Air conditioner for vehicle

Abstract

To provide an air conditioner for a vehicle which can suppress increase of energy consumption.SOLUTION: A control device 13 predicts change of an outside air temperature on a travel route from a position of a vehicle when an occupant boards the vehicle to a destination on the basis of travel route information in the travel route, and increases a ventilation quantity when the outside air temperature approaches a target temperature in the cabin. Ventilation is increased when the outside air temperature approaches the target temperature in the cabin, which suppresses an air conditioning load during ventilation, and can suppress increase of energy consumption.SELECTED DRAWING: Figure 10

Description

Technical Field

[0001] The present invention relates to a vehicle air conditioner.

Background Art

[0002] A vehicle air conditioner capable of ventilating the interior of a vehicle is known. When the concentration of carbon dioxide in the vehicle interior increases, comfort is impaired. For this reason, for example, Patent Document 1 discloses a technique for preferably ventilating carbon dioxide.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present invention is to provide a vehicle air conditioner capable of suppressing an increase in energy consumption.

Means for Solving the Problems

[0005] According to one aspect of the present invention, a vehicle air conditioner is a vehicle air conditioner capable of ventilating the interior of a vehicle, and includes a concentration detection unit that detects the concentration of carbon dioxide in the vehicle interior, and a ventilation control unit that controls the ventilation of the vehicle interior so that the concentration of carbon dioxide in the vehicle interior falls within a range of not less than a lower limit value and not more than an upper limit value. The ventilation control unit predicts a change in the outside air temperature on the driving route based on the driving route information on the driving route from the position of the vehicle when the occupant boards until arriving at the destination, and increases the ventilation amount when the outside air temperature approaches the target temperature in the vehicle interior.

Effects of the Invention

[0006] According to the present invention, it is possible to provide a vehicle air conditioner capable of suppressing an increase in energy consumption.

Brief Description of the Drawings

[0007]

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DETAILED DESCRIPTION OF THE INVENTION

[0008] [Configuration of Vehicle Air Conditioner] The vehicle air conditioner according to the present embodiment is configured to be able to suppress an increase in energy consumption while keeping the concentration of carbon dioxide in the vehicle interior within an appropriate range.

[0009] FIG. 1 is an explanatory diagram showing an outline of a configuration example of the vehicle air conditioner 1 according to the present embodiment.

[0010] The vehicle air conditioner 1 air - conditions the passenger compartment of an electric vehicle EV (EV: Electric Vehicle) such as an electric vehicle or a hybrid vehicle, and also temperature - controls the battery mounted on the vehicle and the driving motor of the vehicle.

[0011] The vehicle air conditioner 1 includes a heat - medium circuit 10 in which a heat medium circulates, a refrigerant circuit 11 in which a refrigerant circulates, an HVAC (Heating, Ventilation, and Air Conditioning) unit 12 that supplies air for air - conditioning into the passenger compartment of the vehicle, and a control device 13 that controls the operation of the vehicle air conditioner 1 based on detection values of various sensors and various requests.

[0012] The heat - medium circuit 10 includes a cooler core, a heater core, a motor, a battery, etc. The refrigerant circuit 11 includes a compressor, a pressure - reducing device, etc. The HVAC unit 12 includes a blower 12a. The heat medium circulating in the heat - medium circuit 10 exchanges heat with the refrigerant circulating in the refrigerant circuit 11, and the blower 12a blows air into the passenger compartment through the heater core and the cooler core, thereby temperature - controlling the passenger compartment.

[0013] The HVAC unit 12 includes an intake unit 12b as an outside - air / inside - air switching device. The intake unit 12b adjusts the opening / closing ratio between the outside - air intake port for introducing outside air of the vehicle and the inside - air intake port for introducing inside air of the vehicle to an arbitrary ratio. Thereby, the introduction ratio of outside air (outside - air introduction) and inside air (inside - air circulation) into the HVAC unit 12 can be adjusted. Note that the configurations of the heat - medium circuit 10 and the refrigerant circuit 11 are not limited to the configurations of the present embodiment.

[0014] The control device 13 is a microcomputer including a processor, a memory, and an input / output interface.

[0015] The vehicle air conditioner 1 is equipped with sensors 14 for detecting the temperature inside and outside the vehicle compartment, the temperature and pressure of each part of the refrigerant circuit 3, etc. The sensors 14 include a concentration detection sensor 14a for measuring the concentration of carbon dioxide in the vehicle compartment, an internal air temperature sensor 14b for measuring the temperature of the air in the vehicle compartment, an outside air temperature sensor 14c for detecting the outside air temperature, a blow-out temperature sensor 14d for detecting the temperature of the air blown into the vehicle compartment, and a weight sensor 14e for detecting the weight of each seat installed in the vehicle compartment. And data such as the concentration data of carbon dioxide in the vehicle compartment, the temperature data of the vehicle compartment, the outside air temperature data, the blow-out temperature data, and the passenger weight detection data are input to the control device 13.

[0016] Various devices installed in the heat medium circuit 10 and the refrigerant circuit 11, and the blower 12a and the intake unit 12b of the HVAC unit 12 are connected to the control device 13. The control device 13 can control the air conditioning in the vehicle compartment by controlling the operations of various devices installed in the heat medium circuit 10 and the refrigerant circuit 11 and the blower 12a and the intake unit 12b of the HVAC unit 12. Also, the control device 13 can control the ventilation in the vehicle compartment by controlling the operation of the intake unit 12b to control the outside air introduction ratio.

[0017] Also, an operation unit 15 is connected to the control device 13. The passenger can switch the air conditioning on or off, adjust the temperature in the vehicle compartment, etc. by operating the operation unit 15. The operation signal output by the operation on the operation unit 15 is input to the control device 13. The control device 13 displays the operation information by the operation unit on a display unit 16 such as a display, and also outputs it via the speaker 17.

[0018] Also, the control device 13 can communicate with the ECU of the power window device 19 via the communication bus 18. The control device 13 can control the ventilation in the vehicle compartment by controlling the opening of the vehicle window via the power window device 19.

[0019] Furthermore, the control device 13 can transmit and receive data (such as estimated arrival time data, driving route data, and weather information data) to and from the ECU of the navigation device 20 provided in the vehicle via the communication bus 18. Note that the control device 13 can also obtain necessary data (such as vehicle speed) from other ECUs (not shown) of the vehicle via the communication bus 18.

[0020] [Ventilation Control in Vehicle Air Conditioning System] In order to prevent risks to the human body of the occupants, it is necessary to ventilate the interior of the vehicle so that the concentration of carbon dioxide in the vehicle interior remains within a predetermined range. On the other hand, if the amount of outside air introduced is increased to reduce the concentration of carbon dioxide in the vehicle interior, the air conditioning load increases in order to bring the temperature in the vehicle interior closer to the target temperature. For example, the rotational speed of the compressor increases to bring the temperature in the vehicle interior closer to the target temperature. When the air conditioning load increases, the energy consumption increases, which affects the driving range of the vehicle. Therefore, in order to keep the concentration of carbon dioxide in the vehicle interior within a predetermined range without risk to the health of the occupants and to suppress the energy consumption, it is necessary to introduce outside air into the vehicle interior at an appropriate timing. That is, it is necessary to optimize the ventilation timing.

[0021] For this reason, in the vehicle air conditioning system 1, the ventilation in the vehicle interior is controlled to optimize the ventilation timing. Hereinafter, the specific ventilation control in the vehicle air conditioning system 1 will be described.

[0022] 〈Ventilation Permissible Region〉 In this embodiment, the allowable range of the concentration of carbon dioxide in the vehicle interior from when the occupants board the vehicle until the vehicle arrives at the destination is defined as the ventilation permissible region. By ventilating so that the concentration of carbon dioxide in the vehicle interior falls within the range defined by the ventilation permissible region, the risk to the human body due to the concentration of carbon dioxide in the vehicle interior exceeding the upper limit value is prevented, and the ventilation is controlled so that the concentration of carbon dioxide in the vehicle interior maintains the lower limit value (≈ outside air) and unnecessary ventilation is not performed.

[0023] Specifically, as its functional units, the control device 13 includes a carbon dioxide rise rate calculation unit 13a, an arrival scheduled time acquisition unit 13b, a target value setting unit 13c, a threshold value setting unit 13d, and a ventilation permission area creation unit 13e.

[0024] The carbon dioxide rise rate calculation unit 13a identifies the change in the carbon dioxide concentration in the vehicle interior after the passengers board based on the change in the carbon dioxide concentration detected by the concentration detection sensor 14a, and calculates the rise rate of the carbon dioxide concentration in the vehicle interior based on the change in the carbon dioxide concentration after the passengers board.

[0025] The arrival scheduled time acquisition unit 13b acquires from the navigation device 20 the arrival scheduled time required from when the passengers board until the vehicle arrives at the destination. The navigation device 20 calculates the arrival scheduled time based on the route to the destination set by the passengers, traffic jam information, and the like.

[0026] The target value setting unit 13c sets the target value of the carbon dioxide concentration in the vehicle interior when the vehicle arrives at the destination. For example, the target value is set to the upper limit value of the carbon dioxide concentration in the interior.

[0027] The threshold value setting unit 13d sets, as a threshold value, the carbon dioxide concentration that changes as the carbon dioxide concentration in the vehicle interior rises from the lower limit value based on the rise rate calculated by the carbon dioxide rise rate calculation unit 13a and reaches the target value at the arrival scheduled time.

[0028] The ventilation permission area creation unit 13e creates a ventilation permission area that defines the allowable range of the carbon dioxide concentration in the vehicle interior such that the allowable range of the carbon dioxide concentration in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value according to the driving time of the vehicle to a range of not less than the threshold value and not more than the upper limit value. Note that since the threshold value is not less than the lower limit value, it can be said that in the ventilation permission area, the carbon dioxide concentration in the vehicle interior falls within the range of not less than the lower limit value and not more than the upper limit value.

[0029] Next, an example of creating the ventilation permission area will be described with reference to FIG. 2.

[0030] As shown in FIG. 2, a carbon dioxide rise rate calculation unit 13a calculates a rise rate a of the carbon dioxide concentration in the vehicle interior based on the measured value v of the change in the carbon dioxide concentration in the vehicle interior. Then, based on the rise rate a calculated by the carbon dioxide rise rate calculation unit 13a, the arrival scheduled time t1 acquired by the arrival scheduled time acquisition unit 13b, and the target value TG set by the target value setting unit 13c, a threshold value setting unit 13d sets a threshold value b. Specifically, the carbon dioxide concentration that transitions at the rise rate a from the lower limit value of the carbon dioxide concentration in the vehicle interior to the target value TG at the arrival scheduled time t1 is set as the threshold value b.

[0031] A ventilation permission area creation unit 13e sets an area surrounded by the upper limit value of 3000 ppm of the carbon dioxide concentration in the vehicle interior, the lower limit value of 450 ppm of the carbon dioxide concentration in the vehicle interior, and the threshold value b as a ventilation permission area A.

[0032] And by performing ventilation so that the carbon dioxide concentration in the vehicle interior falls within the range of 450 ppm or more and 3000 ppm or less of the lower limit value, it is possible to avoid harming the health of the occupants.

[0033] Also, by performing ventilation in the vehicle interior so as not to fall below the threshold value b, it is possible to avoid the carbon dioxide concentration when the vehicle arrives at the destination being lower than the target value TG. As a result, it is not necessary to perform unnecessary ventilation, so unnecessary ventilation can be avoided.

[0034] Furthermore, since the lower limit value of 450 ppm is equivalent to the carbon dioxide concentration of the outside air, the carbon dioxide concentration in the vehicle interior will not fall below the lower limit value of 450 ppm even if the ventilation amount is increased. In other words, even if the ventilation amount is increased even though the carbon dioxide concentration in the vehicle interior has reached the lower limit value of 450 ppm, it will be unnecessary ventilation. Therefore, by not performing ventilation that maintains the lower limit value of 450 ppm in the ventilation permission area A, it is possible to avoid performing unnecessary ventilation and avoid unnecessary ventilation.

