Air conditioner for vehicle

Abstract

To provide an air conditioner for a vehicle which can suppress execution of wasteful ventilation.SOLUTION: A control device 13 recreates a ventilation allowable region when change information of the number of occupants in a cabin is input, and controls ventilation in the cabin so that concentration of carbon dioxide in the cabin is kept in a range regulated in the ventilation allowable area until the vehicle arrives at a destination after the occupant boards the vehicle. Therefore, ventilation can be performed at an optimal timing even when the number of occupants in the cabin is increased / decreased, which can suppress execution of wasteful ventilation.SELECTED DRAWING: Figure 17

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 performing ventilation of 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 the execution of unnecessary ventilation.

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 passenger compartment, and includes a concentration detection unit that detects the concentration of carbon dioxide in the passenger compartment, an occupant number change detection unit that detects a change in the number of occupants in the passenger compartment, and a ventilation control unit that controls the ventilation in the passenger compartment so that the concentration of carbon dioxide in the passenger compartment falls within a range of not less than a lower limit value and not more than an upper limit value. The ventilation control unit calculates an increase rate of the concentration of carbon dioxide in the passenger compartment based on a change in the concentration of carbon dioxide after the occupant boards, obtains an estimated arrival time required from the time the occupant boards 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, and sets, as a threshold value, the concentration of carbon dioxide that transitions from the lower limit value to the target value within the estimated arrival time based on the increase rate after the concentration of carbon dioxide in the passenger compartment maintains the lower limit value from the time the occupant boards. A ventilation permission region is created that defines a range of the concentration of carbon dioxide in the passenger compartment that is allowed according to the driving time of the vehicle, such that the range of the concentration of carbon dioxide in the passenger compartment that is allowed according to the driving time 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. When the number of occupants in the passenger compartment changes, the ventilation permission region is recreated, and the ventilation in the passenger compartment is controlled so that the concentration of carbon dioxide in the passenger compartment from the time the occupant boards until the vehicle arrives at the destination falls within the range of the concentration defined by the ventilation permission region.

Effect of the Invention

[0006] According to the present invention, it is possible to provide a vehicle air conditioner that can suppress the execution of unnecessary ventilation.

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 keep the concentration of carbon dioxide in the vehicle interior within an appropriate range while suppressing an increase in energy consumption.

[0009] FIG. 1 is an explanatory diagram schematically showing a configuration example of a 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 a battery mounted on the vehicle and a 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 vehicle interior 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, various requests, and the like.

[0012] The heat medium circuit 10 includes a cooler core, a heater core, a motor, a battery, and the like. The refrigerant circuit 11 includes a compressor, a pressure reducing device, and the like. 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 vehicle interior through the heater core and the cooler core, thereby adjusting the temperature of the vehicle interior.

[0013] The HVAC unit 12 includes an intake unit 12b as an inside / outside air switching device. The intake unit 12b adjusts the opening / closing ratio of an outside air inlet for introducing outside air of the vehicle exterior and an inside air inlet for introducing inside air of the vehicle interior 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 a sensor 14 that detects the temperature inside and outside the vehicle cabin, the temperature and pressure of each part of the refrigerant circuit 3, etc. The sensor 14 includes a concentration detection sensor 14a that measures the concentration of carbon dioxide in the vehicle cabin, an internal air temperature sensor 14b that measures the temperature of the air inside the vehicle cabin, an outside air temperature sensor 14c that detects the outside air temperature, a blow-out temperature sensor 14d that detects the temperature of the air blown into the vehicle cabin, and a weight sensor 14e that detects the weight of each seat installed in the vehicle cabin. And data such as the concentration data of carbon dioxide in the vehicle cabin, the temperature data of the vehicle cabin, 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 cabin 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 cabin 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 cabin, 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 from 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 cabin by performing the opening control 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 lower 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 the present 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. Then, by ventilating so that the concentration of carbon dioxide in the vehicle interior falls within the range defined by the ventilation permissible region, while preventing risks to the human body due to the concentration of carbon dioxide in the vehicle interior exceeding the upper limit value, the ventilation is controlled so that the concentration of carbon dioxide in the vehicle interior is maintained at 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 increase 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 increase 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 increase 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 increase rate calculated by the carbon dioxide increase 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. 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 changes 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 in 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 despite the carbon dioxide concentration in the vehicle interior reaching the lower limit value of 450 ppm, it will be unnecessary ventilation. Therefore, by not performing ventilation to maintain 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 rise 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, since there is a possibility of a risk to the human body when exceeding the upper limit value in the ventilation permission region A, there is a possibility of harming the health of the occupant. On the other hand, when 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, but 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 from when the occupant boards until a predetermined time (for example, 5 minutes) has elapsed. Based on the measured value, the rate of increase in the carbon dioxide concentration in the vehicle interior 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 region is created in the above-described manner. Also, 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 vehicle interior 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 vehicle interior increases, so the difference between the target blowing temperature and the actual blowing temperature when blowing air in the vehicle interior 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 vehicle interior does not drop below the lower limit value, that is, the carbon dioxide concentration in the outside air. Therefore, if ventilation in the vehicle interior is performed so that the carbon dioxide concentration in the vehicle interior 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. Thus, the energy consumption of the vehicle air conditioner 1 increases.

