit 3 is an interface circuit that is connected to the communication network 2 and the control processing unit 4, receives each communication signal from each of the sensors 1-1 to 1-6, outputs each piece of information (each piece of data) contained in each of the received communication signals to the control processing unit 4, and contains the information output from the control processing unit 4 in a communication signal and transmits the communication signal to the destination sensor 1.

[0053] The IF unit 3 corresponds to an example of a first temperature acquisition unit that acquires the surface temperature of the occupant. In this embodiment, the surface temperature sensor 1-1 is connected to the control processing unit 4 via the communication network 2 and the IF unit 3, but it may be connected to the control processing unit 4 by a signal line. In this case, the surface temperature sensor 1-1 corresponds to another example of the first temperature acquisition unit.

[0054] Similarly, the IF unit 3 corresponds to an example of a second temperature acquisition unit that acquires the vehicle interior temperature in the vehicle cabin. In this embodiment, the first temperature sensor 1-2 is connected to the control processing unit 4 via the communication network 2 and the IF unit 3, but may be connected to the control processing unit 4 by a signal line. In this case, the first temperature sensor 1-2 corresponds to another example of the second temperature acquisition unit.

[0055] Similarly, the IF unit 3 corresponds to an example of a third temperature acquisition unit that acquires the outlet temperature of the first conditioned air at the first outlet. Note that, in this embodiment, the second temperature sensor 1-3 is connected to the control processing unit 4 via the communication network 2 and the IF unit 3, but may be connected to the control processing unit 4 by a signal line, in which case the second temperature sensor 1-3 corresponds to another example of the third temperature acquisition unit.

[0056] Similarly, the IF unit 3 corresponds to an example of a solar radiation amount acquisition unit that acquires the amount of solar radiation. In this embodiment, the solar radiation amount sensor 1-4 is connected to the control processing unit 4 via the communication network 2 and the IF unit 3, but may be connected to the control processing unit 4 by a signal line, in which case the solar radiation amount sensor 1-4 corresponds to another example of the solar radiation amount acquisition unit.

[0057] Similarly, the IF unit 3 corresponds to an example of an outside air temperature acquisition unit that acquires the outside air temperature. In this embodiment, the third temperature sensor 1-5 is connected to the control processing unit 4 via the communication network 2 and the IF unit 3, but may be connected to the control processing unit 4 by a signal line. In this case, the third temperature sensor 1-5 corresponds to another example of the outside air temperature acquisition unit.

[0058] Similarly, the IF unit 3 corresponds to an example of a seat angle acquisition unit that acquires a seat angle between a seat cushion and a seat back in a seat provided in the vehicle cabin. Note that, in this embodiment, the seat angle sensor 1-6 is connected to the control processing unit 4 via the communication network 2 and the IF unit 3, but may be connected to the control processing unit 4 by a signal line, in which case the seat angle sensor 1-6 corresponds to another example of the seat angle acquisition unit.

[0059] The storage unit 5 is a circuit connected to the control processing unit 4 and stores various predetermined programs and various predetermined data according to the control of the control processing unit 4. The various predetermined programs include, for example, a control processing program, and the control processing program includes, for example, a control program, first to fourth adjustment programs, and a mode determination program. The control programs are programs that control each of the units 1 (1-1 to 1-6), 3, and 5 of the vehicle-mounted air-conditioning system 1000 according to the function of each unit. The first adjustment program is a program that adjusts the first conditioned air based on a surface temperature acquired by the IF unit 3 from the surface temperature sensor 1-1 via the communication network 2. The second adjustment program is a program that adjusts the second conditioned air based on a vehicle interior temperature acquired by the IF unit 3 from the first temperature sensor 1-2 via the communication network 2. The third adjustment program is a program for blowing out the third conditioned air from the third defroster outlet 7-3 for a first predetermined time when the vehicle interior temperature acquired by the IF unit 3 from the first temperature sensor 1-2 via the communication network 2 is equal to or higher than the first high temperature judgment threshold. The fourth adjustment program is a program for adjusting the fourth conditioned air for the feet based on the vehicle interior temperature acquired by the IF unit 3 from the first temperature sensor 1-2 via the communication network 2. The mode judgment program is a program for determining a mode among a plurality of operation modes based on the vehicle exterior environment, vehicle interior environment (vehicle interior environment) and seat angle of the vehicle VC. The various types of predetermined data include data required for executing each of these programs, such as the first and second high temperature judgment thresholds, the solar radiation judgment threshold, the outside air temperature judgment threshold, the seat state judgment threshold, the first, second and fourth initial target airflows, the first, second and fourth target temperatures, the 1A to 1D and the 1F to 1K target airflows, the 2A to 2I target airflows, and the 4A airflow.

[0060] The storage unit 5 includes, for example, a ROM (Read Only Memory) which is a nonvolatile storage element, an EEPROM (Electrically Erasable Programmable Read Only Memory) which is a rewritable nonvolatile storage element, etc. The storage unit 5 also includes a RAM (Random Access Memory) which serves as a so-called working memory of the control processing unit 4 for storing data generated during the execution of the predetermined program, etc.

[0061] The control processing unit 4 is a circuit for controlling each unit 1 (1-1 to 1-6), 3, 5 of the vehicle air conditioning system 1000 according to the function of each unit, and for controlling the first and second air conditioners 6-1, 6-2. The control processing unit 4 is configured, for example, with a CPU (Central Processing Unit) and its peripheral circuits. In the control processing unit 4, a control unit 41, first to fourth adjustment units 42 to 45, and a seat back state determination unit 46 are functionally configured by executing the control processing program.

[0062] The control unit 41 controls each of the units 1 (1-1 to 1-6), 3, and 5 of the vehicle-mounted air-conditioning system 1000 in accordance with the function of each unit, and is in charge of controlling the vehicle-mounted air-conditioning system 1000 as a whole.

[0063] The first adjustment unit 42 adjusts the first conditioned air by the first air conditioner 6-1 based on the surface temperature acquired by the IF unit 3 from the surface temperature sensor 1-1 via the communication network 2. In this embodiment, as described above, the surface temperature sensor 1-1 is disposed in the vehicle interior CB so as to capture an image of an image area including the head of the driver (occupant OC) seated on the seat ST, so that not only the head but also other objects are captured in the infrared image (image represented by the infrared image data). For this reason, the area in which the head is captured in the infrared image is preset as a surface temperature detection area, and the surface temperature is calculated based on the pixel values ​​(temperatures) of pixels in the surface temperature detection area. For example, the average value of pixel values ​​calculated for all pixels in the surface temperature detection area is set as the surface temperature. Alternatively, for example, the average value of pixel values ​​calculated for a plurality of preset pixels in the surface temperature detection area is set as the surface temperature. Alternatively, for example, the pixel value of a pixel located at the center of the surface temperature detection area is set as the surface temperature. Alternatively, for example, the maximum pixel value (highest temperature, peak temperature) among the pixel values ​​of all the pixels in the surface temperature detection region is set as the surface temperature.

[0064] The second adjustment section 43 adjusts the second conditioned air by the second air conditioner 6-1 based on the vehicle interior temperature acquired by the IF section 3 via the communication network 2 from the first temperature sensor 1-2.

[0065] The third adjustment unit 44 blows out the third conditioned air from the third air outlet 7-3 for the defroster for a predetermined time (first predetermined time) when the passenger compartment temperature acquired by the IF unit 3 from the first temperature sensor 1-2 via the communication network 2 is equal to or higher than a predetermined threshold value (first high temperature judgment threshold).

[0066] The fourth adjustment unit 45 adjusts the fourth conditioned air for the feet based on the vehicle interior temperature acquired by the IF unit 3 via the communication network 2 from the first temperature sensor 1-2.

[0067] The mode determination unit 46 determines one of a plurality of operation modes based on the exterior environment, interior environment (vehicle compartment environment) and seat angle of the vehicle VC.

[0068] More specifically, the vehicle air conditioning system 1000 operates in a plurality of operation modes, and the first to fourth adjustment units 42 to 45 adjust the first to fourth conditioned air according to the operation mode determined by the mode determination unit 46.

[0069] The multiple operating modes include a cooling mode for cooling the passenger compartment CB and a heating mode for heating the passenger compartment CB, and the cooling mode includes a basic mode and multiple sub-operating modes including a passenger compartment high temperature mode, a first air outlet high temperature mode, an extreme heat mode and a seat reclining mode.

[0070] The cooling mode and the heating mode are selected by an instruction input by the occupant OC through the input unit provided on the instrument panel IP. When the occupant OC inputs an instruction for cooling through the input unit, the mode determination unit 46 determines the cooling mode, and the first to fourth adjustment units 42 to 45 operate in the cooling mode. When the occupant OC inputs an instruction for heating through the input unit, the mode determination unit 46 determines the heating mode, and the first to fourth adjustment units 42 to 45 operate in the heating mode. In the cooling mode, the control processing unit 4 determines a mode from the above-mentioned modes based on the outside environment, the inside environment (vehicle interior environment) and the seat angle of the vehicle VC through the mode determination unit 46, and the first to fourth adjustment units 42 to 45 operate in the determined mode.