[0035] In the example shown in FIG. 2, when driving to the destination based on the predicted increase rate a predicted from the measured value v of the carbon dioxide concentration in the vehicle interior, it can be predicted that the carbon dioxide concentration in the vehicle interior will increase to 7750 ppm. When setting the target value TG of the carbon dioxide concentration in the vehicle interior at the destination to the upper limit value of 3000 ppm with respect to this predicted value, it can be specified that it is necessary to discharge 4750 ppm of carbon dioxide, which is the difference between the predicted value of 7750 ppm and the target value of 3000 ppm, to the outside air by the time of arrival at the destination.

[0036] And as described above, if the upper limit value is exceeded in the ventilation permission region A, there is a possibility of a risk to the human body, so there is a possibility of harming the health of the occupants. On the other hand, if ventilation is performed below the threshold value or maintaining the lower limit value in the ventilation permission region A, the energy consumption increases due to unnecessary ventilation. Therefore, it can be said that it is preferable to discharge 4750 ppm of carbon dioxide while ventilating the vehicle interior so that the carbon dioxide concentration in the vehicle interior falls within the range defined by the ventilation permission region A.

[0037] Note that in this example, 3000 ppm is set as an example of the upper limit value of the carbon dioxide concentration in the vehicle interior, and 450 ppm is set as an example of the lower limit value of the carbon dioxide concentration in the vehicle interior. However, the upper limit value and the lower limit value do not have to be limited to the values shown in this embodiment.

[0038] Also, when creating the ventilation permission region, the ventilation permission region may be created with the upper limit value and the lower limit value without setting a threshold value, and ventilation may be performed so that the carbon dioxide concentration in the vehicle interior falls within the range of not exceeding the upper limit value and not less than the lower limit value.

[0039] FIG. 3 shows a specific example when actually performing ventilation.

[0040] As shown in FIG. 3, to perform ventilation, first, the measured value of the carbon dioxide concentration (CO2 concentration in the figure) is measured until a predetermined time (for example, 5 minutes) has elapsed since the passengers boarded. Based on the measured value, the rate of increase in the carbon dioxide concentration in the passenger compartment is predicted, and based on the predicted rate of increase, the carbon dioxide concentration when the vehicle arrives at the destination is predicted. Then, a ventilation permission area is created in the above-described manner. Further, by calculating the difference between the carbon dioxide concentration when the vehicle arrives at the destination and the target value (in this example, the upper limit value), the carbon dioxide concentration that needs to be reduced by ventilation can be specified.

[0041] Here, by keeping the carbon dioxide concentration in the passenger compartment below the upper limit value, risks to the human body such as exhaled breath and dizziness based on the high carbon dioxide concentration can be avoided.

[0042] On the other hand, when ventilation is performed, the amount of outside air introduced into the passenger compartment increases, so the difference between the target blowing temperature and the actual blowing temperature when blowing air in the passenger compartment becomes larger. For this reason, in order to reduce the temperature difference between the two, the air conditioning load almost always increases.

[0043] Also, even if the outside air introduction ratio is set to 100%, the carbon dioxide concentration in the passenger compartment does not drop below the lower limit value, that is, the carbon dioxide concentration of the outside air. Therefore, if ventilation is performed in the passenger compartment so that the carbon dioxide concentration in the passenger compartment maintains the lower limit value, ventilation will be performed even though the carbon dioxide concentration does not decrease. In this case, the ventilation time (in other words, the outside air introduction time) increases more than necessary, and as a result, the operation time with a large air conditioning load of the vehicle air conditioner 1 increases. Therefore, the energy consumption of the vehicle air conditioner 1 increases.

[0044] For this reason, as shown in FIG. 3, by performing ventilation so that the carbon dioxide concentration in the passenger compartment is included in the range defined by the ventilation permission area, the carbon dioxide concentration in the passenger compartment can be kept within an appropriate range that does not harm the health of the passengers, while avoiding unnecessary ventilation, suppressing the introduction of more outside air than necessary, and suppressing an increase in energy consumption.

[0045] <Ventilation Control Process> FIG. 4 is a flowchart showing an example of the procedure of the ventilation control process by the control device 13.

[0046] As shown in FIG. 4, the control device 13 determines whether it is possible to predict the destination of the vehicle (S1). Specifically, based on data from the navigation device 20 and past driving data held by the navigation device 20, it is determined whether it is possible to predict the driving route and driving time of the vehicle. The past driving data is, for example, the accumulation of data for regular driving such as commuting or going to school.

[0047] When the control device 13 determines that the destination can be predicted (S1: Yes), it measures the rate of increase in the concentration of carbon dioxide in the vehicle interior (CO2 concentration in the figure) based on the actual measured value of the concentration of carbon dioxide in the vehicle interior detected by the concentration detection sensor 14a (S2).

[0048] Next, the control device 13 predicts the increase amount of the concentration of carbon dioxide in the vehicle interior (S3). Specifically, based on the estimated arrival time to the destination predicted in step S1 and the rate of increase predicted from the rate of increase in the concentration of carbon dioxide in the vehicle interior measured in step S2, the increase amount of the concentration of carbon dioxide in the vehicle interior when the vehicle arrives at the destination is predicted.

[0049] Next, the control device 13 creates a ventilation permission area based on the estimated arrival time to the destination predicted in step S1, the rate of increase predicted from the rate of increase in the concentration of carbon dioxide in the vehicle interior measured in step S2, the upper and lower limit values of the concentration of carbon dioxide in the vehicle interior, the target value of the concentration of carbon dioxide in the vehicle interior set arbitrarily, and the threshold value set from these (S4).

[0050] Next, the control device 13 executes an execution process of an optimal ventilation mode for performing ventilation so that the concentration of carbon dioxide in the vehicle interior is included in the ventilation permission region created in step S4 according to the travel time (S5). Since the ventilation amount and ventilation time vary depending on the ventilation means, the control device 13 selects the ventilation means and ventilation time so that the concentration of carbon dioxide in the vehicle interior is included in the ventilation permission region. Note that the ventilation means may be proposed to the occupant.

[0051] On the other hand, when it is determined that the prediction of the destination is not possible (S1: No), the control device 13 measures the rising rate of the concentration of carbon dioxide in the vehicle interior based on the measured value of the concentration of carbon dioxide in the vehicle interior detected by the concentration detection sensor 14a (S6).

[0052] Next, the control device 13 determines whether the concentration of carbon dioxide in the vehicle interior may exceed the upper limit value (S7). When it is determined that the concentration of carbon dioxide in the vehicle interior does not exceed the upper limit value (S7: No), the determination in step S7 is repeated. On the other hand, when the control device 13 determines that the concentration of carbon dioxide in the vehicle interior may exceed the upper limit value (S7: Yes), it executes ventilation in the vehicle interior (S8).

[0053] Next, the control device 13 determines whether the concentration of carbon dioxide in the vehicle interior is the lower limit value (S9). When it is determined that the concentration of carbon dioxide in the vehicle interior is not the lower limit value (S9: No), the determination in step S9 is repeated. That is, ventilation is continued. When the control device 13 determines that the concentration of carbon dioxide in the vehicle interior is the lower limit value (S9: Yes), it returns to step S7.

[0054] 〈Ventilation means〉 Examples of the ventilation means include an increase in the amount of outside air introduced, opening a window, and opening and closing a door. Each ventilation means has the following characteristics.

[0055] When selecting to increase the outside air intake, it is necessary to make the outside air intake at least larger than the increase in the amount of carbon dioxide in the passenger compartment. When increasing the outside air intake, such as introducing outside air at a rate of 100%, although the air conditioning load increases, the concentration of carbon dioxide can be reduced in a short time. On the other hand, when reducing the outside air intake, although the increase in the air conditioning load can be suppressed, the ventilation time will be extended. Furthermore, when reducing the outside air intake, the temperature change during the transition to the ventilation mode for ventilation can be made smaller, so it is possible to prevent the deterioration of the comfort of the passengers. Note that the temperature change during the transition to the ventilation mode can also be varied by the rotational speed of the blower.

[0056] When selecting to open the window, although the rate of decrease in the concentration of carbon dioxide changes depending on the opening area of the window, the vehicle speed, etc., if the vehicle is in motion, it is possible to reduce the concentration of carbon dioxide more quickly than when the outside air intake in the HVAC unit 12 is operated at a rate of 100%. On the other hand, since the air supplied into the passenger compartment does not pass through the HVAC unit 12, when the temperature difference between the set temperature of the air conditioning and the outside air temperature is large, a decrease in the comfort of the passengers and an increase in the air conditioning load are assumed.

[0057] Opening and closing the door is a ventilation means assuming the case of picking up and dropping off passengers in a taxi, etc. Opening and closing the door is performed when passengers get on and off, and it is characterized in that ventilation is performed with a larger opening area than opening the window. Since the vehicle is in a stopped state, although it depends on the wind direction of the outside air, since the movement of passengers occurs when getting in from outside the vehicle or getting off from inside the vehicle, a large amount of ventilation can be expected.

[0058] 〈Ventilation means selection process〉 Figure 5 is a flowchart showing the ventilation means selection process by the control device 13. The control device 13 can execute this process when performing ventilation in step S5 of the ventilation control process in Figure 4 to select the ventilation means.

[0059] As shown in FIG. 5, the control device 13 determines whether the target blowing temperature is higher than the outside air temperature (S1). That is, by determining whether the outside air temperature is higher than the target blowing temperature, it is determined whether heating operation or cooling operation is being performed. When the target blowing temperature and the outside air temperature are the same, it may be branched to either step S2 or step S7.

[0060] When the target blowing temperature is higher than the outside air temperature (S1: Yes), that is, in the case of heating operation, it is determined whether the outside air temperature is higher than the inside air temperature (S2). When the outside air temperature is lower than the inside air temperature (S2: No), the control device 13 sets the allowable range a of the ventilation means. Specifically, as the allowable range of the ventilation means, the allowable range of outside air introduction is 0% to 100%, and the allowable range of ventilation by opening the window is 0% (S3).

[0061] When the outside air temperature is higher than the inside air temperature (S2: No), the control device 13 determines whether there is a restriction on opening the window (S4). When the control device 13 determines that there is a window opening restriction (S4: Yes), the control device 13 sets the allowable range b of the ventilation means. Specifically, the allowable range of outside air introduction is 0% to 100%, and if rain or snow does not enter the vehicle interior even when the window is opened, the allowable range of ventilation by opening the window is 0% to 5% even in bad weather, and the allowable range of ventilation by opening the window is 0% when the air quality is bad (S5).

[0062] When the control device 13 determines that there is no window opening restriction (S4: No), the control device 13 sets the allowable range c of the ventilation means. Specifically, the allowable range of outside air introduction is 0% to 100%, and the allowable range of ventilation by opening the window is 0% to 100% (S6).

[0063] When the target blowing temperature is lower than the outside air temperature (S1: No), that is, in the case of cooling operation, it is determined whether the outside air temperature is higher than the inside air temperature (S7). When the outside air temperature is higher than the inside air temperature (S7: Yes), the control device 13 sets the allowable range a of the ventilation means. Specifically, as the allowable range of the ventilation means, the allowable range of outside air introduction is set to 0% - 100%, and the allowable range of ventilation by opening the window is set to 0% (S8).

[0064] When the outside air temperature is not higher than the inside air temperature (S7: No), the control device 13 determines whether there is a restriction on opening the window (S9). When the control device 13 determines that there is a restriction on opening the window (S9: Yes), the control device 13 sets the allowable range b of the ventilation means. Specifically, the allowable range of outside air introduction is set to 0% - 100%. If rain or snow does not enter the passenger compartment even when the window is opened, the allowable range of ventilation by opening the window is set to 0% - 5% even in bad weather, and when the air quality is poor, the allowable range of ventilation by opening the window is set to 0% (S10).

[0065] When the control device 13 determines that there is no restriction on opening the window (S9: No), the control device 13 sets the allowable range c of the ventilation means. Specifically, the allowable range of outside air introduction is set to 0% - 100%, and the allowable range of ventilation by opening the window is set to 0% - 100% (S11).

