Air conditioner for vehicle

Abstract

To provide an air conditioner for a vehicle which can suppress comfort deterioration of an occupant.SOLUTION: A control device 13 constantly measures a temperature in a cabin and an outside air temperature, and monitors a relation among the temperature in the cabin, the outside air temperature and a target temperature in the cabin at real time during travel of the vehicle. A ventilation quantity or a ventilation time when the inside of the cabin is ventilated is adjusted on the basis of the target temperature in the cabin, the outside air temperature and the temperature in the cabin. Therefore, a time during which ventilation is possible in such a range as not to affect comfort of an occupant and a ventilation quantity are determined and a ventilation plan is created, which can suppress comfort deterioration of the occupant.SELECTED DRAWING: Figure 22

Description

[Technical field]

[0001] The present invention relates to an air conditioner for a vehicle. [Background technology]

[0002] There is known a vehicle air conditioner capable of ventilating the vehicle cabin. When the concentration of carbon dioxide in the vehicle cabin increases, comfort is impaired. For this reason, for example, Patent Document 1 discloses a technology for suitably ventilating carbon dioxide. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2023-124516 Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to provide an air conditioner for a vehicle that can suppress deterioration of passenger comfort. [Means for solving the problem]

[0005] According to one aspect of the present invention, a vehicle air conditioning system is a vehicle air conditioning system capable of ventilating the vehicle cabin, and includes a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, an outside air temperature detection unit that detects the outside air temperature, an inside air temperature detection unit that detects the temperature inside the vehicle cabin, and a ventilation control unit that controls ventilation inside the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin is within a range between a lower limit value and an upper limit value, and the ventilation control unit adjusts the ventilation volume when ventilating the vehicle cabin or the ventilation time when ventilating the vehicle cabin based on a target temperature inside the vehicle cabin, the outside air temperature, and the temperature inside the vehicle cabin. Effect of the Invention

[0006] According to the present invention, it is possible to provide a vehicle air conditioner capable of suppressing deterioration of passenger comfort. [Brief description of the drawings]

[0007] [Figure 1] FIG. 1 is a functional block diagram showing the overall configuration of a vehicle air conditioner. [Diagram 2] FIG. 2 is an explanatory diagram showing a specific example when creating a ventilation permission region in a vehicle air conditioner. [Diagram 3] FIG. 3 is a diagram showing a specific example of ventilation in a vehicle air conditioner. [Figure 4] FIG. 4 is a diagram showing an example of a flowchart illustrating a procedure of a ventilation control process in the vehicle air conditioner. [Diagram 5] FIG. 5 is a diagram showing an example of a flowchart illustrating a procedure of a ventilation means selection process in the vehicle air conditioner. [Figure 6] FIG. 6 is a diagram illustrating an example of a flowchart showing a procedure of a ventilation plan creation process in the vehicle air conditioner. [Figure 7] FIG. 7 is a diagram showing an example of a ventilation plan for a vehicle air conditioner. [Figure 8] FIG. 8 is a diagram showing an example of a ventilation plan for a vehicle air conditioner. [Figure 9] FIG. 9 is a diagram illustrating an example of a flowchart showing a procedure of the ventilation plan adjustment process in the vehicle air conditioner. [Figure 10] FIG. 10 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 11] FIG. 11 is a diagram illustrating an example of a flowchart showing a procedure of the ventilation plan adjustment process in the vehicle air conditioner. [Figure 12] FIG. 12 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 13] FIG. 13 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 14] FIG. 14 is a diagram illustrating an example of a flowchart showing a procedure of the ventilation plan adjustment process in the vehicle air conditioner. [Figure 15] FIG. 15 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 16] FIG. 16 is a diagram illustrating an example of a flowchart showing a procedure of the ventilation plan adjustment process in the vehicle air conditioner. [Figure 17] FIG. 17 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 18] FIG. 18 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 19] FIG. 19 is a diagram illustrating an example of a flowchart showing a procedure of the ventilation plan adjustment process in the vehicle air conditioner. [Figure 20] FIG. 20 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 21] FIG. 21 is a diagram illustrating an example of a flowchart showing a procedure of the ventilation plan adjustment process in the vehicle air conditioner. [Figure 22] FIG. 22 is a diagram showing a specific example when the ventilation plan is adjusted in the vehicle air conditioner. [Figure 23] FIG. 23 is a diagram showing an example of a flowchart illustrating a procedure of an air conditioning control process in a vehicle air conditioner. [Figure 24] FIG. 24 is a diagram showing a specific example of pre-cooling before ventilation in a vehicle air conditioner. [Diagram 25] FIG. 25 is a diagram showing an example of a flowchart illustrating a procedure of ventilation control processing in the vehicle air conditioner. [Figure 26] FIG. 26 is a diagram showing a specific example when a target value of the carbon dioxide concentration is set in a vehicle air conditioner. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] [Configuration of vehicle air conditioning system] The vehicle air conditioner of this embodiment is configured to be capable of suppressing an increase in energy consumption while keeping the carbon dioxide concentration in the vehicle cabin within an appropriate range.