[0071] In determining the mode in the cooling mode, the mode determination unit 46 determines whether the vehicle interior temperature acquired by the IF unit 3 from the first temperature sensor 1-2 via the communication network 2 is equal to or higher than a first high temperature determination threshold, and determines the vehicle interior high temperature mode if the vehicle interior temperature is equal to or higher than the first high temperature determination threshold. The mode determination unit 46 determines whether the air outlet temperature acquired by the IF unit 3 from the third temperature sensor 1-5 via the communication network 2 is equal to or higher than a preset threshold (second high temperature determination threshold), and determines the first air outlet high temperature mode if the air outlet temperature is equal to or higher than the second high temperature determination threshold. The mode determination unit 46 determines whether the amount of solar radiation acquired by the IF unit 3 from the solar radiation amount sensor 1-4 via the communication network 2 is equal to or greater than a preset threshold (sun radiation amount determination threshold), and determines whether the outside air temperature acquired by the IF unit 3 from the second temperature sensor 1-3 via the communication network 2 is equal to or greater than a preset threshold (outside air temperature determination threshold). If the amount of solar radiation is equal to or greater than the solar radiation amount determination threshold and the outside air temperature is equal to or greater than the outside air temperature determination threshold, the mode determination unit 46 determines whether the state of the seat back SB is a backward tilted state in which the seat back SB is tilted further backward than the upright state in which the seat back SB is upright, based on the seat angle acquired by the IF unit 3 from the seat angle sensor 1-6 via the communication network 2. More specifically, the mode determination unit 46 determines whether the seat angle acquired by the IF unit 3 from the seat angle sensor 1-6 via the communication network 2 is equal to or greater than a preset threshold (seat state determination threshold), and if the seat angle is equal to or greater than the seat state determination threshold, the mode determination unit 46 determines the backward tilted state and the seat backward mode. The seat angle is set to a reference (0 degrees) when the seat back SB is in an upright state, and the more the seat back SB is inclined backward, the greater the angle becomes.

[0072] The mode determination unit 46 corresponds to an example of a seat back state determination unit that determines whether the state of the seat back is a rearward-leaning state in which the seat back is tilted further rearward than the upright state, based on the seat angle acquired by the seat angle acquisition unit.

[0073] When the mode does not correspond to any of the high temperature interior mode, the high temperature first air outlet mode, the extremely hot mode, and the seat reclining mode, the mode determination unit 46 determines that the mode is the basic mode.

[0074] The first high temperature determination threshold is set in advance as appropriate, for example, from a plurality of samples, to a temperature at which the occupant OC feels that the interior of the vehicle is hot. The second high temperature determination threshold is set in advance as appropriate, for example, from a plurality of samples, to a temperature at which the occupant OC feels that the first conditioned air is warm. The solar radiation determination threshold and the outside air temperature determination threshold are set in advance as appropriate, for example, from a plurality of samples, to a solar radiation amount and a temperature at which the occupant OC feels that the temperature is extremely hot. The seat state determination threshold is set in advance as appropriate, for example, from a plurality of samples, based on a designer's definition (specification) that the seat back SB is in a reclined state.

[0075] In the basic cooling mode, the first adjustment unit 42 adjusts the first air volume and the first temperature of the first conditioned air by the first air conditioner 6-1 to be the first initial target air volume and the first target temperature, respectively, and the second adjustment unit 43 adjusts the second air volume and the second temperature of the second conditioned air by the second air conditioner 6-2 to be the second initial target air volume and the second target temperature, respectively. In this embodiment, the first adjustment unit 42 outputs a control signal to the first air conditioner 6-1 to adjust the first air volume and the first temperature of the first conditioned air to be the first initial target air volume and the first target temperature, respectively. In response to the control signal, the first air conditioner 6-1 controls the first air volume and the first temperature of the first conditioned air to be the first initial target air volume and the first target temperature, respectively, and blows the first conditioned air down from the first outlet 7-1. The second adjustment unit 43 outputs a control signal to the second air conditioner 6-2 to adjust the second air volume and the second temperature of the second conditioned air to the second initial target air volume and the second target temperature, respectively. In response to the control signal, the second air conditioner 6-2 controls the second air volume and the second temperature of the second conditioned air to the second initial target air volume and the second target temperature, respectively, and blows out the second conditioned air from the second air outlet 7-2.

[0076] Then, the second adjustment unit 43 further adjusts the second airflow rate of the second conditioned air to be a secondA target airflow rate which is less than the second initial target airflow rate when the cabin temperature reaches the target cabin temperature before the surface temperature reaches the target surface temperature, the first adjustment unit 42 further adjusts the first airflow rate of the first airflow rate of the first airflow rate of the first airflow rate of the firstC target airflow rate which is less than the first initial target airflow rate when the surface temperature reaches the target surface temperature, and the second adjustment unit 43 further adjusts the second airflow rate of the second airflow rate of the second airflow rate of the secondB target airflow rate which is less than the secondA target airflow rate when the surface temperature reaches the target surface temperature.

[0077] On the other hand, the first adjustment unit 42 further adjusts the first airflow rate of the first conditioned air to a firstA target airflow rate which is less than the first initial target airflow rate when the surface temperature reaches the target surface temperature before the cabin temperature reaches the target cabin temperature, the first adjustment unit 42 further adjusts the first airflow rate of the first airflow rate of the first conditioned air to a firstB target airflow rate which is less than the firstA target airflow rate when the cabin temperature reaches the target cabin temperature, and the second adjustment unit 43 further adjusts the second airflow rate of the second airflow rate of the second conditioned air to a secondC target airflow rate which is less than the second initial target airflow rate when the cabin temperature reaches the target cabin temperature.

[0078] In the high cabin temperature mode of the cooling mode, when the cabin temperature is equal to or higher than the first high temperature determination threshold, the third adjustment unit 44 blows out the third conditioned air by the second air conditioner 6-2 from the third outlet 7-3 for a first predetermined time. In this case, the third target air volume and the third target temperature of the third conditioned air are set to an appropriate air volume and temperature suitable for the purging, since the purpose is purging as described later. The first and second adjustment units 42, 43 stop blowing out the first and second conditioned air for the first predetermined time, and adjust the first and second conditioned air after the first predetermined time has elapsed. More specifically, the first adjustment unit 42 adjusts the first airflow rate and the first temperature of the first conditioned air to become first initial target airflow rate and first target temperature, respectively, after the first predetermined time has elapsed, and the second adjustment unit 43 adjusts the second airflow rate and the second temperature of the second conditioned air to become second initial target airflow rate and second target temperature, respectively, after the first predetermined time has elapsed. Then, the first and second adjustment units 42, 43 operate in the basic mode. For example, the first adjustment unit 42 adjusts the first airflow rate and the first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively, after a first predetermined time has elapsed, the second adjustment unit 43 adjusts the second airflow rate and the second temperature of the second conditioned air to become a second initial target airflow rate and a second target temperature, respectively, after a first predetermined time has elapsed, and the second adjustment unit 43 further adjusts the vehicle interior temperature to become a target vehicle interior temperature before the surface temperature becomes the target surface temperature. When the surface temperature reaches the target surface temperature, first adjustment unit 42 adjusts the second airflow rate of the second conditioned air to a secondD target airflow rate that is less than the second initial target airflow rate, and when the surface temperature reaches the target surface temperature, first adjustment unit 42 further adjusts the first airflow rate of the first air-conditioned air to a firstD target airflow rate that is less than the first initial target airflow rate, and second adjustment unit 42 further adjusts the second airflow rate of the second air-conditioned air to a secondE target airflow rate that is less than the secondD target airflow rate when the surface temperature reaches the target surface temperature.

[0079] In the first outlet high temperature mode of the cooling mode, the first adjustment unit 42 adjusts the first airflow rate and the first temperature of the first conditioned air to the first initial target airflow rate and the first target temperature, respectively, and when the outlet temperature is equal to or higher than the second high temperature judgment threshold, the first adjustment unit 42 further adjusts the first airflow rate and the first temperature of the first conditioned air to the firstF target airflow rate and the first target temperature, respectively, which are lower than the first initial target airflow rate, until the outlet temperature becomes less than the second high temperature judgment threshold, and adjusts the first airflow rate and the first temperature of the first conditioned air to the first initial target airflow rate and the first target temperature, respectively, after the outlet temperature becomes less than the second high temperature judgment threshold. That is, the first adjustment unit 42 operates in the basic mode after the outlet temperature becomes less than the second high temperature judgment threshold. The second adjustment unit 43 operates in the basic mode. For example, the second adjustment unit 43 further adjusts the second airflow rate of the second conditioned air to be a secondF target airflow rate which is less than the second initial target airflow rate when the cabin temperature reaches the target cabin temperature before the surface temperature reaches the target surface temperature, the first adjustment unit 42 further adjusts the first airflow rate of the first airflow rate of the first airflow rate of the first airflow rate of the first G target airflow rate which is less than the first initial target airflow rate when the surface temperature reaches the target surface temperature after the outlet temperature becomes less than a second high temperature judgment threshold, and the second adjustment unit 43 further adjusts the second airflow rate of the second airflow rate of the second airflow rate of the second G target airflow rate which is less than the secondF target airflow rate when the surface temperature reaches the target surface temperature.