[0066] As described above, by selecting the ventilation means, ventilation can be performed in consideration of ventilation efficiency and passenger comfort.

[0067] 〈Ventilation plan creation process〉 FIG. 6 is a flowchart of the ventilation plan creation process executed by the control device 13.

[0068] As shown in FIG. 6, the control device 13 calculates the number of ventilation times from when the occupant boards the vehicle until the vehicle reaches the destination based on a preset ventilation volume per time (S1). The minimum necessary number of ventilation times is calculated as the number of ventilation times. As the ventilation volume per time, a predetermined ventilation volume is determined as the upper limit of the carbon dioxide concentration that decreases when ventilation in the vehicle interior is performed, which is obtained by subtracting the lower limit value of the carbon dioxide concentration in the vehicle interior from the upper limit value of the carbon dioxide concentration in the vehicle interior. That is, the ventilation volume in one ventilation is fixed at a constant ventilation volume. Then, the number of ventilation times is calculated based on the amount of carbon dioxide calculated from the difference between the carbon dioxide concentration in the vehicle interior at the time of reaching the destination of the vehicle and the target value, and the amount of carbon dioxide that can be decreased by one ventilation. And, in addition to the ventilation for the number of times calculated by the above calculation, performing one ventilation for the remaining concentration that could not be exhausted by this ventilation becomes the minimum number of ventilation times.

[0069] Next, the control device 13 creates a ventilation plan so that ventilation is performed the number of times calculated in step S1 while the carbon dioxide concentration in the vehicle interior is included in the ventilation permission region (S2).

[0070] 〈Specific Example of Ventilation Plan〉 FIG. 7 shows a specific example of a ventilation plan when the carbon dioxide concentration decreased by one ventilation is set as the difference between the upper limit value and the lower limit value. In this example, an example of setting the upper limit value as the target value will be described. Also, an example of creating a ventilation permission region by the rising rate a and the threshold value b will be described in the same manner as in FIG. 2.

[0071] For example, for the difference of 2550 ppm between the upper limit value of 3000 ppm and the lower limit value of 450 ppm, assume that the carbon dioxide concentration at the time of reaching the destination of the vehicle is 7750 ppm, and the increase in the carbon dioxide concentration from the upper limit value of 3000 ppm at the time of reaching the destination of the vehicle is 4750 ppm.

[0072] In this case, the amount of carbon dioxide that needs to be discharged to the outside air is calculated based on the increase in the carbon dioxide concentration at the time of the vehicle reaching its destination. Also, the amount of carbon dioxide that can be discharged in one ventilation is predicted. Note that the control device 13 stores data on the amount of carbon dioxide discharged per unit time according to each ventilation mode and data on the time when the carbon dioxide concentration decreases from the upper limit value to the lower limit value. Then, by multiplying the amount of carbon dioxide discharged per unit time by the time when the carbon dioxide concentration decreases from the upper limit value to the lower limit value, the amount of carbon dioxide that can be discharged in one ventilation can be predicted. And based on the amount of carbon dioxide that needs to be discharged to the outside air and the amount of carbon dioxide that can be discharged in one ventilation, the number of ventilations can be obtained by calculation. Thus, in this example, after performing a full ventilation that reduces the carbon dioxide concentration in the vehicle interior from the upper limit value to the lower limit value once, if one ventilation is performed for the remaining 2200 ppm that could not be completely discharged, it becomes possible to perform a ventilation of 4750 ppm. Therefore, it can be specified that the total number of two ventilations including the ventilation of the remaining part is the minimum number of ventilations. Thus, the calculation result of the number of ventilations based on the ventilation volume per time is two times.

[0073] FIG. 8 shows a specific example of a ventilation plan when the concentration of carbon dioxide reduced by one ventilation is set as a fixed value less than the difference between the upper limit value and the lower limit value. In this example, an example in which the upper limit value is set as the target value will be described. Also, an example of creating a ventilation permission area by the rising rate a and the threshold value b will be described in the same manner as in FIG. 2.

[0074] As shown in FIG. 8, for example, with respect to the concentration of carbon dioxide reduced by one ventilation of 2300 ppm, the concentration of carbon dioxide at the time of the vehicle reaching its destination is 7750 ppm, and the increase in the carbon dioxide concentration from the upper limit value of 3000 ppm at the time of the vehicle reaching its destination is 4750 ppm.

[0075] In this case, the amount of carbon dioxide that needs to be discharged to the outside air is calculated based on the increase in the carbon dioxide concentration at the time of reaching the destination of the vehicle. Also, the amount of carbon dioxide that can be discharged in one ventilation is predicted. Note that the control device 13 stores data regarding the amount of carbon dioxide discharged per unit time according to each ventilation mode. Then, by multiplying the amount of carbon dioxide discharged per unit time by the time required for one ventilation, the amount of carbon dioxide that can be discharged in one ventilation can be predicted. And the number of ventilations can be obtained by calculating based on the amount of carbon dioxide that needs to be discharged to the outside air and the amount of carbon dioxide that can be discharged in one ventilation. Thus, in this example, it becomes possible to perform ventilation for 4750 ppm by performing fixed ventilation twice to reduce the carbon dioxide concentration in the passenger compartment by 2300 ppm per time and then performing ventilation once for the remaining 150 ppm that could not be ventilated completely. Therefore, it can be specified that the total number of ventilations including the remaining ventilation is 3 times, which is the minimum number of ventilations. Thus, the calculated result of the number of ventilations based on the amount of ventilation per time is 3 times.

[0076] As described above, since the carbon dioxide concentration in the passenger compartment can be kept within the allowable range with the minimum necessary number of ventilations, an increase in energy consumption can be suppressed.

[0077] 〈Ventilation plan adjustment process〉 After creating the ventilation plan as described above, the control device 13 adjusts the ventilation plan so that it becomes a suitable ventilation plan according to the driving environment of the vehicle. Hereinafter, a specific example of the ventilation plan adjustment process by the control device 13 will be described. Note that although a plurality of ventilation plan adjustment processes will be described, only one process may be executed, or a plurality of processes may be combined and executed.

[0078] 〈Specific example 1 of ventilation plan adjustment process〉 FIG. 9 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

[0079] As shown in FIG. 9, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan from when the passengers board until the vehicle reaches the destination is created based on the amount of ventilation per time (see FIGS. 6 to 8).

[0080] Next, the control device 13 predicts the change in the outside air temperature on the travel route (S2). For example, it predicts the change in the outside air temperature on the travel route from the travel route information and weather information obtained from the navigation device 20, the weather information obtained by inter-vehicle communication with oncoming vehicles, and the like.

[0081] Next, the control device 13 adjusts the ventilation plan based on the result predicted in step S2 (S3). Specifically, the ventilation plan is adjusted so that the ventilation volume increases when the outside air temperature approaches the target temperature inside the vehicle cabin.

[0082] FIG. 10 shows a specific example when adjusting the ventilation plan based on the prediction of the change in the outside air temperature. Note that FIG. 10 is an example when the cooling operation is being performed. Also, similar to FIG. 2, an example of creating a ventilation permission area by the rising rate a and the threshold value b will be described.

[0083] As shown in FIG. 10(a), for example, a ventilation plan from when the occupant boards based on the ventilation volume per time until the vehicle reaches the destination is created (see FIGS. 6 to 8).

[0084] Next, as shown in FIG. 10(b), based on the travel route information and weather information to the destination, the change in the outside air temperature on the route to the destination is predicted. For example, for the sections (1) to (5) on the travel route, the change in the outside air temperature is predicted as follows. Traveling near water: The outside air temperature is low Urban areas and suburbs: The temperature in urban areas is higher than that in the suburbs Effect of altitude: The higher the altitude, the lower the outside air temperature Effect of solar radiation amount: The outside air temperature in the sunny side is higher than that in the shaded side

[0085] As shown in FIG. 10(b), for example, assume that the travel route to the destination obtained from the travel route information is the following sections (1) to (5). (1): Traveling from the shaded side to the sunny side (2): Approaching the water side on the travel route (3): Traveling on the water side (4): Driving on urban roads (5): Driving towards the destination on high ground

[0086] In this case, it can be predicted that the outside air temperature rises in the section of (1), the outside air temperature starts to decrease halfway in the section of (2), the outside air temperature starts to rise halfway in the section of (3), the outside air temperature starts to decrease halfway in the section of (4), and the outside air temperature decreases in the section of (5).

[0087] As shown in Fig. 10(c), set an arbitrary threshold value (for example, set to approximately the median value in the change of the outside air temperature) at which the outside air temperature approaches the target temperature inside the vehicle cabin. Then, adjust the ventilation plan shown in Fig. 10(a) so that the introduction amount of the outside air increases when the outside air temperature exceeds the threshold value and approaches the target temperature. Thereby, the air-conditioning load can be reduced.

[0088] Note that in the section of (4), although the outside air temperature does not exceed the threshold value and approach the target temperature, if ventilation is not performed, the concentration of carbon dioxide in the vehicle cabin will exceed the upper limit value. Therefore, ventilation with a ventilation volume smaller than that in the sections of (2) and (3) is performed so that the concentration of carbon dioxide in the vehicle cabin does not exceed the upper limit value.

[0089] As described above, after creating the ventilation plan shown in Fig. 10(a) and predicting the change in the outside air temperature shown in Fig. 10(b), by adjusting the ventilation plan as shown in Fig. 10(c) based on the predicted change in the outside air temperature, an increase in energy consumption can be suppressed.

[0090] And by increasing the ventilation volume when the outside air temperature is below the threshold value and decreasing the ventilation volume when the outside air temperature exceeds the threshold value, an increase in energy consumption can be effectively suppressed. In particular, when the outside air temperature is below the threshold value, performing ventilation to lower the concentration of carbon dioxide in the vehicle cabin from the upper limit value to the lower limit value can maximize the effect of suppressing an increase in energy consumption.

[0091] In addition, although the cooling operation has been described as an example with reference to FIG. 10, when performing the heating operation, an increase in energy consumption can be effectively suppressed by increasing the ventilation volume when the outside air temperature rises and approaches the target temperature inside the vehicle cabin.

[0092] As described above, by performing ventilation at a location close to the target temperature inside the vehicle cabin, the air-conditioning load during ventilation can be suppressed, and an increase in energy consumption can be suppressed.

[0093] In addition, in this embodiment, an example has been described in which the change in the outside air temperature is predicted and the ventilation volume is increased when the outside air temperature approaches the target temperature inside the vehicle cabin. However, the change in the outside air temperature may be monitored in real time, and the ventilation volume may be increased when the outside air temperature approaches the target temperature inside the vehicle cabin based on the monitoring result.

[0094] <Specific Example 2 of Ventilation Plan Adjustment Process> FIG. 11 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

[0095] As shown in FIG. 11, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan is created from the time when the passengers board until the vehicle reaches the destination based on the ventilation volume per time (see FIGS. 6 to 8).

[0096] Next, the control device 13 predicts the cooling requirement timing of the in-vehicle heating equipment (S2). For example, the temperature change of the in-vehicle heating equipment is predicted from the outside air temperature at the start of the vehicle, the predicted change in the outside air temperature based on the driving route information and weather information acquired by the navigation device 20, and the data on the temperature change of the in-vehicle heating equipment owned in advance, and the cooling requirement timing of the in-vehicle heating equipment is predicted. Note that the battery and the motor can be exemplified as the in-vehicle heating equipment.

[0097] Next, the control device 13 adjusts the ventilation plan so as to change at least one of the ventilation timing or the ventilation volume according to the cooling requirement of the in-vehicle heating equipment. (S3). That is, based on the cooling requirement timing predicted in step S2, the ventilation plan is adjusted so as to change at least one of the ventilation timing or the ventilation volume of the ventilation plan created in step S1. For example, the ventilation plan is adjusted so as not to ventilate the vehicle interior at the cooling requirement timing of the in-vehicle heating equipment.

[0098] FIG. 12 shows a specific example when adjusting the ventilation plan based on the prediction of the timing of the battery cooling requirement. Note that FIG. 12 is an example when the air conditioning operation is being performed. Also, an example of creating a ventilation permission area by the rising rate a and the threshold value b will be described in the same manner as in FIG. 2.