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

[0010] The vehicle air conditioner 1 conditions the interior of an electric vehicle (EV) such as an electric vehicle or a hybrid vehicle, and also regulates the temperature of a battery mounted in the vehicle and a driving motor of the vehicle.

[0011] The vehicle air conditioner 1 includes a heat medium circuit 10 through which a heat medium circulates, a refrigerant circuit 11 through which a refrigerant circulates, an HVAC (Heating, Ventilation, and Air Conditioning) unit 12 that supplies air for air conditioning to the 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, etc.

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

[0013] The HVAC unit 12 includes an intake unit 12b as an inside / outside air switching device. The intake unit 12b adjusts the ratio of opening and closing between an outside air intake port that introduces outside air and an inside air intake port that introduces inside air to an arbitrary ratio. This makes it possible to adjust the ratio of outside air (outside air intake) and inside air (inside air circulation) introduced into the HVAC unit 12. Note that the configurations of the heat medium circuit 10 and the refrigerant circuit 11 are not limited to those of this embodiment.

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

[0015] The vehicle air conditioner 1 is equipped with sensors 14 that detect the temperatures inside and outside the vehicle cabin, and the temperatures and pressures of various parts of the refrigerant circuit 3. The sensors 14 include a concentration detection sensor 14a that measures the concentration of carbon dioxide in the vehicle cabin, an inside air temperature sensor 14b that measures the temperature of the air in the vehicle cabin, an outside air temperature sensor 14c that detects the outside air temperature, a blown air 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. Data on the concentration of carbon dioxide in the vehicle cabin, data on the temperature in the vehicle cabin, data on the outside air temperature, data on the blown air temperature, and data on the weight of the occupants are input to the control device 13.

[0016] The control device 13 is connected to 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. The control device 13 can control the air conditioning in the vehicle cabin by controlling the operation of the 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. The control device 13 can also control the ventilation in the vehicle cabin by controlling the operation of the intake unit 12b to control the ratio of outside air introduced.

[0017] In addition, an operation unit 15 is connected to the control device 13. An occupant can switch the air conditioning on or off, adjust the temperature in the vehicle cabin, and so on by operating the operation unit 15. An operation signal output by operating the operation unit 15 is input to the control device 13. The control device 13 displays operation information from the operation unit on a display unit 16 such as a display, and also outputs the information via a speaker 17.

[0018] In addition, the control device 13 can communicate with an ECU of a power window device 19 via a communication bus 18. The control device 13 can control ventilation in the vehicle cabin by controlling the opening of the vehicle windows via the power window device 19.

[0019] Furthermore, the control device 13 can transmit and receive data (estimated arrival time data, travel route data, weather information data, etc.) to and from an ECU of a navigation device 20 installed in the vehicle via a communication bus 18. The control device 13 can also obtain necessary data (vehicle speed, etc.) from other ECUs (not shown) of the vehicle via the communication bus 18.

[0020] [Ventilation control in vehicle air conditioning systems] In order to prevent risk to the occupants' bodies, it is necessary to ventilate the vehicle cabin so that the carbon dioxide concentration in the vehicle cabin falls within a predetermined range. On the other hand, if the amount of outside air introduced is increased to reduce the carbon dioxide concentration in the vehicle cabin, the air conditioning load increases in order to bring the temperature in the vehicle cabin closer to a target temperature. For example, the compressor speed increases in order to bring the temperature in the vehicle cabin closer to the target temperature. The increased air conditioning load increases energy consumption, which affects the vehicle's mileage. Therefore, in order to reduce energy consumption while keeping the carbon dioxide concentration in the vehicle cabin within a predetermined range that does not pose a risk to the occupants' health, it is necessary to introduce outside air into the vehicle cabin at an appropriate timing. In other words, it is necessary to optimize the ventilation timing.