[0080] In the extreme heat mode of the cooling mode, the first adjustment unit 42 adjusts the first airflow rate and the first temperature of the first conditioned air to a first maximum airflow rate and a first target temperature, respectively, when the amount of solar radiation is equal to or greater than the solar radiation determination threshold and the outdoor air temperature is equal to or greater than the outdoor air temperature determination threshold, and the second adjustment unit 43 adjusts the second airflow rate and the second temperature of the second conditioned air to a second maximum airflow rate and a second target temperature, respectively, when the amount of solar radiation is equal to or greater than the solar radiation determination threshold and the outdoor air temperature is equal to or greater than the outdoor air temperature determination threshold. Then, the first adjustment unit 42 further adjusts the first airflow rate of the first conditioned air to a first H target airflow rate that is less than the first maximum airflow rate when the surface temperature becomes the target surface temperature, and the second adjustment unit 43 further adjusts the second airflow rate of the second conditioned air to a second H target airflow rate that is less than the second maximum airflow rate when the surface temperature becomes the target surface temperature.

[0081] In the seat backward mode of the cooling mode, when the first adjustment unit 42 determines that the state of the seat back SB is in the backward state, the first airflow rate and the first temperature of the first conditioned air are adjusted to a first maximum airflow rate and a first target temperature, and when the second adjustment unit 43 determines that the state of the seat back SB is in the backward state, the second adjustment unit 43 adjusts the second airflow rate and the second temperature of the second conditioned air are adjusted to a second maximum airflow rate and a second target temperature, respectively. Then, when the surface temperature becomes the target surface temperature, the first adjustment unit 42 further adjusts the first airflow rate of the first conditioned air to a firstI target airflow rate that is less than the first maximum airflow rate, and the second adjustment unit 43 further adjusts the second airflow rate of the second conditioned air to a secondI target airflow rate that is less than the second maximum airflow rate, when the surface temperature becomes the target surface temperature.

[0082] In the heating mode, the first adjustment unit 42 adjusts the first airflow rate and the first temperature of the first conditioned air to become first initial target airflow rate and first target temperature, respectively, and the fourth adjustment unit 45 adjusts the fourth airflow rate and the fourth temperature of the fourth conditioned air by the second air conditioner 6-2 to become fourth initial target airflow rate and fourth target temperature, respectively. Then, the first adjustment unit 42 further adjusts the first airflow rate of the first conditioned air to a firstJ target airflow rate which is less than the first initial target airflow rate when the surface temperature reaches the target surface temperature before the cabin temperature reaches the target cabin temperature, the first adjustment unit 42 further adjusts the first airflow rate of the first airflow rate of the first conditioned air to a firstK target airflow rate which is less than the firstJ target airflow rate when the cabin temperature reaches the target cabin temperature, and the fourth adjustment unit 45 further adjusts the fourth airflow rate of the fourth airflow rate of the fourth conditioned air to a fourthA target airflow rate which is less than the fourth initial target airflow rate when the cabin temperature reaches the target cabin temperature.

[0083] The first, second and fourth initial target airflows, the 1A to 1D and 1F to 1K target airflows, the 2A to 2I target airflows, and the 4A airflow are each appropriately set in advance from, for example, a plurality of samples. When the first, second and fourth target temperatures are input and set by the occupant OC at the input unit provided on the instrument panel IP, they are the input values ​​(set values), and in the case of automatic control, they are appropriately set in advance from, for example, a plurality of samples. Here, since the surface temperature detection area is set as described above, in the seat reclining mode, the surface temperature sensor 1-1 measures the surface temperature (clothing temperature) of the clothes of the occupant OC, not the head of the occupant OC. For this reason, the first target temperature in the seat reclining mode is set higher than the first target temperature in other modes such as the basic mode.

[0084] The target vehicle interior temperature and the target surface temperature are each appropriately set in advance, for example, from a plurality of samples. Alternatively, for example, the target vehicle interior temperature and the target surface temperature may each be input and set by the occupant OC at the input unit provided on the instrument panel IP. Alternatively, for example, the preset target vehicle interior temperature and the target surface temperature may each be finely adjusted up or down by the occupant OC at the input unit provided on the instrument panel IP. Alternatively, for example, the target surface temperature may be set by a function (model) prepared in advance according to the surface temperature obtained based on the surface temperature sensor 1-1.

[0085] The IF unit 3, the control processing unit 4, and the storage unit 5 can be configured by a computer called an ECU (Electronic Control Unit).

[0086] In this embodiment, the IF unit 3, the control processing unit 4, and the storage unit 5 correspond to an example of an in-vehicle air-conditioning control device. As described above, in the case where the sensors 1-1 to 1-6 are connected to the control processing unit 4 by the signal lines, the sensors 1-1 to 1-6, the control processing unit 4, and the storage unit 5 correspond to another example of an in-vehicle air-conditioning control device.

[0087] Next, the operation of this embodiment will be described. FIG. 3 is a flowchart showing a main operation related to the vehicle air conditioning control. FIG. 4 is a flowchart showing an operation related to the basic mode shown in FIG. 3. FIG. 5 is a time chart for explaining the basic mode in the first embodiment. FIG. 6 is a time chart for explaining the basic mode in the second embodiment. FIG. 7 is a flowchart showing an operation related to the high temperature cabin mode shown in FIG. 3. FIG. 8 is a time chart for explaining the high temperature cabin mode. FIG. 9 is a flowchart showing an operation related to the first outlet high temperature mode shown in FIG. 3. FIG. 10 is a time chart for explaining the first outlet high temperature mode. FIG. 11 is a flowchart showing an operation related to the extremely hot mode shown in FIG. 3. FIG. 12 is a time chart for explaining the extremely hot mode. FIG. 13 is a flowchart showing an operation related to the seat reclining mode shown in FIG. 3. FIG. 14 is a time chart for explaining the seat reclining mode. FIG. 15 is a flowchart showing an operation during heating. FIG. 16 is a time chart for explaining an operation during heating. In these Figs. 5, 6, 8, 10, 12 and 14, Fig. A is a time chart relating to the surface temperature, with the horizontal axis being time (elapsed time) and the vertical axis being temperature (surface temperature). Fig. B is a time chart relating to the first conditioned air, with the horizontal axis being time (elapsed time) and the vertical axis being air volume (first air volume). Fig. C is a time chart relating to the vehicle interior temperature, with the horizontal axis being time (elapsed time) and the vertical axis being temperature (vehicle interior temperature). Fig. B is a time chart relating to the second conditioned air, with the horizontal axis being time (elapsed time) and the vertical axis being air volume (second air volume). Fig. 16A is a time chart relating to the surface temperature, with the horizontal axis being time (elapsed time) and the vertical axis being temperature (surface temperature). Fig. 16B is a time chart related to the first conditioned air, with the horizontal axis representing time (elapsed time) and the vertical axis representing air volume (first air volume). Fig. 16C is a time chart related to the vehicle interior temperature, with the horizontal axis representing time (elapsed time) and the vertical axis representing temperature (vehicle interior temperature).FIG. 16B is a time chart relating to the fourth conditioned air, with the horizontal axis representing time (elapsed time) and the vertical axis representing air volume (fourth air volume).

[0088] When the vehicle VC starts to operate, the vehicle-mounted air-conditioning system 1000 executes initialization of the necessary parts and starts its operation. By executing the control processing program, the control processing unit 4 is functionally configured with a control unit 41, first to fourth adjustment units 42 to 45, and a mode determination unit 46.

[0089] 3, to determine the operation mode, the vehicle air conditioning system 1000 first acquires each measurement result from each of the sensors 1-1 to 1-6 via the communication network 2 and the IF unit 3 by the control processing unit 4, and stores them in the storage unit 5 (S1). Note that, to measure the outlet temperature, the first air conditioner 6-1 may blow the first conditioned air at the current temperature for a short period of time for measurement.

[0090] Next, the vehicle-mounted air conditioning system 1000 determines the operation mode by the mode determination unit 46 of the control processing unit 4 (S2). If the operation mode is the high temperature cabin mode of the cooling mode (high temperature cabin mode) as a result of this determination, the vehicle-mounted air conditioning system 1000 next executes process S3-2, if the operation mode is the first outlet high temperature mode of the cooling mode (first outlet high temperature mode), the vehicle-mounted air conditioning system 1000 next executes process S3-3, if the operation mode is the extremely hot mode of the cooling mode (extremely hot mode), the vehicle-mounted air conditioning system 1000 next executes process S3-4, if the operation mode is the seat reclining mode of the cooling mode (seat reclining mode), the vehicle-mounted air conditioning system 1000 next executes process S3-5, and if the operation mode is the basic mode of the cooling mode (basic mode), the vehicle-mounted air conditioning system 1000 next executes process S3-1. On the other hand, if the result of the above determination is that the vehicle is in the heating mode, the vehicle air conditioning system 1000 then executes the heating mode, which will be described later with reference to Figures 15 and 16. In the cooling mode, the surface temperature of the occupant OC is set to the target surface temperature T 11The vehicle interior temperature of the vehicle VC is higher than the target vehicle interior temperature T 21 In the heating mode, the surface temperature of the occupant OC is set to be higher than the target surface temperature T 11 The vehicle interior temperature of the vehicle VC is lower than the target vehicle interior temperature T 21 shall be lower.