[0099] As shown in FIG. 12(a), for example, a ventilation plan from when the occupant boards until the vehicle arrives at the destination is created based on the ventilation volume per time (see FIGS. 6 to 8).

[0100] Next, as shown in FIG. 12(b), the timing of the battery cooling requirement is predicted. The battery needs to be temperature-controlled so as to be within a temperature range suitable for use. This is because if the battery temperature exceeds the upper limit value, it will lead to deterioration of the battery, and if the battery temperature exceeds the lower limit value, the power that the battery can output may be limited. For example, the timing of the battery cooling requirement from when the occupant boards until the vehicle arrives at the destination is predicted as follows for the sections (1) to (5) on the driving route. (1): At the start of the vehicle, since the battery temperature ≒ the outside air temperature, the battery is cooled due to the battery cooling requirement. (2): Since the battery has been cooled to the lower limit value of the battery temperature, the battery cooling requirement is released. (3): Since the battery temperature is near the upper limit value, the battery is cooled due to the battery cooling requirement. (4): Since the battery has been cooled to the lower limit value of the battery temperature, the battery cooling requirement is released. (5): Since the battery temperature has reached near the upper limit value, the battery is cooled according to the battery cooling requirement.

[0101] As described above, the control device 13 performs switching control of the battery cooling mode between the upper limit value and the lower limit value so that the temperature of the battery is between any upper limit value and lower limit value for temperature management. Specifically, switching control of the battery cooling mode is executed by switching the flow path in the heat medium circuit 10 or the like.

[0102] Then, in the sections (1) and (4) where the battery cooling requirement is released, the concentration of carbon dioxide in the vehicle interior decreases from the upper limit value to the lower limit value, and in the section (3), the ventilation timing and ventilation volume are changed so that the concentration of carbon dioxide in the vehicle interior does not reach the upper limit value and the decrease in concentration is suppressed more than in the sections (1) and (4).

[0103] When performing the cooling operation, both the battery cooling requirement and the air conditioning requirement require cooling. When cooling the battery, the air conditioning load such as an increase in the rotational speed of the compressor increases. On the other hand, when ventilating, the temperature in the vehicle interior deviates from the target temperature, so an air conditioning load such as an increase in the rotational speed of the compressor is applied. Therefore, by setting the battery cooling timing and the timing of the increase in the air conditioning load due to ventilation at different times, the air conditioning load such as the load on the compressor can be averaged, and a decrease in the mechanical life of the compressor and the like can be suppressed. Further, when cooling the battery and ventilating at the same time, the increase amount of the power consumption of the battery due to an increase in the rotational speed of the compressor or the like becomes larger than when they are performed at different times. And when the heat generation amount of the battery increases, the energy consumption required for cooling the battery increases. For this reason, when performing the cooling operation, by cooling the battery and ventilating at different times, an increase in the required power can be suppressed and an increase in the energy consumption can be suppressed.

[0104] FIG. 13 shows a specific example when adjusting the ventilation plan based on the prediction of the timing of the battery cooling requirement. Note that FIG. 13 is an example when performing the heating operation. Also, an example of creating a ventilation permission area by the rising rate a and the threshold value b will be described in the same manner as in FIG. 2.

[0105] As shown in FIG. 13(a), for example, a ventilation plan is created from when the passenger boards based on the ventilation rate per time until the vehicle reaches the destination (see FIGS. 6 to 8).

[0106] Next, as shown in FIG. 13(b), the timing of the battery cooling requirement is predicted. Due to the reasons described above, battery cooling is required. For example, the timing of the battery cooling requirement from when the passenger boards until the vehicle reaches the destination is predicted as follows for sections (1) to (5) on the driving route. Note that the battery warm-up is performed, for example, by heating the heat medium by a heat medium heating device provided in the heat medium circuit 10. (1): When the vehicle starts, since the battery temperature ≒ outside air temperature, the battery is warmed up. (2): Since the battery has been warmed up to the upper limit value of the battery temperature, the battery is cooled due to the battery cooling requirement. (3): Since the battery temperature is near the lower limit value, the battery cooling requirement is released. (4): Since the battery has been warmed up to the upper limit value of the battery temperature, the battery is cooled due to the battery cooling requirement. (5): Since the battery temperature is near the lower limit value, the battery cooling requirement is released.

[0107] As described above, the control device 13 executes switching control of the battery cooling mode between the upper limit value and the lower limit value so that the battery temperature is between any upper limit value and lower limit value for temperature management. Specifically, switching control of the battery cooling mode is executed by switching the flow path in the heat medium circuit 10 or the like.

[0108] Then, in sections (2) and (4) where the battery cooling requirement is released, the concentration of carbon dioxide in the vehicle interior decreases from the upper limit value to the lower limit value or the threshold value, and in section (1), the ventilation timing and ventilation rate are changed so that the concentration of carbon dioxide in the vehicle interior does not reach the upper limit value and the decrease in concentration is suppressed more than in sections (2) and (4).

[0109] When performing the heating operation, cold heat is required for the battery cooling requirement, and warm heat is required for the air conditioning requirement. And since the battery is not warmed up at the timing when the battery cooling requirement does not occur, the exhaust heat of the battery cannot be used as a heat source for the air conditioning. Therefore, at the timing when the battery cooling requirement does not occur, the rotational speed of the compressor increases and the air conditioning load increases. At this time, if ventilation is performed, the temperature inside the vehicle cabin will deviate from the target temperature and the rotational speed of the compressor will further increase, so the air conditioning load will further increase. On the other hand, at the timing when the battery cooling requirement occurs, the exhaust heat of the battery can be used as a heat source for the air conditioning. Therefore, at the timing when the battery cooling requirement occurs, the rotational speed of the compressor decreases and the air conditioning load decreases. For this reason, when performing the heating operation, by performing the battery cooling and ventilation at the same time, the energy consumption can be suppressed more than when the battery cooling and ventilation are performed at different times.

[0110] As described above, since the generation of a temporary high rotational speed requirement due to the simultaneous occurrence of an increase in the air conditioning load and the battery temperature control requirement can be avoided, an increase in the power consumption of the entire vehicle can be suppressed. Also, since the occurrence of a high load on the compressor can be avoided, a decrease in the mechanical life can be suppressed.

[0111] Note that in this embodiment, an example of predicting the timing of the battery cooling requirement has been described. However, it is also possible to monitor in real time whether the battery cooling requirement has occurred, and change the timing of ventilating the vehicle cabin or the ventilation volume when ventilating the vehicle cabin when the battery cooling requirement has occurred.

[0112] 〈Specific Example 3 of Ventilation Plan Adjustment Process〉 FIG. 14 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

[0113] As shown in FIG. 14, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan from when the passengers board until the vehicle arrives at the destination is created based on the ventilation volume per time (see FIGS. 6 to 8).

[0114] Next, the control device 13 predicts changes in air quality on the driving route (S2). For example, it predicts changes in air quality on the driving route based on map information (industrial areas, tunnels, groves of cryptomeria trees, etc.) held by the navigation device 20 and traffic information (traffic jam information) by V2X (Vehicle to X).

[0115] At this time, the control device 13 outputs proposal information for proposing to the passenger a driving route with no deterioration in air quality to the navigation device 20 (S3). Based on the received proposal information, the navigation device 20 proposes different driving routes to the passenger. Therefore, by an arbitrary setting by the passenger, it is possible to suppress the entry of factors harmful to the health of the passengers into the vehicle interior. When a different driving route is selected by the passenger, the process of step S1 is performed again.

[0116] Next, the control device 13 adjusts the ventilation plan based on the air quality on the driving route (S4). Specifically, the ventilation plan is adjusted so as to change at least one of the ventilation timing or the ventilation volume in a section with poor air quality on the driving route.

[0117] Note that whether the air quality is poor is determined based on an air quality index determined based on the concentration of pollutants. That is, a predetermined threshold for determining whether the air quality is poor is set, and whether the air quality is poor is determined based on whether the air quality index exceeds the threshold. When the air quality index exceeds the threshold, it is determined that the air quality is poor, and when the air quality index is equal to or less than the threshold, it is determined that the air quality is good or normal. Examples of pollutants for determining the air quality index include PM10, PM2.5, ozone, particulate matter, carbon monoxide, sulfur dioxide, and nitrogen dioxide.

[0118] FIG. 15 shows a specific example when adjusting the ventilation plan based on the prediction of changes in air quality on the driving route. Note that, similar to FIG. 2, an example of creating a ventilation permission region by the rising rate a and the threshold b will be described.

[0119] As shown in Fig. 15(a), for example, a ventilation plan is created from the time the passenger boards based on the ventilation volume per time until the vehicle reaches the destination (see Figs. 6 to 8).

[0120] Next, as shown in Fig. 15(b), the change in air quality on the driving route is predicted. Specifically, the change in air quality on the driving route is predicted from map information (industrial areas, tunnels, groves of trees, etc.) and traffic information (traffic jam information) by V2X. As a result, for example, for sections (1) to (5) on the driving route, the prediction is as follows. (1): Starting driving from home, the traffic volume is low and the air quality is normal. (2): Driving on a tree-lined road, and pollen is flying. (3): Having passed through the tree-lined road and driving in an open area, so the air quality is good. (4): Being caught in a traffic jam in the tunnel, and the air quality is deteriorating due to the stagnant air in the tunnel and the exhaust gas of the vehicle ahead. (5): Having passed through the tunnel and the traffic jam and driving in the suburbs, so the air quality is good.

[0121] And when the air quality index exceeds the threshold and the air quality deteriorates, it will have an adverse effect on the passengers, so it is preferable not to perform ventilation. For this reason, when it is predicted that the air quality index will exceed the threshold, ventilation is executed before the air quality exceeds the threshold.

[0122] Therefore, as shown in Fig. 15(c), in sections (1), (3), and (5) where the air quality index is below the threshold, ventilation is performed until the concentration of carbon dioxide in the vehicle interior drops to the lower limit value or the threshold of the ventilation permission area, and in sections (2) and (4) where the air quality index exceeds the threshold, the ventilation timing and ventilation volume are changed so as not to perform ventilation. In this way, by reducing the concentration of carbon dioxide in the vehicle interior to the lower limit value in the section where the air quality index is below the threshold, air conditioning by internal air circulation can be performed without problems in the section where the air quality index exceeds the threshold.

[0123] In addition, when the ventilation volume is insufficient even if ventilation is performed as much as possible in a section where the air quality index is equal to or lower than the threshold value, it is preferable to perform ventilation control so that the ventilation volume in a section where the air quality index exceeds the threshold value is minimized. The minimum ventilation volume in a section where the air quality index exceeds the threshold value is, for example, the ventilation volume at which ventilation is performed so that when entering a section where the air quality index is equal to or lower than the threshold value, the concentration of carbon dioxide in the vehicle interior starts to be ventilated from a state where it is at the upper limit value.

[0124] Also, when the air quality index on the driving route always exceeds the threshold value, since it is difficult to ventilate without harming the health of the passengers on the driving route, it is preferable to notify to that effect and propose another driving route. For example, it can be proposed by an in-vehicle display, voice, or warning light.

[0125] As described above, by not performing ventilation in a section with poor air quality, it is possible to suppress the intrusion of factors that harm the health of the passengers in the vehicle interior.

[0126] In addition, in this embodiment, an example has been described in which, after predicting the change in air quality on the driving route, the timing of ventilating the vehicle interior or the ventilation volume when ventilating the vehicle interior is changed in a section where the air quality deteriorates. However, the air quality may be monitored in real time, and based on this monitoring result, the timing of ventilating the vehicle interior or the ventilation volume when ventilating the vehicle interior may be changed in a section where the air quality deteriorates.

[0127] 〈Specific Example 4 of Ventilation Plan Adjustment Process〉 FIG. 16 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

[0128] As shown in FIG. 16, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan from when the passengers board until the vehicle arrives at the destination is created based on the ventilation volume per time (see FIGS. 6 to 8).