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

[0022] <Ventilation permitted area> In this embodiment, the allowable range of the carbon dioxide concentration in the vehicle cabin from when the occupants get in the vehicle until the vehicle arrives at the destination is defined as the ventilation permission area. Then, by performing ventilation so that the carbon dioxide concentration in the vehicle cabin falls within the range defined by the ventilation permission area, the ventilation is controlled so that the carbon dioxide concentration in the vehicle cabin is maintained at the lower limit (≒outside air) to prevent unnecessary ventilation while preventing risk to the human body caused by the carbon dioxide concentration in the vehicle cabin exceeding the upper limit.

[0023] Specifically, the control device 13 includes, as its functional parts, a carbon dioxide increase rate calculation part 13a, an estimated arrival time acquisition part 13b, a target value setting part 13c, a threshold value setting part 13d, and a ventilation permission region creation part 13e.

[0024] The carbon dioxide increase rate calculation unit 13a determines the change in carbon dioxide concentration after the occupant boards the vehicle based on the change in carbon dioxide concentration in the vehicle cabin detected by the concentration detection sensor 14a, and calculates the rate of increase in the carbon dioxide concentration in the vehicle cabin based on the change in carbon dioxide concentration after the occupant boards the vehicle.

[0025] The estimated arrival time acquisition unit 13b acquires an estimated arrival time required for the vehicle to arrive at the destination from the time the occupant boards the vehicle, from the navigation device 20. The navigation device 20 calculates the estimated arrival time based on the route to the destination set by the occupant, traffic congestion information, and the like.

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

[0027] The threshold setting unit 13d sets the carbon dioxide concentration in the vehicle cabin as a threshold value based on the rate of increase calculated by the carbon dioxide increase rate calculation unit 13a, the transition of the carbon dioxide concentration when the carbon dioxide concentration in the vehicle cabin increases from the lower limit value and reaches the target value at the scheduled arrival time.

[0028] The ventilation permission area creation unit 13e creates a ventilation permission area that specifies the allowable range of the carbon dioxide concentration in the vehicle cabin so that the allowable range of the carbon dioxide concentration in the vehicle cabin changes from a range of a lower limit value or more and an upper limit value or less to a range of a threshold value or more and an upper limit value or less according to the running time of the vehicle. Note that the threshold value is equal to or more than the lower limit value, so that in the ventilation permission area, the carbon dioxide concentration in the vehicle cabin falls within a range of a lower limit value or more and an upper limit value or less.

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

[0030] 2, the carbon dioxide increase rate calculation unit 13a calculates the increase rate a of the carbon dioxide concentration in the vehicle cabin based on the actual measurement value v of the change in the carbon dioxide concentration in the vehicle cabin. Then, the threshold setting unit 13d sets the threshold b based on the increase rate a calculated by the carbon dioxide increase rate calculation unit 13a, the estimated arrival time t1 acquired by the estimated arrival time acquisition unit 13b, and the target value TG set by the target value setting unit 13c. Specifically, the carbon dioxide concentration that changes at the increase rate a from the lower limit of the carbon dioxide concentration in the vehicle cabin to the target value TG at the estimated arrival time t1 is set as the threshold b.

[0031] The ventilation permission region creating unit 13e sets the region surrounded by the upper limit value of the carbon dioxide concentration in the vehicle cabin of 3000 ppm, the lower limit value of the carbon dioxide concentration in the vehicle cabin of 450 ppm, and the threshold value b as the ventilation permission region A.

[0032] By ventilating the vehicle cabin so that the carbon dioxide concentration falls within a range between a lower limit of 450 ppm and an upper limit of 3000 ppm, harm to the health of the occupants can be avoided.

[0033] In addition, by ventilating the vehicle interior so that the carbon dioxide concentration does not fall below the threshold value b, it is possible to prevent the carbon dioxide concentration from falling below the target value TG when the vehicle arrives at the destination. This makes it possible to avoid unnecessary ventilation because there is no need to ventilate more than necessary.

[0034] Furthermore, because the lower limit of 450 ppm is equivalent to the carbon dioxide concentration in the outside air, the carbon dioxide concentration in the vehicle cabin will not fall below the lower limit of 450 ppm even if the ventilation volume is increased. In other words, even if the carbon dioxide concentration in the vehicle cabin reaches the lower limit of 450 ppm, increasing the ventilation volume will result in unnecessary ventilation. Therefore, by not performing ventilation to maintain the lower limit of 450 ppm in the ventilation permission area A, it is possible to avoid performing ventilation more than necessary, and therefore to avoid unnecessary ventilation.