[0091] 4 to 6, in the basic cooling mode, the vehicle air conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43 of the control processing unit 4, and blows them out from the first and second air outlets 7-1, 7-2 (S101). More specifically, the first adjustment unit 42 adjusts the first air volume and the first temperature of the first conditioned air to a first initial target air volume Q 11 and the first target temperature T 10 (not shown) A control signal is output to the first air conditioner 6-1 to adjust the second air volume and the second temperature of the second conditioned air to a second initial target air volume Q 21 and the second target temperature T 20 (not shown) A control signal is output to the second air conditioner 6-2 to adjust the temperature to the respective levels.

[0092] Next, the vehicle air conditioning system 1000 acquires each measurement result from the surface temperature sensor 1-1 and the first temperature sensor 1-2 via the communication network 2 and the IF unit 3 through the control processing unit 4, and stores them in the memory unit 5 (S102).

[0093] Next, the vehicle air conditioning system 1000 determines the surface temperature and the vehicle interior temperature, respectively, by the first and second adjustment units 42, 43 of the control processing unit 4. More specifically, the first adjustment unit 42 determines the surface temperature based on the surface temperature detection area in the infrared image of the infrared image data acquired from the surface temperature sensor 1-1, and determines whether the determined surface temperature is equal to the target surface temperature T 11 The second adjustment unit 43 determines whether the vehicle interior temperature acquired from the first temperature sensor 1-2 is equal to or exceeds the target vehicle interior temperature T 21As a result of this determination, it is determined whether the surface temperature has reached the target surface temperature T 11 If the surface temperature is equal to or higher than the target vehicle interior temperature T 21 If the vehicle interior temperature is OK, the vehicle air conditioning system 1000 next executes step S111. 11 If the vehicle interior surface temperature is not equal to the target vehicle interior temperature T 21 If the surface temperature is not equal to the target surface temperature T 11 When the vehicle interior surface temperature reaches the target vehicle interior temperature T 21 Step S102 and step S103 are repeated until either of the cases above occurs.

[0094] In step S111, which is executed when the vehicle interior temperature is OK, the vehicle air conditioning system 1000 adjusts the second conditioned air by the second adjustment unit 43 and blows it out from the second air outlet 7-2. More specifically, as shown in FIG. 5, the second adjustment unit 43 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 11 Before the vehicle interior temperature reaches the target vehicle interior temperature T 21 Therefore, the second airflow rate of the second conditioned air is set to the second initial target airflow rate Q 21 Lower 2A target airflow Q 22 A control signal is output to the second air conditioner 6-2 to adjust the temperature so that Q 21 >Q 22 In the example shown in Figure 5, at time t 11 The vehicle interior temperature is the target vehicle interior temperature T 21 It is determined that the second air volume has reached the limit, and the second air volume is adjusted.

[0095] Next, the vehicle air conditioning system 1000 causes the control processing unit 4 to obtain measurement values ​​(infrared image data) of the measurement results from the surface temperature sensor 1-1 via the communication network 2 and the IF unit 3, and stores them in the storage unit 5 (S112).

[0096] Next, the vehicle air conditioning system 1000 determines the surface temperature by the first adjustment unit 42 (S113). More specifically, the first adjustment unit 42 determines the surface temperature based on a surface temperature detection area in the infrared image of the infrared image data acquired from the surface temperature sensor 1-1, and determines whether the determined surface temperature is equal to the target surface temperature T 11 As a result of this determination, it is determined whether the surface temperature has reached the target surface temperature T 11 If the surface temperature is equal to or higher than the target surface temperature T 11 If the surface temperature is not equal to the target surface temperature T 11 Steps S112 and S113 are repeated until the above is true.

[0097] In this process S114, the vehicle air conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43, and blows them out from the first and second air outlets 7-1, 7-2, and then ends this process. More specifically, as shown in FIG. 5, the first adjustment unit 42 adjusts the vehicle interior temperature to the target vehicle interior temperature T 21 After the surface temperature reaches the target surface temperature T 11 Therefore, the first airflow rate of the first conditioned air is set to the first initial target airflow rate Q 11 Lower 1C target airflow Q 13 A control signal is output to the first air conditioner 6-1 to adjust the temperature (Q 11 >Q 13 ), the second adjustment unit 43 adjusts the vehicle interior temperature so that the vehicle interior temperature is equal to or lower than the target vehicle interior temperature T 21 After the surface temperature reaches the target surface temperature T 11 Therefore, the second airflow rate of the second conditioned air is set to the secondA target airflow rate Q 22 Lower 2nd B target airflow Q 23 Then, a control signal is output to the second air conditioner 6-1 to adjust the temperature so as to be equal to or lower than Q 22 >Q 23 In the example shown in Figure 5, at time t 12The surface temperature is the target surface temperature t 11 It is determined that the first and second air volumes have been adjusted.

[0098] After the process is completed, for example, the vehicle air conditioning system 1000 determines whether the surface temperature is equal to or lower than the target surface temperature T 11 The vehicle interior temperature is maintained at a target vehicle interior temperature T 21 The first and second air volumes and the first and second temperatures of the first and second conditioned air, respectively, are automatically adjusted so as to maintain the above-mentioned conditions. The same applies to each mode described below.

[0099] In step S121, which is executed when the surface temperature is OK, the vehicle air conditioning system 1000 adjusts the first conditioned air by the first adjustment unit 42 and blows it out from the first air outlet 7-1. More specifically, as shown in FIG. 6, the first adjustment unit 42 adjusts the vehicle interior temperature to the target vehicle interior temperature T 21 Before the surface temperature reaches the target surface temperature T 11 Therefore, the first airflow rate of the first conditioned air is set to the first initial target airflow rate Q 11 Lower 1A target airflow Q 12 A control signal is output to the first air conditioner 6-1 to adjust the air conditioner so that Q 11 >Q 12 In the example shown in Figure 6, at time t 13 The surface temperature is the target surface temperature T 11 It is determined that the first airflow rate has reached the threshold, and the first airflow rate is adjusted.

[0100] Next, the vehicle air conditioning system 1000 causes the control processing unit 4 to obtain the measurement result (vehicle interior temperature) from the first temperature sensor 1-2 via the communication network 2 and the IF unit 3, and stores the measurement result in the memory unit 5 (S122).

[0101] Next, the vehicle air conditioning system 1000 determines the vehicle interior temperature by the second adjustment unit 43 (S123). More specifically, the second adjustment unit 43 determines whether the vehicle interior temperature acquired from the first temperature sensor 1-2 is equal to or lower than the target vehicle interior temperature T 21 As a result of this determination, it is determined whether the vehicle interior temperature has reached the target vehicle interior temperature T21 If the vehicle interior temperature is equal to or higher than the target vehicle interior temperature T 21 If the vehicle interior temperature is not equal to the target vehicle interior temperature T 21 Steps S122 and S123 are repeated until the above is true.

[0102] In this process S124, the vehicle air conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43, and blows them out from the first and second air outlets 7-1, 7-2, and then ends this process. More specifically, as shown in FIG. 6, the first adjustment unit 42 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 11 After the cabin temperature reaches the target cabin temperature T 21 Therefore, the first airflow rate of the first conditioned air is set to the first A target airflow rate Q 12 Lower 1B target airflow Q 13 A control signal is output to the first air conditioner 6-1 to adjust the temperature (Q 12 >Q 13 ), the second adjustment unit 43 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 11 After the cabin temperature reaches the target cabin temperature T 21 Therefore, the second air volume of the second conditioned air is set to the second initial target air volume Q 21 Lower 2C target airflow Q 23 Then, a control signal is output to the second air conditioner 6-2 to adjust the temperature so that the temperature is equal to or lower than the threshold temperature, and the process ends (Q 21 >Q 23 In the example shown in Figure 6, at time t 14 The vehicle interior temperature is the target vehicle interior temperature T 21 It is determined that the first and second air volumes have been adjusted.

[0103] In the examples shown in FIGS. 5 and 6, the 1B target airflow and the 1C target airflow have the same value Q 13 (Q 11 >Q 12 >Q 13) may be different values, and the second B target airflow and the second C target airflow are the same value Q 23 (Q 21 >Q 22 >Q 23 ), but may be outliers.