[0129] Next, the control device 13 determines whether or not change information on the number of passengers in the vehicle interior has been input (S2). The change information on the number of passengers in the vehicle interior is input, for example, when a change in the number of passengers is detected by a seat weight sensor 14e included in the sensor 14. Further, for example, the change information on the number of passengers in the vehicle interior is input when predicting a change in the number of passengers on the driving route when a route is set in the navigation device 20 (visits to kindergartens or schools) or a taxi is reserved. Note that, for example, the change information on the number of passengers in the vehicle interior may be input when a change in the number of passengers is detected by other means such as door opening / closing, seat belt attachment / detachment, and image analysis of the vehicle interior.

[0130] Next, when the control device 13 determines that the change information on the number of passengers in the vehicle interior has been input (S2: Yes), it re-creates the ventilation permission area and re-creates the ventilation plan created in step S1 (S3). When the control device 13 determines that the change information on the number of passengers in the vehicle interior has not been input (S2: No), it repeats the determination in step S2.

[0131] FIG. 17 shows a specific example when re-creating a ventilation plan based on the change information on the number of passengers input when the change in the number of passengers in the vehicle interior cannot be predicted.

[0132] As shown in FIG. 17(a), for example, after creating a ventilation permission area by the rising rate a and the threshold value b in the same manner as in FIG. 2, a ventilation plan from when a passenger boards until the vehicle arrives at the destination is created based on the ventilation amount per time (see FIGS. 6 to 8).

[0133] Next, as shown in FIG. 17(b), identify the change in the number of passengers in the vehicle interior. For example, the change in the number of passengers is identified by the seat weight sensor 14e included in the sensor 14. The change in the number of passengers may be detected by other means, such as door opening / closing, seat belt attachment / detachment, and image analysis of the vehicle interior. Also, any one of these detection means may be used alone, or a combination of multiple means may be used. Further, when recreating the ventilation plan, in order to measure the rate of increase in the concentration of carbon dioxide in the vehicle interior again, it is not necessary to identify the number of changed passengers as long as it is possible to detect at least that a change in the number of passengers has occurred.

[0134] As a result of identifying the change in the number of passengers in the vehicle interior, for example, assume that the number of passengers has changed as follows for the section (1) to (2) on the driving route. (1): The number of passengers is 1 from the start of driving until a predetermined time. (2) Before arriving at the destination, the number of passengers increases by 1, and the vehicle heads towards the destination with 2 passengers.

[0135] As shown in FIG. 17(c), in the section (1) where the number of passengers is 1, create a ventilation plan (solid line in the figure) such that the concentration of carbon dioxide in the vehicle interior is included within the ventilation permission region created by the predicted increase rate a, threshold value b, upper limit value, and lower limit value based on the concentration of carbon dioxide in the vehicle interior measured at the start of driving. Then, in the section (2) where the number of passengers is 2, since the number of passengers has increased to 2, measure the concentration of carbon dioxide in the vehicle interior again, and recreate the ventilation plan (dashed line in the figure) such that the concentration of carbon dioxide in the vehicle interior is included within the ventilation permission region recreated by the predicted increase rate c, threshold value d, upper limit value, and lower limit value based on the measured concentration of carbon dioxide.

[0136] In this example, since there is enough margin for the carbon dioxide concentration in the passenger compartment to reach the upper limit value when the number of passengers changes, the ventilation permission area is recreated without performing ventilation. However, when there is no margin for the carbon dioxide concentration in the passenger compartment to reach the upper limit value when the number of passengers changes, or when there are a large number of passengers boarding, it is preferable to perform ventilation after detecting the change in the number of passengers, lower the carbon dioxide concentration in the passenger compartment to near the lower limit value, and then measure the carbon dioxide concentration in the passenger compartment again to recreate the ventilation permission area.

[0137] Figure 18 shows a specific example of recreating a ventilation plan based on the change information of the number of passengers input when the change in the number of passengers in the passenger compartment can be predicted.

[0138] As shown in FIG. 18(a), for example, after creating the ventilation permission area according to the rising rate a and the threshold value b as in FIG. 2, a ventilation plan from when the passengers board until the vehicle arrives at the destination is created based on the ventilation volume per time (see FIGS. 6 to 8).

[0139] Next, as shown in FIG. 18(b), the change in the number of passengers is predicted from, for example, taxi reservation or route setting by the navigation device 20 (via a kindergarten or school). As a result of predicting the change in the number of passengers in the passenger compartment, for example, it is assumed that the number of passengers changes as follows for the section (1) to (2) on the driving route. (1): From the start of driving to the school, there is 1 driver as the passenger. (2): Pick up children at the school, the number of passengers increases by 1, and return home with 2 passengers.

[0140] As shown in FIG. 18(c), in the section (1) where it is predicted that the number of passengers is one, a ventilation plan (solid line in the figure) is created such that the concentration of carbon dioxide in the vehicle interior is included in the ventilation permission region created by the rising rate a, threshold value b, upper limit value, and lower limit value predicted based on the concentration of carbon dioxide in the vehicle interior measured at the start of driving. At this time, the ventilation plan is created so that ventilation is performed before the number of passengers increases and the concentration of carbon dioxide in the vehicle interior decreases to near the lower limit value. Therefore, the concentration of carbon dioxide in the vehicle interior can be measured again immediately after the number of passengers increases. Then, in the section (2) where it is predicted that the number of passengers is two, the concentration of carbon dioxide in the vehicle interior is measured again, and a ventilation plan (dashed line in the figure) is recreated such that the concentration of carbon dioxide in the vehicle interior is included in the ventilation permission region recreated by the rising rate c, threshold value d, upper limit value, and lower limit value predicted based on the measured concentration of carbon dioxide.

[0141] As described above, since ventilation can be performed at an optimal timing even when the number of passengers increases or decreases, execution of wasteful ventilation can be suppressed.

[0142] 〈Specific Example 5 of Ventilation Plan Adjustment Process〉 FIG. 19 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

[0143] As shown in FIG. 19, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan from when the passengers board until the vehicle reaches the destination is created based on the amount of ventilation per time (see FIGS. 6 to 8).

[0144] Next, while the vehicle is running, the control device 13 monitors in real time the relationship among the temperature in the vehicle interior, the outside air temperature, and the target temperature in the vehicle interior, and determines whether the outside air temperature is closer to the target temperature in the vehicle interior than the temperature in the vehicle interior (S2). That is, during heating operation, it is determined whether the relationship of the target temperature in the vehicle interior > outside air temperature > temperature in the vehicle interior holds. During cooling operation, it is determined whether the relationship of the target temperature in the vehicle interior < outside air temperature < temperature in the vehicle interior holds.

[0145] Next, when the control device 13 determines that the outside air temperature is closer to the target temperature in the vehicle interior than the temperature in the vehicle interior (S2: Yes), it performs ventilation so that the concentration of carbon dioxide in the vehicle interior maintains the lower limit value (S3). The ventilation is performed by appropriate means such as introducing outside air or opening the window. Also, when the control device 13 determines that the outside air temperature is not closer to the target temperature in the vehicle interior than the temperature in the vehicle interior (S2: No), it ends the process.

[0146] Next, the control device 13 determines whether the temperature in the vehicle interior is closer to the target temperature in the vehicle interior than the outside air temperature (S4). Note that when the temperature in the vehicle interior and the outside air temperature are the same, it is determined that the temperature in the vehicle interior is closer to the target temperature in the vehicle interior than the outside air temperature. That is, during heating operation, it is determined whether the relationship of target temperature in the vehicle interior > temperature in the vehicle interior ≥ outside air temperature holds. During cooling operation, it is determined whether the relationship of target temperature in the vehicle interior < temperature in the vehicle interior ≤ outside air temperature holds.

[0147] Next, when the control device 13 determines that the temperature in the vehicle interior is closer to the target temperature in the vehicle interior than the outside air temperature (S4: Yes), it re-creates the ventilation permission area and re-creates the ventilation plan created in step S1 (S5). Also, when the control device 13 determines that the temperature in the vehicle interior is not closer to the target temperature in the vehicle interior than the outside air temperature (S4: No), it continues the process of step S3.

[0148] FIG. 20 shows a specific example when re-creating the ventilation plan when the outside air temperature is closer to the target temperature in the vehicle interior than the temperature in the vehicle interior. Note that FIG. 20 shows a specific example during cooling operation. Also, similar to FIG. 2, an example of creating the ventilation permission area by the rising rate a and the threshold value b will be described.

[0149] As shown in FIG. 20(a), for example, based on the ventilation volume per time, a ventilation plan from when the passengers board until the vehicle arrives at the destination is created (see FIGS. 6 to 8).

[0150] Next, as shown in Fig. 20(b), the temperature inside the vehicle cabin (T1 in the figure) and the outside air temperature are constantly measured, and the relationship among the temperature inside the vehicle cabin, the outside air temperature, and the target temperature inside the vehicle cabin is monitored in real time during vehicle travel. For example, assume that the temperature inside the vehicle cabin when the occupant boards is 55°C and the temperature inside the vehicle cabin is higher than the outside air temperature. In this case, the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin. Subsequently, although the temperature inside the vehicle cabin decreases due to the introduction of the outside air temperature and air conditioning inside the vehicle cabin, in section (1) of the driving route, the temperature inside the vehicle cabin is higher than the outside air temperature, and the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin. Then, assume that in section (2), the outside air temperature becomes higher than the temperature inside the vehicle cabin, and the temperature inside the vehicle cabin becomes closer to the target temperature inside the vehicle cabin than the outside air temperature.

[0151] As shown in Fig. 20(c), when there is a change in the air temperature as described above, in section (1) where the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin, ventilation is controlled as follows (1). And in section (2) where the temperature inside the vehicle cabin is closer to the target temperature inside the vehicle cabin than the outside air temperature, the ventilation permission area is recreated based on the rising rate a and the threshold value b and the ventilation plan is recreated in the same way as Fig. 20(a), and then ventilation is controlled as follows (2). For this reason, in the initially created ventilation permission area, the concentration of carbon dioxide that requires emission was the difference of 4750 ppm between 7750 ppm and the target value of 3000 ppm, but in the recreated ventilation permission area, the concentration of carbon dioxide that requires emission changes to the difference of 3000 ppm between 6000 ppm and the target value of 3000 ppm. The control of ventilation is performed by adjusting the ratio of inside and outside air by the HVAC unit 12 and opening the window. (1): Ventilation is performed so that the concentration of carbon dioxide inside the vehicle cabin maintains the lower limit value until the relationship of the target temperature inside the vehicle cabin < inside air temperature ≤ outside air temperature is satisfied. (2): Ventilation is performed to increase the amount of recirculated air and reduce the air conditioning load.

[0152] In this example, in the section where the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin (1), the amount of outside air introduced is increased until the temperature inside the vehicle cabin becomes equal to or lower than the outside air temperature. Therefore, the concentration of carbon dioxide inside the vehicle cabin is maintained at the lower limit value. By keeping the concentration of carbon dioxide inside the vehicle cabin at the lower limit value, the number of ventilation times can be reduced from 4 times in the initial ventilation plan shown in Fig. 20(a) to 3 times.

[0153] Also, under the condition that the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin, it is possible to lower the air conditioning load by bringing the introduced outside air closer to the target temperature inside the vehicle cabin rather than bringing the air inside the vehicle cabin when the occupant boards closer to the target temperature inside the vehicle cabin. Therefore, it is possible to suppress the energy consumption compared to starting the operation with the internal air circulation.

[0154] Although the explanation has been given by taking the cooling operation as an example, it is similarly implemented during the heating operation. And as situations where the processing like this example is executed, for example, when boarding the vehicle on a midsummer day, when boarding the vehicle after leaving the vehicle in the sun or in the shade for a long time during the intermediate period, or in the early morning in winter, etc. can be cited.

[0155] As described above, by maintaining the concentration of carbon dioxide inside the vehicle cabin at the lower limit value, it is possible to avoid ventilation being executed immediately after the temperature inside the vehicle cabin reaches the target temperature. Therefore, it is possible to suppress the temperature inside the vehicle cabin from deviating from the target temperature and the comfort level from decreasing immediately after the temperature inside the vehicle cabin reaches the target temperature. Also, by exchanging the outside air and the air inside the vehicle cabin during the startup operation, when the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin, the air conditioning load during the startup operation can be suppressed. Also, since the number of ventilation times and the amount of ventilation performed after the startup operation can be reduced, an increase in energy consumption can be suppressed.