[0035] In the example shown in Fig. 2, when driving to the destination at a rate of increase a predicted from the actual measured value v of the carbon dioxide concentration in the vehicle cabin, it can be predicted that the carbon dioxide concentration in the vehicle cabin will rise to 7750 ppm. If the target value TG of the carbon dioxide concentration in the vehicle cabin upon arrival at the destination is set to an upper limit of 3000 ppm for this predicted value, it can be determined that 4750 ppm of carbon dioxide, which is the difference between the predicted value 7750 ppm and the target value 3000 ppm, needs to be discharged into the outside air by the time the destination is reached.

[0036] As described above, if the upper limit value is exceeded in the ventilation permission area A, there is a possibility that a risk to the human body may occur, which may harm the health of the occupants. On the other hand, if ventilation is performed in the ventilation permission area A so that the concentration falls below the threshold value or the lower limit value is maintained, energy consumption increases due to wasteful ventilation. Therefore, it is preferable to exhaust 4750 ppm of carbon dioxide while ventilating the vehicle cabin so that the carbon dioxide concentration in the vehicle cabin falls within the range specified in the ventilation permission area A.

[0037] In this example, an upper limit value for the concentration of carbon dioxide in the vehicle cabin is set to 3000 ppm, and an example of a lower limit value for the concentration of carbon dioxide in the vehicle cabin is set to 450 ppm, but the upper and lower limit values ​​do not have to be limited to the values ​​shown in this embodiment.

[0038] In addition, when creating the ventilation permission area, instead of setting a threshold value, the ventilation permission area may be created using an upper limit value and a lower limit value, and ventilation may be performed so that the carbon dioxide concentration in the vehicle cabin is within a range below the upper limit value and above the lower limit value.

[0039] FIG. 3 shows a concrete example of actual ventilation.

[0040] As shown in FIG. 3, to perform ventilation, first, the actual carbon dioxide concentration (CO2 concentration in the figure) is measured from when the occupant gets in until a predetermined time (e.g., 5 minutes) has elapsed. The rate of increase in the carbon dioxide concentration in the vehicle cabin is predicted based on the measured actual value, and the carbon dioxide concentration when the vehicle arrives at the destination is predicted based on the predicted rate of increase. Then, a ventilation permission area is created in the manner described above. In addition, the carbon dioxide concentration that needs to be reduced by ventilation can be identified by calculating the difference between the carbon dioxide concentration when the vehicle arrives at the destination and a target value (in this example, the upper limit value).

[0041] Here, by keeping the concentration of carbon dioxide in the vehicle cabin below the upper limit value, risks to the human body, such as nausea and dizziness, that are caused by high concentrations of carbon dioxide, can be avoided.

[0042] On the other hand, when ventilation is performed, the amount of outside air introduced into the vehicle cabin increases, which increases the difference between the target outlet temperature and the actual outlet temperature when blowing air into the vehicle cabin. For this reason, the air conditioning load usually increases in order to reduce the temperature difference between the two.

[0043] Furthermore, even if the proportion of outside air introduced is 100%, the carbon dioxide concentration in the vehicle cabin will not fall below the lower limit, i.e., the carbon dioxide concentration in the outside air. Therefore, if the vehicle cabin is ventilated so that the carbon dioxide concentration in the vehicle cabin maintains the lower limit, ventilation will be performed even though the carbon dioxide concentration does not fall. In this case, the ventilation time (in other words, the time for introducing outside air) increases more than necessary, and as a result, the operating time of the vehicle air conditioner 1 with a high air conditioning load increases. This increases the energy consumption of the vehicle air conditioner 1.

[0044] Therefore, as shown in Figure 3, by performing ventilation so that the carbon dioxide concentration inside the vehicle cabin falls within the range specified by the ventilation permission area, it is possible to keep the carbon dioxide concentration inside the vehicle cabin within an appropriate range that does not harm the health of the occupants while avoiding unnecessary ventilation, thereby preventing the introduction of more outside air than necessary and suppressing increases in energy consumption.

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

[0046] 4, the control device 13 judges whether or not it is possible to predict the destination of the vehicle (S1). Specifically, it judges whether or not it is possible to predict the travel route and travel time of the vehicle based on data from the navigation device 20 and past travel data held by the navigation device 20. The past travel data is, for example, an accumulation of data on regular travel such as commuting to work or school.

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

[0048] Next, the control device 13 predicts the increase in the concentration of carbon dioxide in the vehicle cabin (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 concentration of carbon dioxide in the vehicle cabin measured in step S2, the control device 13 predicts the increase in the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination.