[0104] When the first and second air outlets 7-1 and 7-2 are used in combination, the vehicle interior temperature usually drops faster than the surface temperature of the occupant. In the basic mode, the vehicle air conditioning system 1000 and the vehicle air conditioning control device provided therein adjust the vehicle interior temperature to the target vehicle interior temperature T 21 When this happens, set the second airflow rate of the second conditioned air to the second initial target airflow rate Q 21 Lower 2A target airflow Q 22 Therefore, the vehicle air conditioning system 1000 and the vehicle air conditioning control device can appropriately consume power in adjusting the second conditioned air, and can further save power. 11 When this happens, set the first airflow rate of the first conditioned air to the first initial target airflow rate Q 11 Lower 1C target airflow Q 13 Accordingly, the second airflow rate of the second conditioned air is adjusted to the secondA target airflow rate Q 22 Lower 2nd B target airflow Q 23 Therefore, by reducing the second airflow rate, the vehicle air conditioning system 1000 and the vehicle air conditioning control device can reduce the first conditioned air blown down by reducing the first airflow rate from being blown backward by the second conditioned air blown from the front to the rear, and can efficiently cool the occupant OC with the first conditioned air even when the first airflow rate is reduced. Therefore, the vehicle air conditioning system 1000 and the vehicle air conditioning control device can further reduce power consumption.

[0105] Even when the first and second air outlets 7-1 and 7-2 are used in combination, the surface temperature of the occupant may drop faster than the vehicle interior temperature. 11 When this happens, set the first airflow rate of the first conditioned air to the first initial target airflow rate Q11 Lower 1A target airflow Q 12 Therefore, the vehicle air conditioning system 1000 and the vehicle air conditioning control device can consume power appropriately for adjusting the first conditioned air, and can further save power. 21 When this happens, set the second airflow rate of the second conditioned air to the second initial target airflow rate Q 21 Lower 2C target airflow Q 23 Therefore, the vehicle air conditioning system 1000 and the vehicle air conditioning control device can consume power appropriately for adjusting the second conditioned air, and can further save power. 21 When this happens, the first airflow rate of the first conditioned air is adjusted to the firstA target airflow rate Q 12 Lower 1B target airflow Q 13 Therefore, when the second airflow rate is reduced, the in-vehicle air conditioning system 1000 and the in-vehicle air conditioning control device are able to efficiently cool the occupant OC with the first air-conditioned air, since the first air-conditioned air is less likely to be blown backward by the second air-conditioned air when the second airflow rate is reduced. Therefore, the in-vehicle air conditioning system 1000 and the in-vehicle air conditioning control device can achieve further power saving.

[0106] In the high cabin temperature mode of the cooling mode, in Figures 7 and 8, the vehicle air conditioning system 1000 adjusts the third conditioned air by outputting a control signal to the second air conditioner 6-2 via the third adjustment unit 44 of the control processing unit 4 so as to blow the third conditioned air from the third air outlet 7-3 for the defroster, and blows it out from the third air outlet 7-3 (S201).

[0107] Next, the vehicle-mounted air-conditioning system 1000 determines whether or not the first predetermined time has elapsed by the third adjustment unit 44 (S202). For example, when blowing out the third conditioned air in step S201, a timer that times out at the first predetermined time is functionally generated in the control processing unit 4, and whether or not the first predetermined time has elapsed is determined depending on whether or not the timer has timed out. If the result of this determination is that the first predetermined time has elapsed (Yes), the vehicle-mounted air-conditioning system 1000 then executes step S203. On the other hand, if the result of the determination is that the first predetermined time has not elapsed (No), the vehicle-mounted air-conditioning system 1000 returns the process to step S202. That is, the vehicle-mounted air-conditioning system 1000 repeats step S202 until the first predetermined time has elapsed, and continues to blow out the third conditioned air from the third air outlet 7-3.

[0108] In this process S203, since the first predetermined time has elapsed, the vehicle air conditioning system 1000 stops blowing the third conditioned air by outputting a control signal to the second air conditioner 6-2 via the third adjustment unit 44 to stop blowing the third conditioned air.

[0109] While the third conditioned air is being blown out from the third air outlet 7-3 (0 to t 20 , t 20 >0) For example, as shown in FIG. 8, the first and second adjustment units 42, 43 do not operate (or output control signals to the first and second air conditioners 6-1, 6-2, respectively, to stop blowing out the first and second conditioned air), and the blowing out of the first and second conditioned air is stopped.

[0110] Then, in step S204, the vehicle air conditioning system 1000 ends the high temperature cabin mode of the cooling mode and transitions to the basic cooling mode, and executes the basic mode, operating as described above with reference to FIG.

[0111] When the vehicle VC is parked in a high temperature environment, the interior of the vehicle may become hot. In the high vehicle interior temperature mode, when the vehicle interior temperature is equal to or higher than the first high temperature determination threshold, the vehicle air conditioning system 1000 and the vehicle air conditioning control device blow out the third conditioned air from the third air outlet 7-3 for a first predetermined time, thereby purging (expelling) the high temperature air in the vehicle interior from, for example, the rear of the vehicle VC to the outside of the vehicle interior, and adjusts the first and second conditioned airs after the first predetermined time has elapsed, thereby efficiently adjusting the first and second conditioned airs and thus achieving further power saving.

[0112] 9 and 10, in the high outlet temperature mode of the cooling mode, the vehicle air conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43 of the control processing unit 4, and blows them out from the first and second air outlets 7-1, 7-2 (S301). More specifically, the first adjustment unit 42 adjusts the first air volume and the first temperature of the first conditioned air to a first initial target air volume Q 11 Lower 1st floor target airflow Q 14 and the first target temperature T 10 (not shown) A control signal is output to the first air conditioner 6-1 to adjust the temperature (Q 11 >Q 14 ), and the second adjustment unit 43 adjusts the second air volume and the second temperature of the second conditioned air to a second initial target air volume Q 21 and the second target temperature T 20 (not shown) A control signal is output to the second air conditioner 6-2 to adjust the temperature to the respective levels.

[0113] Next, the vehicle air conditioning system 1000 acquires the measurement result (the outlet temperature of the first conditioned air) from the third temperature sensor 1-5 via the communication network 2 and the IF unit 3 through the control processing unit 4, and stores it in the memory unit 5 (S302).

[0114] Next, the vehicle-mounted air-conditioning system 1000 determines whether the outlet temperature is equal to or higher than the second high-temperature judgment threshold by the first adjustment unit 42 (S303). If the result of this determination is that the outlet temperature is not equal to or higher than the second high-temperature judgment threshold (if the outlet temperature is less than the second high-temperature judgment threshold, No), the vehicle-mounted air-conditioning system 1000 next executes process S304. On the other hand, if the result of the determination is that the outlet temperature is equal to or higher than the second high-temperature judgment threshold (Yes), the vehicle-mounted air-conditioning system 1000 returns the process to process S302. That is, the vehicle-mounted air-conditioning system 1000 repeats processes S302 and S303 until the outlet temperature becomes less than the second high-temperature judgment threshold. Therefore, until the outlet temperature becomes less than the second high-temperature judgment threshold, the first air volume and the first temperature in the first conditioned air are each set to the first initial target air volume Q 11 Lower 1st floor target airflow Q 14 and the first target temperature T 10 (not shown) are adjusted so that 30 Then, it is determined that the air outlet temperature is not equal to or higher than the second high temperature determination threshold.

[0115] Then, in process S304, the vehicle air conditioning system 1000 ends the high outlet temperature mode of the cooling mode, transitions to the basic mode of the cooling mode, and executes the basic mode, operating as described above with reference to FIG.

[0116] 1st F target air volume Q 14 Since the air outlet temperature is relatively high, the air flow rate is preferably smaller than the 1B target air flow rate, and is preferably smaller than the 1C target air flow rate.

[0117] In the air outlet high temperature mode, when the air outlet temperature of the first conditioned air is equal to or higher than a second high temperature determination threshold, the vehicle air conditioning system 1000 and the vehicle air conditioning control device set the first airflow rate to a first initial target airflow rate Q until the air outlet temperature becomes lower than the second high temperature determination threshold. 11 Lower 1st floor target airflow Q 14 During that time, the cabin temperature is lowered by the second conditioned air, and then the first air volume is adjusted to the first initial target air volume Q11 This allows the first conditioned air to be adjusted efficiently, resulting in greater energy savings.

[0118] 11 and 12, in the extremely hot mode of the cooling mode, the vehicle air-conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43 of the control processing unit 4, and blows them out from the first and second air outlets 7-1, 7-2 (S401). More specifically, the first adjustment unit 42 adjusts the first air volume and the first temperature of the first conditioned air to a first maximum air volume Q max1 and the first target temperature T 10 (not shown) The second adjustment unit 43 adjusts the second air volume and the second temperature of the second conditioned air to a second maximum air volume Q max2 and the second target temperature T 20 (not shown) A control signal is output to the second air conditioner 6-2 to adjust the temperature to the respective levels.

[0119] Next, the vehicle air conditioning system 1000 causes the control processing unit 4 to obtain measurement values ​​(infrared image data) of the measurement results from the surface temperature sensor 1-1 via the communication network 2 and the IF unit 3, and stores them in the storage unit 5 (S402).

[0120] Next, the vehicle air conditioning system 1000 determines the surface temperature by the first adjustment unit 42 (S403). More specifically, the first adjustment unit 42 determines the surface temperature based on the surface temperature detection area in the infrared image of the infrared image data acquired from the surface temperature sensor 1-1, and determines whether the determined surface temperature is equal to the target surface temperature T 11 As a result of this determination, it is determined whether the surface temperature has reached the target surface temperature T 11 If the surface temperature is equal to or lower than the target surface temperature T 11 If the surface temperature is not equal to the target surface temperature T 11Steps S402 and S403 are repeated until the above is true.