[0156] 〈Specific Example 6 of Ventilation Plan Adjustment Processing〉 Fig. 21 is a flowchart of the ventilation plan adjustment processing executed by the control device 13.

[0157] As shown in FIG. 21, the control device 13 creates a ventilation plan (S1). For example, based on the ventilation volume per time, a ventilation plan is created from when the occupant boards the vehicle until the vehicle arrives at the destination (see FIGS. 6 to 8).

[0158] Next, while the vehicle is running, the control device 13 monitors in real time the relationship among the temperature inside the vehicle compartment, the outside air temperature, and the target temperature inside the vehicle compartment, and determines whether the outside air temperature is closer to the target temperature inside the vehicle compartment than the temperature inside the vehicle compartment (S2). That is, during heating operation, it is determined whether the relationship of target temperature inside the vehicle compartment > outside air temperature > temperature inside the vehicle compartment holds. During cooling operation, it is determined whether the relationship of target temperature inside the vehicle compartment < outside air temperature < temperature inside the vehicle compartment holds.

[0159] Next, when the control device 13 determines that the outside air temperature is closer to the target temperature inside the vehicle compartment than the temperature inside the vehicle compartment (S2: Yes), ventilation is performed so that the concentration of carbon dioxide inside the vehicle compartment maintains the lower limit value (S3). Ventilation is performed by appropriate means such as introducing outside air or opening the window. Also, when the control device 13 determines that the outside air temperature is not closer to the target temperature inside the vehicle compartment than the temperature inside the vehicle compartment (S2: No), it proceeds to step S4.

[0160] Next, the control device 13 determines whether the temperature inside the vehicle compartment is closer to the target temperature inside the vehicle compartment than the outside air temperature (S4). When the temperature inside the vehicle compartment is the same as the outside air temperature, it is determined that the temperature inside the vehicle compartment is closer to the target temperature inside the vehicle compartment than the outside air temperature. That is, during heating operation, it is determined whether the relationship of target temperature inside the vehicle compartment > temperature inside the vehicle compartment ≥ outside air temperature holds. During cooling operation, it is determined whether the relationship of target temperature inside the vehicle compartment < temperature inside the vehicle compartment ≤ outside air temperature holds.

[0161] Next, when the control device 13 determines that the temperature inside the vehicle compartment is closer to the target temperature inside the vehicle compartment than the outside air temperature (S4: Yes), it re-creates the ventilation permission area and re-creates the ventilation plan created in step S1 (S5). Also, when the control device 13 determines that the temperature inside the vehicle compartment is not closer to the target temperature inside the vehicle compartment than the outside air temperature (S4: No), it continues the process of step S3.

[0162] Then, the control device 13 determines whether the temperature inside the vehicle cabin is the same as the target temperature and whether the temperature difference between the temperature inside the vehicle cabin and the outside air temperature is equal to or less than a predetermined temperature (S6). At this time, even if the temperature inside the vehicle cabin and the target temperature do not exactly match, if the temperature difference is within the allowable range, it is determined that they match.

[0163] If the control device 13 does not determine that the temperature inside the vehicle cabin is the same as the target temperature and the temperature difference between the temperature inside the vehicle cabin and the outside air temperature is equal to or less than the predetermined temperature (S6: No), the ventilation plan is adjusted so that the ventilation time per ventilation is shorter than the ventilation volume initially set in the ventilation plan created in step S1 (S7). That is, the ventilation plan is adjusted so that ventilation is performed with a first ventilation volume in which the ventilation time per ventilation is shorter and the ventilation volume is smaller than the ventilation volume initially set in the ventilation plan created in step S1. If it is determined that the temperature inside the vehicle cabin is the same as the target temperature and the temperature difference between the temperature inside the vehicle cabin and the outside air temperature is equal to or less than the predetermined temperature (S6: Yes), the ventilation plan is adjusted so that the ventilation time per ventilation is longer than the first ventilation volume (S8). That is, the ventilation plan is adjusted so that ventilation is performed with a second ventilation volume in which the ventilation time per ventilation is longer and the ventilation volume is larger than the first ventilation volume.

[0164] Note that when performing ventilation with the first ventilation volume or the second ventilation volume, only one of the ventilation time or the ventilation volume may be changed.

[0165] FIG. 22 shows a specific example when re-creating a ventilation plan based on the temperature inside the vehicle cabin, the outside air temperature, and the target temperature inside the vehicle cabin. Note that FIG. 22 shows a specific example during cooling operation. Also, similar to FIG. 2, an example of creating a ventilation permission area using the rising rate a and the threshold value b will be described.

[0166] As shown in FIG. 22(a), for example, a ventilation plan from when the passengers board based on the ventilation volume per ventilation until the vehicle arrives at the destination is created (see FIGS. 6 to 8).

[0167] Next, as shown in Fig. 22(b), the temperature inside the vehicle compartment (T1 in the figure) and the outside air temperature (T2 in the figure) are constantly measured, and the relationship among the temperature inside the vehicle compartment, the outside air temperature, and the target temperature inside the vehicle compartment is monitored in real time while the vehicle is running. For example, assume that the outside air temperature when the occupant boards the vehicle is approximately 35°C and the temperature inside the vehicle compartment is higher than the outside air temperature. That is, in section (1) of the driving route, the temperature inside the vehicle compartment is higher than the outside air temperature, and the outside air temperature is closer to the target temperature inside the vehicle compartment than the temperature inside the vehicle compartment. Then, in section (2), the outside air temperature becomes higher than the temperature inside the vehicle compartment, and the temperature inside the vehicle compartment is closer to the target temperature inside the vehicle compartment than the outside air temperature. At this time, in section (2), the deviation between the temperature inside the vehicle compartment and the target temperature is large in the first half, and the temperature difference between the outside air temperature and the temperature inside the vehicle compartment exceeds a predetermined temperature (for example, 10°C) in the second half. Then, in section (3), the temperature inside the vehicle compartment reaches the target temperature, and the temperature difference between the outside air temperature and the temperature inside the vehicle compartment becomes equal to or less than a predetermined temperature (for example, 10°C).

[0168] Then, as shown in Fig. 22(c), the inside and outside air temperatures and the target temperature are detected at the first ventilation timing since the occupant boards the vehicle, and the ventilation time and the ventilation volume are adjusted based on the temperature difference between the temperature inside the vehicle compartment and the outside air temperature and the temperature difference between the temperature inside the vehicle compartment and the target temperature.

[0169] That is, in the section where the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin (1), ventilation is controlled as follows (1). And in the section where the temperature inside the vehicle cabin is closer to the target temperature inside the vehicle cabin than the outside air temperature, but the deviation between the temperature inside the vehicle cabin and the target temperature is large and the temperature difference between the outside air temperature and the temperature inside the vehicle cabin exceeds a predetermined temperature (2), as in FIG. 22(a), the ventilation permission area is recreated based on the rising rate a and the threshold value b, and after recreating the ventilation plan, ventilation is controlled as follows (2). For this reason, in the initially created ventilation permission area, the concentration of carbon dioxide that needs to be discharged was the difference of 4750 ppm between 7750 ppm and the target value of 3000 ppm, but in the recreated ventilation permission area, the concentration of carbon dioxide that needs to be discharged changes to the difference of 3000 ppm between 6000 ppm and the target value of 3000 ppm. Also, in the section where the temperature inside the vehicle cabin reaches the target temperature and the temperature difference between the outside air temperature and the temperature inside the vehicle cabin is equal to or less than a predetermined temperature (for example, 10°C) (3), ventilation is controlled as follows (3). (1): During the cooling operation, since the temperature inside the vehicle cabin > the outside air temperature, ventilation is performed so that the concentration of carbon dioxide inside the vehicle cabin maintains the lower limit value. (2): The relationship becomes outside air temperature > the temperature inside the vehicle cabin. However, in the first half of this section, the deviation between the temperature inside the vehicle cabin and the target temperature is large, and in the second half of this section, the temperature difference between the outside air temperature and the temperature inside the vehicle cabin exceeds a predetermined value. Therefore, it can be determined that there is a high possibility of impairing the comfort of the passengers if the ventilation time is lengthened and the ventilation volume is decreased. Thus, the ventilation time is made shorter than the ventilation time initially set in the ventilation plan shown in FIG. 22(a), and the ventilation volume is made smaller than the ventilation volume initially set in the ventilation plan shown in FIG. 22(a). (3): Since the temperature inside the vehicle cabin becomes the target temperature and the temperature difference between the outside air temperature and the temperature inside the vehicle cabin is also equal to or less than a predetermined value, it can be determined that the comfort of the passengers will not be impaired even if the ventilation time is lengthened and the ventilation volume is increased. Thus, the ventilation time for one time is made longer than that in the section (2), and the ventilation volume for one time is made larger than that in the section (2).

[0170] Incidentally, although the temperature inside the vehicle compartment slightly increases at the ventilation timing as shown in Fig. 22(b), by adjusting the ventilation time and the ventilation volume, the amount of increase in the temperature inside the vehicle compartment can be kept within a range where comfort is not impaired.

[0171] As described above, by determining the ventilation time and the ventilation volume that can be achieved without affecting the comfort of the occupants and then creating a ventilation plan, it is possible to suppress the deterioration of the comfort of the occupants.

[0172] 〈Air conditioning control process〉 When ventilation is performed, the temperature difference between the temperature inside the vehicle compartment and the target temperature tends to increase, which impairs the comfort of the occupants. Therefore, considering the comfort of the occupants, it is necessary to shorten the ventilation time, and it becomes difficult to ensure a sufficient ventilation volume. Therefore, in the present embodiment, in order to solve these problems, it is possible to perform air conditioning control in accordance with the ventilation plan. Specifically, the control device 13 can execute an air conditioning control process as shown in Fig. 23.

[0173] Fig. 23 is a flowchart of the air conditioning control process executed by the control device 13.

[0174] As shown in Fig. 23, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan is created from the time when the occupants board the vehicle until the vehicle reaches the destination based on the ventilation volume per time (see Figs. 6 to 8).

[0175] Next, the control device 13 determines whether it is the timing before the start of ventilation based on the ventilation plan created in step S1 (S2).

[0176] Next, when it is not the timing before the start of ventilation (S2: No), the control device 13 repeats the determination in step S2. That is, when ventilation is being executed, the determination is repeated.

[0177] When it is the timing before the start of ventilation (S2: Yes), the control device 13 pre-cools or pre-heats the air in the vehicle interior (S3). That is, pre-cooling is performed during cooling operation, and pre-heating is performed during heating operation. For example, during cooling operation, the temperature in the vehicle interior is lowered by a predetermined temperature (e.g., 1°C) below the target temperature by pre-cooling. During heating operation, the temperature in the vehicle interior is raised by a predetermined temperature (e.g., 1°C) above the target temperature by pre-heating.

[0178] Next, the control device 13 determines whether it is the start timing of ventilation (S4). If it is not the start timing of ventilation (S4: No), pre-cooling or pre-heating is continued (S3). If it is the start timing of ventilation (S4: Yes), pre-cooling or pre-heating is terminated (S5).

[0179] Next, the control device 13 determines whether it is the scheduled arrival time at the destination (S6). If it is not the scheduled arrival time (S6: No), the process returns to step S2. If it is the scheduled arrival time (S6: Yes), the process ends.

[0180] FIG. 24 shows a specific example when pre-cooling the air in the vehicle interior at the timing before ventilation during cooling operation.

[0181] As shown in FIG. 24(a), for example, a ventilation plan from when the passengers board until the vehicle arrives at the destination is created based on the amount of ventilation per time (see FIGS. 6 to 8).