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

[0050] Next, the control device 13 executes a process of executing an optimum ventilation mode in which ventilation is performed so that the concentration of carbon dioxide in the vehicle cabin falls within the ventilation permission area created in step S4 according to the driving time (S5). Since the ventilation amount and ventilation time differ depending on the ventilation means, the control device 13 selects the ventilation means and the ventilation time so that the concentration of carbon dioxide in the vehicle cabin falls within the ventilation permission area. The ventilation means may be suggested to the occupant.

[0051] On the other hand, when the control device 13 determines that it is not possible to predict the destination (S1: No), it measures the rate of increase in the carbon dioxide concentration in the vehicle cabin based on the actual value of the carbon dioxide concentration in the vehicle cabin detected by the concentration detection sensor 14a (S6).

[0052] Next, the control device 13 judges whether or not there is a possibility that the concentration of carbon dioxide in the vehicle cabin will exceed the upper limit (S7). If it is judged that there is no possibility that the concentration of carbon dioxide in the vehicle cabin will exceed the upper limit (S7: No), the control device 13 repeats the judgment of step S7. On the other hand, if it is judged that there is a possibility that the concentration of carbon dioxide in the vehicle cabin will exceed the upper limit (S7: Yes), the control device 13 executes ventilation of the vehicle cabin (S8).

[0053] Next, the control device 13 judges whether the concentration of carbon dioxide in the vehicle cabin is at the lower limit (S9). If it is judged that the concentration of carbon dioxide in the vehicle cabin is not at the lower limit (S9: No), the control device 13 repeats the judgment of step S9. That is, ventilation is continued. If the control device 13 judges that the concentration of carbon dioxide in the vehicle cabin is at the lower limit (S9: Yes), the control device 13 returns to step S7.

[0054] <Ventilation methods> Examples of ventilation methods include increasing the amount of outside air introduced, opening windows, and opening and closing doors. Each ventilation method has the following characteristics.

[0055] When selecting to increase the amount of outside air introduced, it is necessary to make the amount of outside air introduced greater than the increase in carbon dioxide in the vehicle cabin. Increasing the amount of outside air introduced, such as introducing 100% outside air, increases the air conditioning load, but the carbon dioxide concentration can be reduced in a short time. On the other hand, decreasing the amount of outside air introduced can suppress the increase in the air conditioning load, but the ventilation time is extended. Furthermore, decreasing the amount of outside air introduced can reduce the temperature change when switching to a ventilation mode in which ventilation is performed, thereby preventing the comfort of the occupants from being deteriorated. The temperature change when switching to a ventilation mode can also be varied by the rotation speed of the blower.

[0056] When choosing to open the windows, the rate at which the carbon dioxide concentration decreases will vary depending on the window opening area, vehicle speed, etc., but while driving, it is possible to reduce the carbon dioxide concentration more quickly than when the HVAC unit 12 is operating with outside air intake at a rate of 100%. On the other hand, because the air supplied to the vehicle cabin does not pass through the HVAC unit 12, a decrease in passenger comfort and an increase in the air conditioning load are expected when there is a large temperature difference between the air conditioning set temperature and the outside air temperature.

[0057] Door opening and closing is a ventilation method that assumes the case of picking up and dropping off passengers in taxis, etc. Door opening and closing is done when passengers get on and off, and has the characteristic that ventilation is performed with a larger opening area than window opening. Since the vehicle is stopped, passengers move when they get on and off from outside the vehicle, depending on the wind direction of the outside air, so a large amount of ventilation can be expected.

[0058] <Ventilation method selection process> 5 is a flowchart showing a ventilation means selection process by the control device 13. The control device 13 can execute this process to select ventilation means when ventilation is executed in step S5 of the ventilation control process in FIG.

[0059] 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 determines whether the heating operation or the cooling operation is being performed. Note that, if the target blowing temperature and the outside air temperature are the same, the process may branch to either step S2 or step S7.

[0060] If 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). If the outside air temperature is lower than the inside air temperature (S2: No), the control device 13 sets the permissible range a of the ventilation means. Specifically, as the permissible range of the ventilation means, the permissible range of the introduction of outside air is set to 0% to 100%, and the permissible range of ventilation by opening the window is set to 0% (S3).