[0121] In this process S404, the vehicle air conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43, and blows them out from the first and second air outlets 7-1, 7-2, and then ends this process. More specifically, as shown in FIG. 12, the first adjustment unit 42 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 11 Therefore, the first airflow rate of the first conditioned air is set to the first maximum airflow rate Q max1 Lower 1st H target airflow Q 15 Adjust so that (Q max1 >Q 15 ), the second adjustment unit 43 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 11 Therefore, the second airflow rate of the second conditioned air is set to the second maximum airflow rate Q max2 Lower 2nd H target airflow Q 25 Adjust so that (Q max2 >Q 25 ), this process ends. In the example shown in FIG. 42 The surface temperature is the target surface temperature T 11 It is determined that the first and second air volumes have been adjusted at this time t 42 time t before 41 The vehicle interior temperature is the target vehicle interior temperature T 21 However, because of the intense heat and the large amount of solar radiation, the above judgment regarding the surface temperature of the occupant OC takes priority. 41 The second airflow is not adjusted.

[0122] When the amount of solar radiation is high and the outside temperature is high, for example, in the case of extreme heat, the temperature inside the vehicle cabin becomes high. In the extreme heat mode, the vehicle air conditioning system 1000 and the vehicle air conditioning control device set the first and second airflow rates to the first and second maximum airflow rates Q max1 , Q max2 Since the first and second conditioned air are adjusted so as to achieve this, the air in the vehicle cabin can be conditioned in a shorter time.

[0123] 13 and 14, in the seat-backward mode of the cooling mode, the vehicle air-conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43 of the control processing unit 4, and blows them out from the first and second air outlets 7-1, 7-2 (S501). More specifically, the first adjustment unit 42 adjusts the first air volume and the first temperature of the first conditioned air to a first maximum air volume Q max1 and the first target temperature T 10 (not shown) The second adjustment unit 43 adjusts the second air volume and the second temperature of the second conditioned air to a second maximum air volume Q max2 and the second target temperature T 20 (not shown) A control signal is output to the second air conditioner 6-2 to adjust the temperature to the respective levels.

[0124] Next, the vehicle air conditioning system 1000 causes the control processing unit 4 to obtain measurement values ​​(infrared image data) of the measurement results from the surface temperature sensor 1-1 via the communication network 2 and the IF unit 3, and stores them in the storage unit 5 (S502).

[0125] Next, the vehicle air conditioning system 1000 determines the surface temperature by the first adjustment unit 42 (S503). More specifically, the first adjustment unit 42 determines the surface temperature based on the surface temperature detection area in the infrared image of the infrared image data acquired from the surface temperature sensor 1-1, and determines whether the determined surface temperature is equal to the target surface temperature T 12 It is judged whether the target surface temperature T 12 As described above, in the backward tilted state, the clothing temperature is measured, so the target surface temperature T 11 As a result of this determination, the surface temperature is set to be higher than the target surface temperature T 12 If the surface temperature is equal to or lower than the target surface temperature T 12 If the surface temperature is not equal to the target surface temperature T 12Steps S502 and S503 are repeated until the above is true.

[0126] In this process S504, the vehicle air conditioning system 1000 adjusts the first and second conditioned air by the first and second adjustment units 42, 43, and blows them out from the first and second air outlets 7-1, 7-2, and then ends this process. More specifically, as shown in FIG. 14, the first adjustment unit 42 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 12 Therefore, the first airflow rate of the first conditioned air is set to the first maximum airflow rate Q max1 Lower 1st I target airflow Q 16 Adjust so that (Q max1 >Q 16 ), the second adjustment unit 43 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 12 Therefore, the second airflow rate of the second conditioned air is set to the second maximum airflow rate Q max2 Lower 2nd IU target airflow Q 26 Adjust so that (Q max2 >Q 26 ), this process ends. In the example shown in FIG. 52 The surface temperature is the target surface temperature T 12 It is determined that the first and second air volumes have been adjusted at this time t 52 Time point T earlier than 51 The vehicle interior temperature is the target vehicle interior temperature T 21 However, at this point t 51 The second airflow is not adjusted.

[0127] The distance from each of the first and second air outlets to the occupant is longer when the seat back is in a reclined position than when the seat back is in an upright position. In the seat reclining mode, the vehicle air conditioning system 1000 and the vehicle air conditioning control device adjust the first and second air volumes when the seat back SB is in a reclined position to be different from the air volumes when the seat back SB is in an upright position, specifically to the first and second maximum air volumes, so that the occupant in the seat when the seat back is in a reclined position can be cooled.

[0128] If the surface temperature of the occupant OC is a temperature based on the assumption that the seat back SB is in an upright position, the surface temperature of the occupant OC will deviate when the seat back SB is in a reclined position. The surface temperature of the occupant OC will be, for example, the clothing temperature, and will deviate to the higher side. In the seat reclining mode, the vehicle air conditioning system 1000 and the vehicle air conditioning control device set a target surface temperature T 12 is the target surface temperature T when the seat back SB is in the upright position. 11 Since the temperature is set higher, the deviation can be compensated for.

[0129] 15 and 16, in the heating mode, the vehicle air conditioning system 1000 adjusts the first and fourth conditioned air by the first and fourth adjustment units 42, 45 of the control processing unit 4, and blows them out from the first and fourth air outlets 7-1, 7-4 (S601). More specifically, the first adjustment unit 42 adjusts the first air volume and the first temperature of the first conditioned air to a first initial target air volume Q 17 and the first target temperature T 10 (not shown) A control signal is output to the first air conditioner 6-1 to adjust the fourth air volume and the fourth temperature of the fourth conditioned air to a fourth initial target air volume Q 41 and the fourth target temperature T 40 (not shown) A control signal is output to the second air conditioner 6-2 to adjust the temperature to the respective levels.

[0130] Next, the vehicle air conditioning system 1000 acquires each measurement result from the surface temperature sensor 1-1 and the first temperature sensor 1-2 via the communication network 2 and the IF unit 3 through the control processing unit 4, and stores them in the memory unit 5 (S602).

[0131] Next, the vehicle air conditioning system 1000 determines the surface temperature by the first adjustment unit 42 (S603). More specifically, the first adjustment unit 42 determines the surface temperature based on the surface temperature detection area in the infrared image of the infrared image data acquired from the surface temperature sensor 1-1, and determines whether the determined surface temperature is equal to the target surface temperature T 14As a result of this determination, it is determined whether the surface temperature has reached the target surface temperature T 14 If the surface temperature is equal to or higher than the target surface temperature T 14 If the surface temperature is not equal to the target surface temperature T 14 Steps S602 and S603 are repeated until the above is true.

[0132] In this process S604, the first adjustment unit 42 determines whether the vehicle interior temperature is equal to or lower than the target vehicle interior temperature T 41 Before the surface temperature reaches the target surface temperature T 14 Since this is the time when the first airflow rate of the first conditioned air is set to the first initial target airflow rate Q 17 Lower 1st J target airflow Q 18 In the example shown in FIG. 61 The surface temperature is the target surface temperature T 14 It is determined that the first airflow rate has reached the threshold, and the first airflow rate is adjusted.

[0133] Next, the vehicle air conditioning system 1000 causes the control processing unit 4 to obtain the measurement result (vehicle interior temperature) from the first temperature sensor 1-2 via the communication network 2 and the IF unit 3, and stores it in the memory unit 5 (S605).

[0134] Next, the vehicle air conditioning system 1000 determines the vehicle interior temperature by the fourth adjustment unit 45 (S606). More specifically, the fourth adjustment unit 45 determines whether the vehicle interior temperature acquired from the first temperature sensor 1-2 is equal to or lower than the target vehicle interior temperature T 41 As a result of this determination, it is determined whether the vehicle interior temperature has reached the target vehicle interior temperature T 41 If the vehicle interior temperature is equal to or lower than the target vehicle interior temperature T 41If the vehicle interior temperature is not equal to the target vehicle interior temperature T 41 Steps S605 and S606 are repeated until the above is true.

[0135] In this process S607, the vehicle air conditioning system 1000 adjusts the first and fourth conditioned air by the first and fourth adjustment units 42, 45, and blows them out from the first and fourth air outlets 7-1, 7-4, and then ends this process. More specifically, as shown in FIG. 16, the first adjustment unit 42 adjusts the surface temperature until the surface temperature reaches the target surface temperature T 14 After the cabin temperature reaches the target cabin temperature T 41 Therefore, the first airflow rate of the first conditioned air is set to the first J target airflow rate Q 18 Lower 1st K target airflow Q 19 (In the example shown in Figure 16, Q 19 =0) (Q 18 >Q 19 The fourth adjustment unit 45 adjusts the surface temperature so that the surface temperature is equal to or lower than the target surface temperature T 14 After the cabin temperature reaches the target cabin temperature T 41 Therefore, the fourth airflow rate of the fourth conditioned air is set to the fourth initial target airflow rate Q 41 Lower 4A target airflow Q 42 Adjust so that 41 >Q 42 In the example shown in Figure 16, at time t 62 The vehicle interior temperature is the target vehicle interior temperature T 41 It is determined that the first and fourth air volumes have been adjusted.