[0044] Therefore, as shown in Fig. 3, by performing ventilation so that the carbon dioxide concentration in the vehicle interior is within the range defined by the ventilation permission region, the carbon dioxide concentration in the vehicle interior can be kept within an appropriate range that does not harm the health of the occupants, while avoiding unnecessary ventilation, suppressing the introduction of more outside air than necessary, and suppressing an increase in energy consumption.

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

[0046] As shown in Figure 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 increase rate of the carbon dioxide concentration in the vehicle interior (CO2 concentration in the figure) based on the measured value of the carbon dioxide concentration in the vehicle interior detected by the concentration detection sensor 14a (S2).

[0048] Next, the control device 13 predicts the increase amount of the carbon dioxide concentration in the vehicle interior (S3). Specifically, based on the estimated arrival time to the destination predicted in step S1 and the increase rate predicted from the increase rate of the carbon dioxide concentration in the vehicle interior measured in step S2, the increase amount of the carbon dioxide concentration 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 increase rate predicted from the increase rate of the carbon dioxide concentration in the vehicle interior measured in step S2, the upper and lower limit values of the carbon dioxide concentration in the vehicle interior, the target value of the carbon dioxide concentration in the vehicle interior arbitrarily set, 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 driving time (S5). Since the ventilation volume 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 have a possibility of exceeding 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 carbon dioxide in the vehicle interior. 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, the concentration of carbon dioxide can be reduced 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 vehicle interior 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] Door opening and closing is a ventilation means assuming the case of picking up and dropping off passengers in a taxi, etc. Door opening and closing is performed when passengers get on and off, and it is characterized in that ventilation is performed with a larger opening area than when 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 into the vehicle from outside or getting out of the vehicle from inside, 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 FIG. 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 poor (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% to 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 window opening restriction (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% to 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% to 5% even in bad weather, and the allowable range of ventilation by opening the window is set to 0% when the air quality is poor (S10).

[0065] When the control device 13 determines that there is no window opening restriction (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% to 100%, and the allowable range of ventilation by opening the window is set to 0% to 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 defined as the upper limit of the carbon dioxide concentration that is reduced when ventilating the vehicle interior, 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 to 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 reduced in 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 the ventilation for the number of times calculated in step S1 is performed 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 reduced in 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 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 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 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, 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 calculated 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, for the concentration of carbon dioxide reduced by one ventilation of 2300 ppm, the concentration of carbon dioxide 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.

[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 completely ventilated. 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 ventilation amount 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 ventilation amount per time (see FIGS. 6 to 8).

[0080] Next, the control device 13 predicts the change in the outside air temperature on the driving route (S2). For example, it predicts the change in the outside air temperature on the driving route from the driving route information and weather information obtained from the navigation device 20, the weather information obtained by mutual 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 arrives at the destination is created (see FIGS. 6 to 8).