[0182] Next, as shown in Fig. 24(b), the temperature inside the vehicle cabin is measured, and the relationship between the temperature inside the vehicle cabin and the target temperature is monitored in real time. Then, based on the ventilation plan shown in Fig. 24(a), the air inside the vehicle cabin is precooled, and the temperature inside the vehicle cabin is lowered by a predetermined temperature from the target temperature. Specifically, the air inside the vehicle cabin is precooled before ventilation starts, and the precooling ends when ventilation starts. As a result, the temperature inside the vehicle cabin can be maintained within the range of "target temperature ± α". Therefore, even if the temperature inside the vehicle cabin changes due to ventilation, the influence on the comfort of the occupants can be suppressed. In addition, since precooling is a prerequisite, the compressor can be controlled so that the rotational speed of the compressor always fluctuates constantly. Therefore, since the target rotational speed of the compressor does not fluctuate frequently, the load on the compressor can also be suppressed.

[0183] Note that in this embodiment, an example is given in which precooling or preheating is performed before ventilation after determining the ventilation timing in advance based on the ventilation plan. However, when the ventilation timing cannot be predicted in advance, the ventilation timing may be predicted from the tendency of the increase in the concentration of carbon dioxide inside the vehicle cabin, and precooling or preheating may be performed based on the prediction result.

[0184] As described above, since the temperature difference between the temperature inside the vehicle cabin and the target temperature falls within a predetermined range, the ventilation time can be extended while suppressing the occupants from feeling uncomfortable. In addition, since the ventilation volume can be ensured, the number of ventilation times can be reduced, and the load on the compressor and the like can be suppressed.

[0185] 〈Target value setting process〉 If the concentration of carbon dioxide inside the vehicle cabin is controlled near the upper limit value at the time of arrival at the destination in order to suppress energy consumption, it may affect the behavior of the occupants after getting off the vehicle. Therefore, it is preferable to predict the behavior of the occupants after getting off the vehicle and set the target value. Therefore, the control device 13 can execute ventilation control processing as shown in Fig. 24.

[0186] Fig. 25 is a flowchart of the ventilation control processing executed by the control device 13. Note that the description is omitted for the steps other than step 3a because they are the same as the processing in Fig. 4.

[0187] As shown in FIG. 25, after executing steps S1 to S3, the control device 13 proceeds to step S3a. In step S3a, the behavior of the occupant is predicted and a target value is set (S3a). For example, the behavior of the occupant is predicted from the destination and driving route set by the navigation device 20, the behavior pattern of the occupant, and the like. Specifically, it is predicted whether it is for going to school or commuting. Then, a target value (for example, 1000 ppm) at which the occupant feels comfortable is set as the target value. Thus, the occupant can get off the vehicle in a comfortable mood and move on to the behavior after getting off.

[0188] Next, the control device 13 creates a ventilation permission area based on the target value set in step S3a (S4). Thereafter, the same processing as in FIG. 4 is performed.

[0189] FIG. 26 shows a specific example of the ventilation permission area created when predicting the behavior of the occupant and setting the target value. Note that, similar to FIG. 2, an example of creating the ventilation permission area by the rising rate a and the threshold value b will be described. Then, in FIG. 26(a), an example of creating the ventilation permission area B will be described, and in FIG. 26(b), an example of creating the ventilation permission area C will be described.

[0190] As shown in FIG. 26(a), the method of creating the ventilation permission area B is the same as the method of creating the ventilation permission area A (see FIG. 2) described using FIG. 2. However, it is different from the ventilation permission area A in that the target value TG is set to a value lower than the upper limit value. The target value is lower than the upper limit value and is an effective concentration for making the occupant feel comfortable. And in the example shown in FIG. 26(a), based on the decrease rate of the carbon dioxide concentration when ventilation is performed, the carbon dioxide concentration in the vehicle interior is set to the threshold value e when it transitions from the upper limit value to the target value TG at the arrival prediction time t1. And in the ventilation permission area B, the range of equal to or higher than the threshold value b and equal to or lower than the threshold value e immediately before arriving at the destination is set as the allowable range of the carbon dioxide concentration in the vehicle interior.

[0191] However, when the concentration of carbon dioxide in the vehicle interior reaches the target value simultaneously with the arrival at the destination, as in the ventilation permission area B, there is a possibility that a comfortable feeling may not be achieved during the ride, so it is not effective in making the passenger feel comfortable after getting off the vehicle.

[0192] Therefore, for example, as shown in FIG. 26(b), it is preferable to create a ventilation permission area C in which the concentration of carbon dioxide in the vehicle interior is set to be equal to or lower than the target value a predetermined time before arriving at the destination. The method for creating the ventilation permission area C is the same as the method for creating the ventilation permission area A described with reference to FIG. 2. However, it is different from the ventilation permission area A in that the target value TG is set to a value lower than the upper limit value. And in the example shown in FIG. 26(b), from a predetermined time before arriving at the destination to the scheduled arrival time t1, the concentration of carbon dioxide that changes within a range where the concentration of carbon dioxide in the vehicle interior is equal to or lower than the upper limit value and equal to or higher than the target value TG is defined as the threshold value f. And ventilation is performed so that the concentration of carbon dioxide is included in a range equal to or higher than the threshold value b and equal to or lower than the threshold value f from a predetermined time before arriving at the destination to the scheduled arrival time t1.

[0193] In this case, for example, when going to work or studying after getting off the vehicle during commuting or going to school, the quality of the passenger's behavior after getting off the vehicle can be improved in a situation where a comfortable feeling is desired when arriving at the destination.

[0194] As described above, since the target value is set based on the behavior of the passenger after the vehicle arrives at the destination, the passenger can get off the vehicle in a comfortable mood.

[0195] [Effects of the present embodiment] (a1) An air conditioner 1 for a vehicle capable of ventilating the vehicle interior, comprising a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide in the vehicle interior, and a control device 13 as a ventilation control unit for controlling the ventilation in the vehicle interior so that the concentration of carbon dioxide in the vehicle interior falls within a range equal to or higher than the lower limit value and equal to or lower than the upper limit value. Therefore, the concentration of carbon dioxide in the vehicle interior can be kept within an appropriate range.

[0196] (a2) In the vehicle air conditioner 1 of (a1) above, the control device 13 as the ventilation control unit calculates the rate of increase in the carbon dioxide concentration in the vehicle interior based on the change in the carbon dioxide concentration after the passengers board, obtains the estimated arrival time required from when the passengers board until the vehicle arrives at the destination, sets a target value for the carbon dioxide concentration in the vehicle interior when the vehicle arrives at the destination, uses as a threshold value the carbon dioxide concentration that changes as the carbon dioxide concentration in the vehicle interior rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time, creates a ventilation permission region that defines the allowable range of the carbon dioxide concentration in the vehicle interior according to the driving time of the vehicle so that the allowable range of the carbon dioxide concentration in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the driving time of the vehicle, and controls the ventilation in the vehicle interior so that the carbon dioxide concentration in the vehicle interior from when the passengers board until the vehicle arrives at the destination falls within the range defined by the ventilation permission region. Therefore, while keeping the carbon dioxide concentration in the vehicle interior within an appropriate range, by avoiding unnecessary ventilation, it is possible to suppress the introduction of outside air more than necessary and suppress an increase in energy consumption.

[0197] (b1) A vehicle air conditioner 1 capable of ventilating the passenger compartment, comprising a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide in the passenger compartment, and a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide in the passenger compartment based on the change in the concentration of carbon dioxide after the passenger boards, obtains the estimated arrival time required from when the passenger boards until the vehicle reaches the destination, sets a target value for the concentration of carbon dioxide in the passenger compartment when the vehicle reaches the destination, sets as a threshold value the concentration of carbon dioxide that changes as the concentration of carbon dioxide in the passenger compartment rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time, creates a ventilation permission region that defines the allowable range of the concentration of carbon dioxide in the passenger compartment according to the running time of the vehicle so that the allowable range of the concentration of carbon dioxide in the passenger compartment changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, determines the number of times of ventilation from when the passenger boards until the vehicle reaches the destination based on a predetermined ventilation volume determined as the upper limit of the concentration of carbon dioxide that decreases when ventilating the passenger compartment by subtracting the lower limit value from the upper limit value, and controls the ventilation in the passenger compartment so that the concentration of carbon dioxide in the passenger compartment from when the passenger boards until the vehicle reaches the destination falls within the range defined by the ventilation permission region. Therefore, since the concentration of carbon dioxide can be kept within the allowable range with the minimum necessary number of times of ventilation, an increase in energy consumption can be suppressed.

[0198] (c1) A vehicle air conditioner 1 capable of ventilating the passenger compartment, comprising a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13 as the ventilation control unit predicts the change in the outside air temperature on the driving route based on the driving route information in the driving route from the position of the vehicle when the passenger boards until it reaches the destination, and increases the ventilation volume when the outside air temperature approaches the target temperature in the passenger compartment. Therefore, by increasing the ventilation when the outside air temperature approaches the target temperature in the passenger compartment, the air conditioning load when ventilating can be suppressed, and an increase in energy consumption can be suppressed.

[0199] (c2) In the vehicle air conditioner 1 of (c1) above, a concentration detection sensor 14a is provided as a concentration detection unit for detecting the concentration of carbon dioxide in the vehicle interior. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide in the vehicle interior based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from when the passengers board until the vehicle reaches the destination, sets a target value for the concentration of carbon dioxide in the vehicle interior when the vehicle reaches the destination, uses as a threshold value the concentration of carbon dioxide that changes such that the concentration of carbon dioxide in the vehicle interior rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time, creates a ventilation permission region that defines the allowable range of the concentration of carbon dioxide in the vehicle interior according to the driving time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the driving time of the vehicle, and controls the ventilation in the vehicle interior so that the concentration of carbon dioxide in the vehicle interior from when the passengers board until the vehicle reaches the destination falls within the range defined by the ventilation permission region. Therefore, while keeping the concentration of carbon dioxide in the vehicle interior within an appropriate range, unnecessary ventilation can be avoided, thereby suppressing the introduction of outside air more than necessary and suppressing an increase in energy consumption.

[0200] (d1) A vehicle air conditioner 1 capable of ventilating the vehicle interior, comprising a control device 13 as a ventilation control unit for controlling the ventilation in the vehicle interior. The control device 13 as the ventilation control unit changes the timing of ventilating the vehicle interior or the ventilation volume when ventilating the vehicle interior according to the cooling requirement of a battery as an in-vehicle heating device. Therefore, it is possible to avoid the occurrence of a temporary high rotation speed requirement due to the simultaneous occurrence of an increase in the air conditioning load and the temperature control requirement of the battery, so that an increase in the power consumption of the entire vehicle can be suppressed. In addition, since the occurrence of a high load on the compressor can be avoided, a decrease in the mechanical life can be suppressed.

[0201] (d2) In the vehicle air conditioner 1 of (d1) above, a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide in the vehicle interior is provided. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide in the vehicle interior based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from when the passengers board until the vehicle reaches the destination, sets a target value for the concentration of carbon dioxide in the vehicle interior when the vehicle reaches the destination, uses as a threshold value the concentration of carbon dioxide that changes as the concentration of carbon dioxide in the vehicle interior rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time, creates a ventilation permission region that defines the allowable range of the concentration of carbon dioxide in the vehicle interior according to the running time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, and controls the ventilation in the vehicle interior so that the concentration of carbon dioxide in the vehicle interior from when the passengers board until the vehicle reaches the destination falls within the range defined by the ventilation permission region. Therefore, by keeping the concentration of carbon dioxide in the vehicle interior within an appropriate range and avoiding unnecessary ventilation, it is possible to suppress the introduction of outside air more than necessary and suppress an increase in energy consumption.

[0202] (e1) A vehicle air conditioner 1 capable of ventilating the vehicle interior, comprising a control device 13 as a ventilation control unit for controlling the ventilation in the vehicle interior. The control device 13 as the ventilation control unit changes the timing of ventilating the vehicle interior or the ventilation volume when ventilating the vehicle interior in a section where the air quality deteriorates in the driving route from the position of the vehicle when the passengers board until the vehicle reaches the destination. Therefore, it is possible to suppress the entry of factors that harm the health of the passengers into the interior.