[0136] In the heating mode, the vehicle air conditioning system 1000 and the vehicle air conditioning control device adjust the surface temperature to a target surface temperature T 14 When this happens, set the first airflow rate of the first conditioned air to the first initial target airflow rate Q 17 Lower 1st J target airflow Q 18 The vehicle interior temperature is adjusted to the target vehicle interior temperature T 41 When this happens, set the first airflow rate of the first conditioned air to the first J target airflow rate Q18 Lower 1st K target airflow Q 19 In this way, the vehicle air conditioning system 1000 and the vehicle air conditioning control device adjust the first air volume in two stages, so that the first conditioned air can be adjusted efficiently and further power saving can be achieved.

[0137] The first conditioned air blown down from the first air outlet 7-1 can generally cool the trunk of the occupant OC, and since it flows along the occupant OC, the heat exchange area between the first conditioned air and the occupant OC can be increased, and the occupant OC can be cooled efficiently. The second conditioned air blown out from the second air outlet 7-2 can effectively cool the occupant OC's hands and arms, for example, except for the trunk. As described above, the vehicle-mounted air-conditioning control device provided in the vehicle-mounted air-conditioning system 1000 and the vehicle-mounted air-conditioning control method and vehicle-mounted air-conditioning control program implemented therein adjust the first conditioned air that can efficiently cool the trunk of the occupant OC based on the surface temperature of the occupant OC, so that the occupant can be cooled more efficiently and power saving is possible. There is a temperature distribution according to the parts of the occupant OC, and it is difficult to respond to the temperature distribution using only the acquired surface temperature of the occupant OC. On the other hand, the surface temperature of the occupant OC, for example, the hands and arms, excluding the trunk, fluctuates as a result of the way in which the second conditioned air hits the occupant OC, for example, depending on the physique and posture of the occupant OC. The above-mentioned vehicle air-conditioning system 1000, vehicle air-conditioning control device, vehicle air-conditioning control method, and vehicle air-conditioning control program adjust the second conditioned air that can effectively cool the occupant OC, for example, the hands and arms, excluding the trunk, using the vehicle interior temperature, thereby enabling stable control and power saving. Therefore, the above-mentioned vehicle air-conditioning system 1000, vehicle air-conditioning control device, vehicle air-conditioning control method, and vehicle air-conditioning control program can further reduce power consumption.

[0138] The manner in which the first and second conditioned air cool the occupant OC will be described based on one measurement result. FIG. 17 is a diagram for explaining the operation and effect. FIG. 17A shows the vehicle interior temperature near the neck, FIG. 17B shows the surface temperature of the neck, FIG. 17C shows the vehicle interior temperature near the left forearm, and FIG. 17D shows the surface temperature of the left forearm. FIG. 17A to FIG. 17D show the temperature changes of only the first conditioned air and only the second conditioned air, and the horizontal axis of each of FIG. 17A to FIG. 17D is the elapsed time, and the vertical axis thereof is the temperature. FIG. 17E is a schematic diagram showing the manner in which the first and second conditioned air hit the occupant OC.

[0139] 17B and 17D, the cabin temperature is lower than the surface temperature when only the second conditioned air is used, while Figures 17A and 17C show that the surface temperature of the neck (trunk) is lower than the cabin temperature when only the first conditioned air is used, and the cabin temperature is lower than the surface temperature of the forearms (hands, arms, etc.) when only the second conditioned air is used. Therefore, as described above, the first conditioned air blown down from the first air outlet 7-1 can cool the trunk of the occupant OC, and the second conditioned air blown out from the second air outlet 7-2 can cool parts of the occupant OC other than the trunk, for example the hands and arms.

[0140] In the above-mentioned vehicle air-conditioning system 1000, the first adjustment unit 42 adjusts the first conditioned air temperature based on the surface temperature, and the second adjustment unit 43 adjusts the second conditioned air based on the vehicle interior temperature. However, the vehicle air-conditioning system 1000 may include at least one of the following: the first adjustment unit 42 further adjusts the first conditioned air based on the vehicle interior temperature, and the second adjustment unit 43 further adjusts the second conditioned air based on the surface temperature. For example, the first adjustment unit 42 adjusts the first conditioned air temperature based on a first weighted average value (=α×TMf+(1−α)×TMi, α>0.5) of the surface temperature TMf and the vehicle interior temperature TMi, in which the surface temperature is weighted predominantly, and the second adjustment unit 43 adjusts the second conditioned air based on a second weighted average value (=β×TMf+(1−β)×TMi, β<0.5) of the surface temperature and the vehicle interior temperature, in which the vehicle interior temperature is weighted predominantly.

[0141] Such vehicle air conditioning system 1000, vehicle air conditioning control device, vehicle air conditioning control method and vehicle air conditioning control program can, when the first adjustment unit 42 further adjusts the first conditioned air based on the vehicle cabin temperature, take into account not only the surface temperature but also the vehicle cabin temperature when adjusting the first conditioned air, and can, when the second adjustment unit 43 further adjusts the second conditioned air based on the surface temperature, take into account not only the vehicle cabin temperature but also the surface temperature when adjusting the second conditioned air.

[0142] In the above embodiment, if the first temperature sensor 1-2 is disposed closer to the driver's seat than the passenger seat (for example, in a portion closer to the steering wheel SW in the instrument panel IP), the target vehicle interior temperature in the basic mode may be changed according to the status of the occupants seated in the driver's seat and the passenger seat. In this case, as shown by the dashed line in Fig. 1, the vehicle air conditioning system 1000 further includes a Dr detection sensor 1-7 connected to the communication network 2 and detecting the presence or absence of an occupant OC seated in the driver's seat ST, a Pa detection sensor 1-8 connected to the communication network 2 and detecting the presence or absence of an occupant OC seated in the passenger seat, and an occupant status determination unit 47 that is functionally configured in the control processing unit 4 and determines the status of the occupants seated in the driver's seat and the passenger seat based on the detection results of the Dr detection sensor 1-7 and the Pa detection sensor 1-8. The Dr detection sensor 1-7 and the Pa detection sensor 1-8 are respectively a seat buckle sensor that is provided in the buckle and is a switch that is turned on when the tongue is fitted into the buckle in order to detect whether the seat belt is fastened or not, a weight sensor that is provided in the seat cushion and detects the weight on the seat cushion, etc. Note that the infrared camera used as the surface temperature sensor 1-1 may be disposed so that the driver's seat occupant OC and the passenger seat occupant OC are included in the imaging range of the infrared camera, and the infrared camera may be used as the Dr detection sensor 1-7 and the Pa detection sensor 1-8. The vehicle air conditioning system 1000 determines the status of the occupants seated in the driver's seat and the passenger's seat based on the detection results of the Dr detection sensor 1-7 and the Pa detection sensor 1-8 by the occupant status determination unit 47, and operates in the basic mode described above when it detects that the occupant OC is seated only in the driver's seat ST (first occupant status), and when it detects that the occupant OC is seated in both the driver's seat ST and the passenger's seat (third occupant status), and executes the basic mode described above with a target cabin temperature higher than the target cabin temperature in each of the first and third occupant statuses when it detects that the occupant OC is seated only in the passenger's seat ST (second occupant status). This allows the basic mode to be executed appropriately.

[0143] In the above embodiment, if there is a discrepancy between the surface temperature measured by the surface temperature sensor 1-1 and the actual surface temperature (true value), the discrepancy (surface temperature discrepancy) may be corrected. This allows each mode to be executed appropriately. If there is a discrepancy between the vehicle interior temperature measured by the first temperature sensor 1-2 and the actual vehicle interior temperature (true value), the discrepancy (vehicle interior temperature discrepancy) may be corrected. This allows each mode to be executed appropriately.

[0144] In order to express the present invention, the present invention has been described adequately and sufficiently through the embodiments with reference to the drawings in the above description, but it should be recognized that those skilled in the art can easily change and / or improve the above-mentioned embodiments. Therefore, unless the changes or improvements made by those skilled in the art are at a level that departs from the scope of the claims described in the claims, the changes or improvements are interpreted as being included in the scope of the claims. [Explanation of symbols]

[0145] 1000 Vehicle Air Conditioning System 1-1 Surface temperature sensor 1-2 First temperature sensor 1-3 Second temperature sensor 1-4 Solar radiation sensor 1-5 3rd temperature sensor 1-6 Seat angle sensor 1-7 Dr detection sensor 1-8 Pa detection sensor 2. Communication Network 3. Interface section (IF section) 4. Control Processing Section 5 Storage section 6 (6-1, 6-2) Air conditioner (first and second air conditioner) 7 (7-1 (7-11, 7-12), 7-2 (7-21~7-24), 7-3, 7-4) Air outlet (1st air outlet (1A and 1B air outlet), 2nd air outlet (2A to 2D air outlet, 3rd air outlet, 4th air outlet) 41 Control section 42-45 First to fourth adjustment units 46 Mode determination unit (seat back state determination unit) 47 Occupant status determination section

Claims

1. An on-board air conditioning control device controls an on-board air conditioning device that adjusts air in a vehicle cabin by blowing down a first conditioned air from a first air outlet provided in a ceiling of the vehicle cabin and blowing out a second conditioned air from a second air outlet provided in a front portion of the vehicle cabin, A first temperature acquisition unit that acquires a surface temperature of an occupant; A second temperature acquisition unit that acquires a vehicle interior temperature in the vehicle interior; a first adjustment unit that adjusts the first conditioned air based on the surface temperature acquired by the first temperature acquisition unit; a second adjustment unit that adjusts the second conditioned air based on the vehicle interior temperature acquired by the second temperature acquisition unit, In-vehicle air conditioning control device.