[0061] If the outside air temperature is higher than the inside air temperature (S2: No), the control device 13 determines whether or not there is a restriction on opening the windows (S4). If the control device 13 determines that there is a restriction on opening the windows (S4: Yes), the control device 13 sets the permitted range b of the ventilation means. Specifically, the permitted range for introducing outside air is set to 0% to 100%, and if opening the windows does not allow rain or snow to enter the vehicle cabin, the permitted range for ventilation by opening the windows is set to 0% to 5% even in bad weather, and if the air quality is poor, the permitted range for ventilation by opening the windows is set to 0% (S5).

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

[0063] If 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). If the outside air temperature is higher than the inside air temperature (S7: Yes), the control device 13 sets the permissible range a of the ventilation means. Specifically, as the permissible range of the ventilation means, the permissible range of the introduction of outside air is set to 0% to 100%, and the permissible range of ventilation by opening the window is set to 0% (S8).

[0064] If the outside air temperature is higher than the inside air temperature (S7: No), the control device 13 determines whether or not there is a restriction on opening the windows (S9). If the control device 13 determines that there is a restriction on opening the windows (S9: Yes), the control device 13 sets the permissible range b of the ventilation means. Specifically, the permissible range for introducing outside air is set to 0% to 100%, and if opening the windows is sufficient to prevent rain or snow from entering the vehicle cabin, the permissible range for ventilation by opening the windows is set to 0% to 5% even in bad weather, and if the air quality is poor, the permissible range for ventilation by opening the windows is set to 0% (S10).

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

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

[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 ventilation frequency from when the occupant gets on board until the vehicle arrives at the destination based on a preset ventilation volume per ventilation (S1). The minimum ventilation frequency is calculated as the ventilation frequency. As the ventilation volume per ventilation, a predetermined ventilation volume is set, which is set as the upper limit of the carbon dioxide concentration to be reduced when the vehicle is ventilated, the carbon dioxide concentration being calculated by subtracting the lower limit of the carbon dioxide concentration in the vehicle from the upper limit of the carbon dioxide concentration in the vehicle. That is, the ventilation volume per ventilation is fixed to a constant ventilation volume. Then, the ventilation frequency is calculated based on the amount of carbon dioxide calculated from the difference between the carbon dioxide concentration in the vehicle when the vehicle arrives at the destination and the target value, and the amount of carbon dioxide that can be reduced by one ventilation. Then, in addition to the ventilation for the number of times calculated by the above calculation, one ventilation for the remaining concentration that could not be exhausted by this ventilation is performed, which is the minimum ventilation frequency.

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

[0070] <Specific examples of ventilation plans> Figure 7 shows a specific example of a ventilation plan in which the concentration of carbon dioxide to be reduced by one ventilation is set as the difference between the upper limit and the lower limit. In this example, an example in which the upper limit is set as the target value is given. Also, an example in which the ventilation permission area is created by the increase rate a and the threshold value b, as in Figure 2, is given.

[0071] For example, the difference between the upper limit of 3000 ppm and the lower limit of 450 ppm is 2550 ppm, and the carbon dioxide concentration at the time the vehicle reaches its destination is 7750 ppm, and the increase in carbon dioxide concentration from the upper limit of 3000 ppm at the time the vehicle reaches its destination 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 when the vehicle arrives at the destination. Also, the amount of carbon dioxide that can be discharged in one ventilation is predicted. The control device 13 stores data on the amount of carbon dioxide discharged per unit time corresponding to each ventilation mode and data on the time when the carbon dioxide concentration drops 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 drops 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. Then, the ventilation frequency can be calculated 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. As a result, in this example, if a full ventilation that reduces the concentration of carbon dioxide in the vehicle cabin from the upper limit value to the lower limit value is performed once and then the remaining 2200 ppm that could not be discharged is ventilated once, it is possible to ventilate 4750 ppm, so it is possible to specify that the total number of ventilations, including the ventilation of the remaining amount, is the minimum number of ventilations. Therefore, the calculation result of the ventilation frequency based on the ventilation volume per ventilation is 2.

[0073] Figure 8 shows a specific example of a ventilation plan in which the carbon dioxide concentration to be reduced by one ventilation is set as a fixed value less than the difference between the upper limit and the lower limit. In this example, an example in which the upper limit is set as the target value is given. Also, an example in which the ventilation permission area is created by the increase rate a and the threshold value b, as in Figure 2, is given.