[0203] (e2) In the vehicle air conditioner 1 described in (e1) above, a concentration detection sensor 14a is provided as a concentration detection unit for detecting the concentration of carbon dioxide in the vehicle interior. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide in the vehicle interior based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from when the passengers board until the vehicle reaches the destination, sets a target value for the concentration of carbon dioxide in the vehicle interior when the vehicle reaches the destination, uses as a threshold value the concentration of carbon dioxide that changes as the concentration of carbon dioxide in the vehicle interior rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time, creates a ventilation permission region that defines the allowable range of the concentration of carbon dioxide in the vehicle interior according to the running time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, and controls the ventilation in the vehicle interior so that the concentration of carbon dioxide in the vehicle interior from when the passengers board until the vehicle reaches the destination falls within the range defined by the ventilation permission region. Therefore, while keeping the concentration of carbon dioxide in the vehicle interior within an appropriate range and avoiding unnecessary ventilation, it is possible to suppress the introduction of outside air more than necessary and suppress an increase in energy consumption.

[0204] (e3) In the vehicle air conditioner 1 described in (e1) above, the control device 13 as the ventilation control unit can output proposal information for proposing to the passengers a driving route where the air quality does not deteriorate. Therefore, it is possible to suppress the entry of factors that harm the health of the passengers into the vehicle interior by arbitrary settings made by the passengers.

[0205] (f1) A vehicle air conditioner 1 capable of ventilating the passenger compartment, comprising a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide in the passenger compartment, a weight sensor 14e as a passenger number change information output unit for outputting change information on the number of passengers in the passenger compartment, and a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide in the passenger compartment based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from when the passengers board until the vehicle arrives at the destination, sets a target value for the concentration of carbon dioxide in the passenger compartment when the vehicle arrives at the destination, uses as a threshold the concentration of carbon dioxide that changes as the concentration of carbon dioxide in the passenger compartment rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time, creates a ventilation permission area that defines the allowable range of the concentration of carbon dioxide in the passenger compartment according to the running time of the vehicle such that the allowable range of the concentration of carbon dioxide in the passenger compartment changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, recreates the ventilation permission area when change information on the number of passengers in the passenger compartment is input, and controls the ventilation in the passenger compartment so that the concentration of carbon dioxide in the passenger compartment from when the passengers board until the vehicle arrives at the destination falls within the range defined by the ventilation permission area. Therefore, even if the number of passengers in the passenger compartment increases or decreases, ventilation can be performed at an optimal timing, so that the execution of unnecessary ventilation can be suppressed.

[0206] (g1) A vehicle air conditioner 1 capable of ventilating the passenger compartment, comprising an outside air temperature sensor 14c as an outside air temperature detection unit for detecting the outside air temperature, an inside air temperature sensor 14b as an inside air temperature detection unit for measuring the temperature of the air in the passenger compartment, and a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13 as the ventilation control unit ventilates the passenger compartment when the outside air temperature is closer to the target temperature in the passenger compartment than the temperature in the passenger compartment. Therefore, it is possible to avoid performing ventilation immediately after the temperature inside the vehicle cabin reaches the target temperature. Therefore, it is possible to prevent the temperature inside the vehicle cabin from deviating from the target temperature and the comfort level from decreasing immediately after the temperature inside the vehicle cabin reaches the target temperature. Also, by exchanging the outside air and the air inside the vehicle cabin during startup driving, when the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin, the air conditioning load during startup driving can be suppressed. Further, since the number of ventilation times and the ventilation volume performed after startup driving can be decreased, an increase in energy consumption can be suppressed.

[0207] (g2) In the vehicle air conditioner 1 of (g1) above, a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide inside the vehicle cabin is provided. The control device 13 as the ventilation control unit calculates the rising rate of the concentration of carbon dioxide inside the vehicle cabin based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from when the passengers board until the vehicle arrives at the destination, sets a target value for the concentration of carbon dioxide inside the vehicle cabin when the vehicle arrives at the destination, uses the concentration of carbon dioxide that changes as the threshold value when the concentration of carbon dioxide inside the vehicle cabin rises from the lower limit value based on the rising rate and reaches the target value at the estimated arrival time, and creates a ventilation permission region that defines the allowable range of the concentration of carbon dioxide inside the vehicle cabin according to the driving time of the vehicle so that the allowable range of the concentration of carbon dioxide inside the vehicle cabin changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the driving time of the vehicle, and controls the ventilation inside the vehicle cabin so that the concentration of carbon dioxide inside the vehicle cabin from when the passengers board until the vehicle arrives at the destination falls within the range defined by the ventilation permission region. Therefore, while keeping the concentration of carbon dioxide inside the vehicle cabin within an appropriate range and avoiding unnecessary ventilation, it is possible to suppress the introduction of outside air more than necessary and suppress an increase in energy consumption.

[0208] The vehicle air conditioner 1 capable of ventilating the interior of the vehicle, comprising an outside air temperature sensor 14c as an outside air temperature detection unit for detecting the outside air temperature, an inside air temperature sensor 14b as an inside air temperature detection unit for measuring the temperature of the air inside the vehicle, and a control device 13 as a ventilation control unit for controlling the ventilation inside the vehicle. The control device 13 as the ventilation control unit adjusts the ventilation volume when ventilating the interior of the vehicle or the ventilation time when ventilating the interior of the vehicle based on the target temperature inside the vehicle, the outside air temperature, and the temperature inside the vehicle. Therefore, in order to create a ventilation plan after determining the ventilation time and ventilation volume that can be achieved without affecting the comfort of the passengers, it is possible to suppress the deterioration of the passengers' comfort.

[0209] In the vehicle air conditioner 1 of (h1) above, it is provided with a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide inside the vehicle. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide inside the vehicle based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from the time the passengers board until the vehicle reaches the destination, sets the target value of the concentration of carbon dioxide inside the vehicle when the vehicle reaches the destination, uses the concentration of carbon dioxide when the concentration of carbon dioxide inside the vehicle rises from the lower limit value based on the rate of increase and reaches the target value at the estimated arrival time as the threshold value, and creates a ventilation permission area that defines the allowable range of the concentration of carbon dioxide inside the vehicle according to the running time of the vehicle so that the allowable range of the concentration of carbon dioxide inside the vehicle changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, and controls the ventilation inside the vehicle so that the concentration of carbon dioxide inside the vehicle from the time the passengers board until the vehicle reaches the destination falls within the range defined by the ventilation permission area. Therefore, while keeping the concentration of carbon dioxide inside the vehicle within an appropriate range and avoiding unnecessary ventilation, it is possible to suppress the introduction of more outside air than necessary and the increase in energy consumption.

[0210] The vehicle air conditioner 1 capable of ventilating the interior of the vehicle, comprising a control device 13 as a ventilation control unit for controlling the ventilation in the vehicle interior, and the control device 13 as the ventilation control unit pre-cools or pre-heats the air in the vehicle interior according to the timing of ventilating the vehicle interior. Therefore, since the temperature difference between the temperature in the vehicle interior and the target temperature falls within a predetermined range, it is possible to extend the ventilation time while suppressing the discomfort felt by the passengers. In addition, since the ventilation volume can be ensured, it is possible to reduce the number of ventilation times, and the load on the compressor and the like can be suppressed.

[0211] (i2) In the vehicle air conditioner 1 of (i1) above, the control device 13 as the ventilation control unit calculates the rising rate of the carbon dioxide concentration in the vehicle interior based on the change in the carbon dioxide concentration after the passenger boards, obtains the estimated arrival time required from the time the passenger boards until the vehicle arrives at the destination, sets the target value of the carbon dioxide concentration in the vehicle interior when the vehicle arrives at the destination, uses the carbon dioxide concentration that rises from the lower limit value based on the rising rate and transitions to the target value at the estimated arrival time as the threshold value, and creates a ventilation permission area that defines the allowable range of the carbon dioxide concentration in the vehicle interior according to the running time of the vehicle so that the allowable range of the carbon dioxide concentration in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, and controls the ventilation in the vehicle interior so that the carbon dioxide concentration in the vehicle interior from the time the passenger boards until the vehicle arrives at the destination falls within the range defined by the ventilation permission area. Therefore, while keeping the carbon dioxide concentration in the vehicle interior within an appropriate range and avoiding unnecessary ventilation, it is possible to suppress the introduction of more outside air than necessary and the increase in energy consumption.

[0212] The vehicle air conditioner 1 capable of ventilating the interior of the vehicle includes a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide in the interior of the vehicle, and a control device 13 as a ventilation control unit for controlling the ventilation in the interior of the vehicle. The control device 13 as the ventilation control unit calculates the rate of increase in the concentration of carbon dioxide in the interior of the vehicle based on the change in the concentration of carbon dioxide after the passengers board, obtains the estimated arrival time required from the time the passengers board until the vehicle reaches the destination, predicts the behavior of the passengers after the vehicle reaches the destination, sets a target value for the concentration of carbon dioxide in the interior of the vehicle when the vehicle reaches the destination based on the predicted result, sets the concentration of carbon dioxide when the concentration of carbon dioxide in the interior of the vehicle rises from the lower limit value and reaches the target value at the estimated arrival time as a threshold value, creates a ventilation permission area that defines the allowable range of the concentration of carbon dioxide in the interior of the vehicle according to the running time of the vehicle so that the allowable range of the concentration of carbon dioxide in the interior of the vehicle changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the running time of the vehicle, and controls the ventilation in the interior of the vehicle so that the concentration of carbon dioxide in the interior of the vehicle from the time the passengers board until the vehicle reaches the destination falls within the range defined by the ventilation permission area. Therefore, since the target value is set based on the behavior of the passengers after the vehicle reaches the destination, the passengers can get off the vehicle in a comfortable mood.

[0213] As described above, the present invention has been described by showing preferred embodiments. However, it goes without saying that the present invention is not limited only to the above-described embodiments, and various modifications can be made within the scope of the present invention.

Explanation of Reference Numerals

[0214] 1: Vehicle air conditioner 10: Heat medium circuit 11: Refrigerant circuit 12: HVAC unit 13: Control device 13a: Carbon dioxide increase rate calculation unit 13b: Estimated arrival time acquisition unit 13c: Target value setting unit 13d: Threshold value setting unit 13e: Ventilation Permission Area Creation Unit 14: Sensor 14a: Concentration Detection Sensor 14b: Indoor Temperature Sensor 14c: Outdoor Temperature Sensor 14d: Blowing Temperature Sensor 14e: Weight Sensor 15: Operation Unit 16: Display Unit 17: Speaker 18: Communication Bus 19: Power Window Device 20: Navigation Device

Claims

1. An air conditioner for a vehicle capable of ventilating the interior of the vehicle, comprising a ventilation control unit for controlling the ventilation of the interior of the vehicle, wherein the ventilation control unit predicts a change in the outside air temperature on the driving route based on the driving route information in the driving route from the position of the vehicle when the occupant boards until arriving at the destination, and increases the ventilation amount when the outside air temperature approaches the target temperature inside the vehicle The vehicle air conditioner is characterized by the above.

2. Comprising a concentration detection unit for detecting the concentration of carbon dioxide in the vehicle interior, wherein the ventilation control unit calculates the rising rate of the concentration of carbon dioxide in the vehicle interior based on the change in the concentration of carbon dioxide after the occupant boards, acquires the estimated arrival time required from when the occupant boards until the vehicle arrives at the destination, sets a target value for the concentration of carbon dioxide in the vehicle interior when the vehicle arrives at the destination, uses the concentration of carbon dioxide when the concentration of carbon dioxide in the vehicle interior rises from the lower limit value and reaches the target value at the estimated arrival time based on the rising rate as a threshold value, creates a ventilation permission region that defines the allowable range of the concentration of carbon dioxide in the vehicle interior according to the driving time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle interior changes from a range of not less than the lower limit value and not more than the upper limit value to a range of not less than the threshold value and not more than the upper limit value according to the driving time of the vehicle, controls the ventilation in the vehicle interior so that the concentration of carbon dioxide in the vehicle interior from when the occupant boards until the vehicle arrives at the destination falls within the range defined by the ventilation permission region The vehicle air conditioner according to claim 1, characterized by the above.

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