[0084] Next, as shown in FIG. 10(b), based on the driving 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 driving route, the change in the outside air temperature is predicted as follows. Driving near water: The outside air temperature is low Urban areas and suburbs: The temperature in urban areas is higher than that in the suburbs Influence of altitude: The higher the altitude, the lower the outside air temperature Influence 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 driving route to the destination obtained from the driving route information is the following sections (1) to (5). (1): Driving from the shaded side towards the sunny side (2): Approaching the water on the driving route (3): Driving on the water (4): Driving in urban areas (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 decreases from the middle in the section of (2), the outside air temperature rises from the middle in the section of (3), the outside air temperature decreases from the middle 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 smaller ventilation volume than 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] Then, 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, the effect of suppressing the increase in energy consumption can be maximally exerted by performing ventilation to lower the concentration of carbon dioxide in the vehicle cabin from the upper limit value to the lower limit value.

[0091] Note that in FIG. 10, the case of performing the cooling operation has been described as an example. When performing the heating operation, when the outside air temperature rises and approaches the target temperature inside the vehicle compartment, by increasing the ventilation volume, an increase in energy consumption can be effectively suppressed.

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

[0093] Note that 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 compartment. However, the change in the outside air temperature may be monitored in real time, and based on this monitoring result, the ventilation volume may be increased when the outside air temperature approaches the target temperature inside the vehicle compartment.

[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, based on the ventilation volume per time, a ventilation plan is created from when the passengers board until the vehicle reaches the destination (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, based on the outside air temperature at the start of the vehicle, the predicted change in the outside air temperature based on the travel 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, the temperature change of the in-vehicle heating equipment is predicted, 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 that ventilation in the vehicle interior is not performed 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 reaches 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 reaches the destination is predicted as follows for 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, the 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 the ventilation amount 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 rotation 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 rotation 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. In addition, 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 rotation 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 from when the occupant boards based on the ventilation rate per time until the vehicle reaches the destination is created (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 occupant 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 the 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 waste heat of the battery cannot be used as the heat source for the air conditioning. Therefore, at the timing when the battery cooling requirement does not occur, the rotation 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 rotation 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 waste heat of the battery can be used as the heat source for the air conditioning. Therefore, at the timing when the battery cooling requirement occurs, the rotation 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 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 battery temperature control requirement, an increase in the power consumption of the entire vehicle can be suppressed. Also, since it is possible to avoid the occurrence of a high load on the compressor, 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 occupant boards 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 the change in air quality on the driving route (S2). For example, it predicts the change in air quality on the driving route based on the map information (industrial areas, tunnels, groves of cryptomeria trees, etc.) held by the navigation device 20 and the traffic information (traffic jam information) by V2X (Vehicle to X).

[0115] At this time, the control device 13 outputs proposal information for proposing 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 occupant. Therefore, by arbitrary settings by the occupant, it is possible to suppress the entry of factors harmful to the health of the occupant into the vehicle interior. When a different driving route is selected by the occupant, 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 value for determining whether the air quality is poor is set, and it is determined whether the air quality is poor based on whether the air quality index exceeds the threshold value. When the air quality index exceeds the threshold value, the air quality is determined to be poor, and when the air quality index is equal to or less than the threshold value, the air quality is determined to be 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 the change 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 value b will be described.

[0119] As shown in Fig. 15(a), for example, a ventilation plan is created from when the passengers board based on the ventilation volume per time until the vehicle arrives at 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): After passing through the tree-lined road and driving in an open area, the air quality is good. (4): Being caught in a traffic jam in the tunnel, the air quality deteriorates due to the stagnant air in the tunnel and the exhaust gas of the vehicle ahead. (5): After getting out of the tunnel and the traffic jam and driving in the suburbs, 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 sections where the air quality index is below the threshold, air conditioning by internal air circulation can be performed without problems in sections 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 below 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 below 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 is created from when the passengers board until the vehicle reaches the destination 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 the 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, or 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 the 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 the 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 the passengers board 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 and closing, attachment and detachment of seat belts, 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 exact number of changed passengers as long as it can be detected that at least 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, for the section (1) - (2) on the driving route, assume that the number of passengers has changed as follows. (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 based on the predicted increase rate a, threshold value b, upper limit value, and lower limit value of the carbon dioxide concentration 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 a 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 based on the predicted increase rate c, threshold value d, upper limit value, and lower limit value.