2. When cooling, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively; the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to become second initial target airflow rate and second target temperature, respectively; the second adjustment unit further adjusts a second airflow rate of the second conditioned air to a secondA target airflow rate that is lower than the second initial target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature before the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature; The first adjustment unit further adjusts a first airflow rate of the first conditioned air to a firstC target airflow rate that is less than the first initial target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature; The second adjustment unit further adjusts a second airflow rate of the second conditioned air to a second B target airflow rate that is lower than the second A target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature. The vehicle air conditioning control device according to claim 1 .

3. When cooling, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively; the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to become second initial target airflow rate and second target temperature, respectively; the first adjustment unit further adjusts a first airflow rate of the first conditioned air to a firstA target airflow rate that is lower than the first initial target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature before the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature; the first adjustment unit further adjusts a first airflow rate of the first conditioned air to a firstB target airflow rate that is lower than the firstA target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature; The second adjustment unit further adjusts a second airflow rate of the second conditioned air to a second C target airflow rate that is lower than the second initial target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature. The vehicle air conditioning control device according to claim 1 .

4. The vehicle air conditioner further includes a third air outlet for a defroster that blows out a third conditioned air, a third adjustment unit configured to blow out the third conditioned air from the third air outlet for a first predetermined time period when the vehicle interior temperature acquired by the second temperature acquisition unit is equal to or higher than a first high temperature determination threshold, When cooling, the first and second adjustment units stop blowing out the first and second conditioned airs for the first predetermined time, and adjust the first and second conditioned airs after the first predetermined time has elapsed. The vehicle air conditioning control device according to claim 1 .

5. the first adjustment unit adjusts, after the first predetermined time has elapsed, a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively; the second adjustment unit adjusts, after the first predetermined time has elapsed, a second airflow rate and a second temperature of the second conditioned air to become second initial target airflow rate and second target temperature, respectively; the second adjustment unit further adjusts a second airflow rate of the second conditioned air to a secondD target airflow rate that is lower than the second initial target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature before the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature; The first adjustment unit further adjusts a first airflow rate of the first conditioned air to a first D target airflow rate that is less than the first initial target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature, The second adjustment unit further adjusts a second airflow rate of the second conditioned air to a second E target airflow rate that is lower than the second D target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature. The vehicle air conditioning control device according to claim 4.

6. a third temperature acquisition unit that acquires a blow-out outlet temperature of the first conditioned air at the first blow-out outlet, When cooling, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively; the first adjustment unit further adjusts, when the air outlet temperature acquired by the third temperature acquisition unit is equal to or higher than a second high temperature determination threshold, a first air volume and a first temperature of the first conditioned air to a firstF target air volume and a first target temperature that are smaller than the first initial target air volume, respectively, until the air outlet temperature acquired by the third temperature acquisition unit becomes less than the second high temperature determination threshold, and adjusts, after the air outlet temperature acquired by the third temperature acquisition unit becomes less than the second high temperature determination threshold, the first air volume and the first temperature of the first conditioned air to a first initial target air volume and a first target temperature, respectively. The vehicle air conditioning control device according to claim 1 .

7. the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to become second initial target airflow rate and second target temperature, respectively; the second adjustment unit further adjusts a second airflow rate of the second conditioned air to a secondF target airflow rate that is lower than the second initial target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature before the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature; the first adjustment unit further adjusts a first airflow rate of the first conditioned air to a first G target airflow rate that is less than the first initial target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature after the air outlet temperature acquired by the third temperature acquisition unit becomes less than the second high temperature determination threshold; The second adjustment unit further adjusts a second airflow rate of the second conditioned air to a second G target airflow rate that is lower than the second F target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature. The vehicle air conditioning control device according to claim 6.

8. A solar radiation amount acquisition unit that acquires a solar radiation amount; An outside air temperature acquisition unit for acquiring an outside air temperature, When cooling, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to a first maximum airflow rate and a first target temperature, respectively, when the amount of solar radiation acquired by the solar radiation acquisition unit is equal to or greater than a solar radiation determination threshold and the outside air temperature acquired by the outside air temperature acquisition unit is equal to or greater than an outside air temperature determination threshold; the second adjustment unit adjusts a second airflow rate and a second temperature of the second conditioned air to a second maximum airflow rate and a second target temperature, respectively, when the amount of solar radiation acquired by the solar radiation acquisition unit is equal to or greater than a solar radiation determination threshold and the outside air temperature acquired by the outside air temperature acquisition unit is equal to or greater than an outside air temperature determination threshold; The first adjustment unit further adjusts a first airflow rate of the first conditioned air to a first H target airflow rate that is lower than the first maximum airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature, The second adjustment unit further adjusts a second airflow rate of the second conditioned air to a second H target airflow rate that is lower than the second maximum airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature. The vehicle air conditioning control device according to claim 1 .

9. a seat angle acquisition unit that acquires a seat angle between a seat cushion and a seat back of a seat provided in the vehicle interior; a seat back state determination unit that determines whether the state of the seat back is a rearwardly tilted state in which the seat back is inclined rearward more than an upright state based on the seat angle acquired by the seat angle acquisition unit, When cooling, the first adjustment unit adjusts a first air volume and a first temperature of the first conditioned air to a first maximum air volume and a first target temperature, respectively, when the seat back state determination unit determines that the state of the seat back is in the backward state; the second adjustment unit adjusts a second air volume and a second temperature of the second conditioned air to a second maximum air volume and a second target temperature, respectively, when the seat back state determination unit determines that the state of the seat back is in the backward state; The first adjustment unit further adjusts a first airflow rate of the first conditioned air to a first I target airflow rate that is lower than the first maximum airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature, The second adjustment unit further adjusts a second airflow rate of the second conditioned air to a second target airflow rate that is lower than the second maximum airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature. The vehicle air conditioning control device according to claim 1 .

10. The vehicle air conditioner further includes a fourth air outlet that blows out a fourth conditioned air for a foot space, a fourth adjustment unit that adjusts the fourth conditioned air based on the vehicle interior temperature acquired by the second temperature acquisition unit, When heating, the first adjustment unit adjusts a first airflow rate and a first temperature of the first conditioned air to become a first initial target airflow rate and a first target temperature, respectively; the fourth adjustment unit adjusts a fourth airflow rate and a fourth temperature of the fourth conditioned air to become a fourth initial target airflow rate and a fourth target temperature, respectively; the first adjustment unit further adjusts a first airflow rate of the first conditioned air to a first J target airflow rate that is smaller than the first initial target airflow rate when the surface temperature acquired by the first temperature acquisition unit becomes a target surface temperature before the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature; the first adjustment unit further adjusts a first airflow rate of the first conditioned air to a first K target airflow rate that is lower than the first J target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature; the fourth adjustment unit further adjusts a fourth airflow rate of the fourth conditioned air to a fourthA target airflow rate that is lower than the fourth initial target airflow rate when the vehicle interior temperature acquired by the second temperature acquisition unit becomes a target vehicle interior temperature. The vehicle air conditioning control device according to claim 1 .

11. the first adjustment unit further adjusts the first conditioned air based on a vehicle interior temperature acquired by the second temperature acquisition unit, and the second adjustment unit further adjusts the second conditioned air based on a surface temperature acquired by the first temperature acquisition unit. The vehicle air conditioning control device according to claim 1 .

12. A method for controlling an in-vehicle air conditioning device that adjusts air in a vehicle cabin by blowing down a first conditioned air from a first air outlet provided in a ceiling of the vehicle cabin and blowing out a second conditioned air from a second air outlet provided in a front portion of the vehicle cabin, comprising: a first temperature acquisition step of acquiring a surface temperature of an occupant; a second temperature acquisition step of acquiring a vehicle interior temperature in the vehicle interior; a first adjustment step of adjusting the first conditioned air based on the surface temperature acquired in the first temperature acquisition step; and a second adjustment step of adjusting the second conditioned air based on the vehicle interior temperature acquired in the second temperature acquisition step. A method for controlling vehicle air conditioning.

13. 1. An in-vehicle air conditioning control program for controlling an in-vehicle air conditioning device that adjusts air in a vehicle cabin by blowing down a first conditioned air from a first air outlet provided in a ceiling of the vehicle cabin and blowing out a second conditioned air from a second air outlet provided in a front portion of the vehicle cabin, A method for causing a computer to function as the vehicle air conditioning control device according to any one of claims 1 to 11, In-vehicle air conditioning control program.

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