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

[0075] In this case, the amount of carbon dioxide that needs to be discharged to the outside air is calculated based on the increase in the carbon dioxide concentration at the time when the vehicle arrives at the destination. Also, the amount of carbon dioxide that can be discharged in one ventilation is predicted. The control device 13 stores data on the amount of carbon dioxide discharged per unit time according to each ventilation mode. Then, the amount of carbon dioxide that can be discharged in one ventilation can be predicted by multiplying the amount of carbon dioxide discharged per unit time by the time required for one ventilation. Then, the ventilation frequency can be calculated 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. As a result, in this example, if fixed ventilation is performed twice to reduce the carbon dioxide concentration in the vehicle cabin by 2300 ppm per ventilation and then the remaining 150 ppm that could not be ventilated is ventilated once, it is possible to ventilate 4750 ppm, so it is possible to specify that the total number of ventilations, including the remaining amount, is three, as the minimum number of ventilations. Therefore, the calculation result of the ventilation frequency based on the amount of ventilation per ventilation is three.

[0076] As described above, the carbon dioxide concentration in the vehicle cabin can be kept within an acceptable range with the minimum necessary ventilation frequency, thereby suppressing an increase in energy consumption.

[0077] <Ventilation plan adjustment process> The control device 13 creates the ventilation plan as described above, and then adjusts the ventilation plan so that it becomes a suitable ventilation plan according to the driving environment of the vehicle. A specific example of the ventilation plan adjustment process by the control device 13 will be described below. Note that, although a plurality of ventilation plan adjustment processes will be described, only one process may be executed, or a combination of a plurality of processes may be executed.

[0078] <Specific example 1 of ventilation plan adjustment processing> 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 is created based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (see Figs. 6 to 8).

[0080] Next, the control device 13 predicts changes in the outside air temperature along the travel route (S2). For example, the change in the outside air temperature along the travel route is predicted based on travel route information and weather information obtained from the navigation device 20, weather information obtained through 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 amount is increased when the outside air temperature approaches the target temperature in the vehicle cabin.

[0082] Fig. 10 shows a specific example of adjusting the ventilation plan based on a prediction of changes in outdoor air temperature. Note that Fig. 10 shows an example when cooling operation is performed. In addition, an example of creating a ventilation permission area using the rate of increase a and threshold b, as in Fig. 2, will be described.

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

[0084] Next, as shown in Fig. 10(b), the outside temperature change on the route to the destination is predicted based on the driving route information to the destination and the weather information. For example, the outside temperature change is predicted as follows for sections (1) to (5) on the driving route. Running near water: Low outside temperature Urban and suburban: Urban temperatures are higher than suburban temperatures Effect of altitude: The higher the altitude, the lower the outside temperature. Effect of solar radiation: The outdoor temperature in the sun is higher than that in the shade.

[0085] As shown in FIG. 10(b), for example, it is assumed that the driving route to the destination acquired from the driving route information includes the following sections (1) to (5). (1): Driving from shade to sunshine (2): Approaching a body of water along the route (3): Driving along the waterfront (4): Driving in urban areas (5): Drive to a high altitude destination

[0086] In this case, it can be predicted that the outside temperature will rise in section (1), begin to drop in section (2), rise in section (3), begin to drop in section (4), and drop in section (5).

[0087] As shown in Fig. 10(c), an arbitrary threshold value (for example, set to an approximate median value of the outside temperature change) is set at which the outside temperature approaches the target temperature inside the vehicle cabin. Then, the ventilation plan shown in Fig. 10(a) is adjusted so that the amount of outside air introduced increases when the outside temperature exceeds the threshold value and approaches the target temperature. This makes it possible to reduce the air conditioning load.

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

[0089] As described above, by creating the ventilation plan shown in Figure 10(a), predicting the change in outdoor temperature as shown in Figure 10(b), and then adjusting the ventilation plan based on the predicted change in outdoor temperature as shown in Figure 10(c), it is possible to suppress an increase in energy consumption.

[0090] In addition, by increasing the ventilation rate when the outside temperature is below a threshold and decreasing the ventilation rate when the outside temperature exceeds the threshold, the increase in energy consumption can be effectively suppressed. In particular, when the outside temperature is below a threshold, the effect of suppressing the increase in energy consumption can be maximized by performing ventilation that reduces the carbon dioxide concentration in the vehicle cabin from the upper limit to the lower limit.

[0091] Note that while Figure 10 has been explained using an example of cooling operation, when heating operation is performed, the increase in energy consumption can be effectively suppressed by increasing the ventilation volume when the outside air temperature rises and approaches the target temperature inside the vehicle cabin.

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

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

[0094] <Specific example 2 of ventilation plan adjustment processing> FIG. 11 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

[0095] As shown in Fig. 11, the control device 13 creates a ventilation plan (S1). For example, a ventilation plan is created based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (see Figs. 6 to 8).