[0136] In this example, since there is enough margin for the concentration of carbon dioxide 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 not enough margin for the concentration of carbon dioxide 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 concentration of carbon dioxide in the passenger compartment to near the lower limit value, and then measure the concentration of carbon dioxide in the passenger compartment again to recreate the ventilation permission area.

[0137] FIG. 18 shows a specific example when 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 by the rising rate a and the threshold value b in the same manner as in FIG. 2, a ventilation plan is created from when the passengers board based on the ventilation volume per time until the vehicle reaches the destination (see FIGS. 6 to 8).

[0139] Next, as shown in FIG. 18(b), predict the change in the number of passengers from taxi reservations or route settings 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, assume 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 a child at the school and 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 the number of passengers is predicted to be one, a ventilation plan (solid line in the figure) is created such that the concentration of carbon dioxide in the vehicle interior is included within the ventilation permission region created based on 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 the number of passengers is predicted to be 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 within the ventilation permission region recreated based on 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 unnecessary 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 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 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 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 inside the vehicle cabin than the temperature inside the vehicle cabin (S2: Yes), it ventilates so that the concentration of carbon dioxide inside the vehicle cabin 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 cabin than the temperature inside the vehicle cabin (S2: No), it ends the process.

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

[0147] Next, when the control device 13 determines that the temperature inside the vehicle cabin is closer to the target temperature inside the vehicle cabin 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 cabin is not closer to the target temperature inside the vehicle cabin 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 inside the vehicle cabin than the temperature inside the vehicle cabin. 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, a ventilation plan from when the passengers board based on the ventilation volume per time 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 while the vehicle is running. 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. Thereafter, although the temperature inside the vehicle cabin decreases due to the introduction of the outside air temperature and the 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 in the same manner as in Fig. 20(a), 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 requires discharge 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 discharge 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 the 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 < the inside air temperature ≤ the outside air temperature is satisfied. (2): Ventilation is performed to increase the internal air circulation amount 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 compartment than the temperature inside the vehicle compartment (1), the amount of outside air introduced is increased until the temperature inside the vehicle compartment becomes equal to or lower than the outside air temperature. Therefore, the concentration of carbon dioxide inside the vehicle compartment is maintained at the lower limit value. By setting the concentration of carbon dioxide inside the vehicle compartment to 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 compartment than the temperature inside the vehicle compartment, it is possible to lower the air conditioning load by bringing the introduced outside air closer to the target temperature inside the vehicle compartment rather than bringing the air inside the vehicle compartment when the occupant boards closer to the target temperature inside the vehicle compartment. 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 on a midsummer day, when boarding after leaving the vehicle in the sun or shade for a long time during the intermediate period, and in the early morning in winter, etc. can be cited.

[0155] As described above, by maintaining the concentration of carbon dioxide inside the vehicle compartment at the lower limit value, it is possible to avoid ventilation being executed immediately after the temperature inside the vehicle compartment reaches the target temperature. Therefore, it is possible to suppress the temperature inside the vehicle compartment from deviating from the target temperature and the comfort level from decreasing immediately after the temperature inside the vehicle compartment reaches the target temperature. Also, by exchanging the outside air and the air inside the vehicle compartment during the startup operation, when the outside air temperature is closer to the target temperature inside the vehicle compartment than the temperature inside the vehicle compartment, 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 from when the occupant boards the vehicle until the vehicle arrives at the destination is created (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). Note that when the temperature inside the vehicle compartment and the outside air temperature are the same, 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), the ventilation permission area is recreated and the ventilation plan created in step S1 is recreated (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), the process of step S3 is continued.

[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 the ventilation plan is recreated 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 by 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 about 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 in (1) below. 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), similar to 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 in (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 becomes equal to or less than a predetermined temperature (for example, 10°C) (3), ventilation is controlled as follows in (3). (1): Since the relationship is that the temperature inside the vehicle cabin > the outside air temperature during cooling operation, ventilation is performed so that the concentration of carbon dioxide inside the vehicle cabin maintains the lower limit value. (2): The relationship is that the 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 occupants 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 also becomes equal to or less than a predetermined value, it can be determined that the comfort of the occupants 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 cabin slightly rises 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 cabin can be kept within a range where comfort is not impaired.

[0171] As described above, since the ventilation time and the ventilation volume that can be ventilated without affecting the comfort of the occupant are determined and then the ventilation plan is created, it is possible to suppress the deterioration of the comfort of the occupant.

[0172] 〈Air conditioning control process〉 When ventilation is performed, the temperature difference between the temperature inside the vehicle cabin and the target temperature tends to increase, which impairs the comfort of the occupant. Therefore, considering the comfort of the occupant, 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 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).

[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 ventilation volume per time (see FIGS. 6 to 8).

[0182] Next, as shown in FIG. 24(b), the temperature inside the vehicle compartment is measured, and the relationship between the temperature inside the vehicle compartment 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 compartment is precooled, and the temperature inside the vehicle compartment is lowered by a predetermined temperature from the target temperature. Specifically, the air inside the vehicle compartment is precooled before starting ventilation, and the precooling is terminated when ventilation starts. Thereby, the temperature inside the vehicle compartment can be maintained within the range of "target temperature ± α". Therefore, even if a change in the temperature inside the vehicle compartment due to ventilation occurs, the influence on the comfort of the occupants can be suppressed. Further, 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] In addition, 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 compartment, 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 compartment and the target temperature falls within a predetermined range, the ventilation time can be lengthened while suppressing the occupants from feeling uncomfortable. Further, 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 compartment 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 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. For this reason, 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 as 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 as the threshold value e when it transitions from the upper limit value to the target value TG at the arrival scheduled 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 made to be below the target value a predetermined time before arriving at the destination. The method of creating the ventilation permission area C is the same as the method of 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 until the estimated arrival time t1, the concentration of carbon dioxide that changes within the range where the concentration of carbon dioxide in the vehicle interior is below the upper limit value and above 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 the 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 until the estimated 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, etc., in a situation where the passenger wants to feel comfortable at the time of arrival at the destination, the quality of the passenger's behavior after getting off the vehicle can be improved.

[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 of not less than the lower limit value and not more 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 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 the time the passengers board 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 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 that is equal to or higher than the lower limit value and equal to or lower than the upper limit value to a range that is equal to or higher than the threshold value and equal to or lower 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 the time 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 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.

[0197] (b1) The vehicle air conditioner 1 capable of ventilating the passenger compartment includes 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 rising rate of the carbon dioxide concentration in the passenger compartment based on the change in the carbon dioxide concentration after the passenger boards, obtains the estimated arrival time required from when the passenger boards until the vehicle reaches the destination, sets the target value of the carbon dioxide concentration in the passenger compartment when the vehicle reaches the destination, uses as a threshold the carbon dioxide concentration at which the carbon dioxide concentration in the passenger compartment rises from the lower limit value based on the rising rate 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 passenger compartment according to the driving time of the vehicle so that the allowable range of the carbon dioxide concentration 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 driving time of the vehicle, determines the number of ventilation times from when the passenger boards until the vehicle reaches the destination based on a predetermined ventilation amount determined as the upper limit of the carbon dioxide concentration 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 carbon dioxide concentration 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, it is possible to keep the carbon dioxide concentration within the allowable range with the minimum necessary number of ventilation times, and thus it is possible to suppress an increase in energy consumption.

[0198] (c1) The vehicle air conditioner 1 capable of ventilating the passenger compartment includes a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13 as the ventilation control unit 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 amount 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, it is possible to suppress the air conditioning load when ventilating and suppress an increase in energy consumption.

[0199] (c2) In the vehicle air conditioner 1 of (c1) 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 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 that changes as the lower limit value rises based on the rate of increase and reaches the target value at the estimated arrival time 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 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 arrives at 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.

[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 in-vehicle heating equipment. Therefore, it is possible to avoid the occurrence of a temporary high rotational 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. Also, 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 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 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 arrives at 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.

[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 amount of ventilation 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 it arrives at 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 of (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 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 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 of (e1) above, the control device 13 as the ventilation control unit can output proposal information for proposing to the passengers a driving route on which 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 by the passengers.

[0205] (f1) A vehicle air conditioner 1 capable of ventilating the interior of the vehicle, comprising a concentration detection sensor 14a as a concentration detection unit for detecting the concentration of carbon dioxide in the vehicle interior, a weight sensor 14e as a passenger number change information output unit for outputting change information on the number of passengers in the vehicle interior, and a control device 13 as a ventilation control unit for controlling the ventilation in the 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 the time the passengers board 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 as a threshold 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, recreates the ventilation permission region when change information on the number of passengers in the vehicle interior is input, and controls the ventilation in the vehicle interior so that the concentration of carbon dioxide in the vehicle interior from the time the passengers board until the vehicle arrives at the destination falls within the range defined by the ventilation permission region. Therefore, even if the number of passengers in the vehicle interior 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 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 in the vehicle interior, and a control device 13 as a ventilation control unit for controlling the ventilation in the interior. The control device 13 as the ventilation control unit ventilates the interior of the vehicle when the outside air temperature is closer to the target temperature in the vehicle interior than the temperature in the vehicle interior. 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, acquires the estimated arrival time required from when the passengers board until the vehicle arrives at the destination, sets the target value of the concentration of carbon dioxide inside the vehicle cabin when the vehicle arrives at the destination, uses the concentration of carbon dioxide 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 as the threshold value, 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 comfort of the passengers.

[0209] (h2) In the vehicle air conditioner 1 described in (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 arrives at the destination, sets the target value for the concentration of carbon dioxide inside the vehicle when the vehicle arrives at 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 arrives at 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 passenger compartment includes a control device 13 as a ventilation control unit for controlling the ventilation in the passenger compartment. The control device 13 as the ventilation control unit precools or preheats the air in the passenger compartment according to the timing of ventilating the passenger compartment. Therefore, since the temperature difference between the temperature in the passenger compartment and the target temperature is within a predetermined range, it is possible to lengthen the ventilation time while suppressing the discomfort felt by the passengers. Also, 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] 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 passenger compartment 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 reaches the destination, sets the target value of the carbon dioxide concentration in the passenger compartment when the vehicle reaches the destination, uses the carbon dioxide concentration when the carbon dioxide concentration in the passenger compartment rises from the lower limit value based on the rising rate 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 carbon dioxide concentration in the passenger compartment according to the running time of the vehicle so that the allowable range of the carbon dioxide concentration 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, and controls the ventilation in the passenger compartment so that the carbon dioxide concentration in the passenger compartment from when the passengers board until the vehicle reaches the destination falls within the range defined by the ventilation permission area. Therefore, while keeping the carbon dioxide concentration in the passenger compartment 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 passenger compartment includes a concentration detection sensor 14a as a concentration detection unit that detects the concentration of carbon dioxide in the passenger compartment, and a control device 13 as a ventilation control unit that controls the ventilation in the passenger compartment. The control device 13 as the ventilation control unit calculates the rising rate of the carbon dioxide concentration in the passenger compartment 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 reaches the destination, predicts the behavior of the passengers after the vehicle reaches the destination, sets a target value for the carbon dioxide concentration in the passenger compartment when the vehicle reaches the destination based on the predicted result, sets the carbon dioxide concentration at which the carbon dioxide concentration in the passenger compartment rises from the lower limit value and transitions to reach the target value at the estimated arrival time as a threshold value, creates a ventilation permission area that defines the allowable range of the carbon dioxide concentration in the passenger compartment according to the running time of the vehicle so that the allowable range of the carbon dioxide concentration 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, and controls the ventilation in the passenger compartment so that the carbon dioxide concentration in the passenger compartment from when 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 rising 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

【Claim 1】 An air conditioner for a vehicle capable of ventilating the interior of the vehicle, a concentration detection unit that detects the concentration of carbon dioxide in the vehicle interior, an occupant number change information output unit that outputs change information on the number of occupants in the vehicle interior, and a ventilation control unit that controls the ventilation of the vehicle interior, wherein 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 occupant boards, obtains 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, as a threshold value, the concentration of carbon dioxide that changes such that the concentration of carbon dioxide in the vehicle interior increases from the lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, 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, re-creates the ventilation permission region when change information on the number of occupants in the vehicle interior is input, and controls the ventilation of 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 An air conditioner for a vehicle, characterized by the above.

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