[0096] Next, the control device 13 predicts the timing of a cooling request for the on-board heat-generating devices (S2). For example, the control device 13 predicts the temperature change of the on-board heat-generating devices from the outside air temperature at the time of starting the vehicle, prediction of changes in the outside air temperature based on driving route information and weather information acquired by the navigation device 20, and data on temperature changes of the on-board heat-generating devices held in advance, and predicts the timing of a cooling request for the on-board heat-generating devices. Examples of on-board heat-generating devices include a battery and a motor.

[0097] Next, the control device 13 adjusts the ventilation plan so as to change at least one of the ventilation timing and the ventilation volume in response to the cooling request of the in-vehicle heat-generating device (S3). That is, the ventilation plan is adjusted so as to change at least one of the ventilation timing and the ventilation volume of the ventilation plan created in step S1 based on the cooling request timing predicted in step S2. For example, the ventilation plan is adjusted so as not to ventilate the vehicle cabin at the cooling request timing of the in-vehicle heat-generating device.

[0098] Fig. 12 shows a specific example of adjusting the ventilation plan based on the prediction of the timing of the battery cooling request. Note that Fig. 12 shows an example when the cooling operation is performed. In addition, an example of creating the ventilation permission area by the increase rate a and the threshold value b as in Fig. 2 will be described.

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

[0100] Next, as shown in FIG. 12(b), the timing of a request to cool the battery is predicted. The temperature of the battery needs to be regulated so that it falls within a temperature range suitable for use. If the battery temperature exceeds the upper limit, it may lead to battery deterioration, and if the battery temperature exceeds the lower limit, there is a possibility that the power that the battery can output may be limited. For example, the timing of a request to cool the battery from when the passengers board the vehicle until the vehicle arrives at the destination is predicted as follows for sections (1) to (5) on the travel route. (1): When the vehicle is started, the battery temperature is approximately the same as the outside air temperature, so the battery is cooled in response to a battery cooling request. (2): The battery has been cooled down to the lower limit of the battery temperature, so the request to cool the battery is cancelled. (3): Because the battery temperature is approaching its upper limit, a request to cool the battery is made, and the battery is cooled. (4): The battery cooling request is cancelled because the battery has been cooled down to the lower limit of the battery temperature. (5): Because the battery temperature is approaching the upper limit, a battery cooling request is made and the battery is cooled.

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

[0102] In the sections (1) and (4) where the battery cooling request is released, the carbon dioxide concentration in the vehicle cabin decreases from the upper limit to the lower limit, and in the section (3), the ventilation timing and ventilation amount are changed to suppress the decrease in concentration more than in the sections (1) and (4) so ​​that the carbon dioxide concentration in the vehicle cabin does not reach the upper limit.

[0103] When the vehicle is in cooling mode, cold energy is required for both the battery cooling request and the air conditioning request. When the battery is cooled, the air conditioning load, such as an increase in the compressor rotation speed, increases. On the other hand, when ventilation is performed, the temperature in the vehicle cabin deviates from the target temperature, and an air conditioning load, such as an increase in the compressor rotation speed, is applied. Therefore, by setting the timing of cooling the battery 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 the reduction in the mechanical life of the compressor and the like can be suppressed. When the battery is cooled and ventilated at the same time, the increase in the power consumption of the battery is larger due to the increase in the compressor rotation speed, etc., compared to when the two are performed at different times. When the amount of heat generated by the battery increases, the energy consumption required for cooling the battery increases. For this reason, when the vehicle is in cooling mode, the battery is cooled and ventilated at different times, and the increase in the required power can be suppressed, and the increase in the energy consumption can be suppressed.

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

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

[0106] Next, as shown in FIG. 13(b), the timing of a request to cool the battery is predicted. For the reasons described above, it is necessary to cool the battery. For example, the timing of a request to cool the battery from when the passengers board the vehicle until the vehicle arrives at the destination is predicted as follows for sections (1) to (5) on the travel route. Note that the battery is warmed up by, for example, heating the heat medium by a heat medium heating device provided in the heat medium circuit 10. (1): When starting the vehicle, the battery temperature is approximately the same as the outside air temperature, so the battery must be warmed up. (2): The battery has been warmed up to the upper limit of the battery temperature, so a request to cool the battery is made and the battery is cooled. (3): The battery cooling request is canceled because the battery temperature is approaching the lower limit. (4): The battery has been warmed up to the upper limit of the battery temperature, so a request to cool the battery is made and the battery is cooled. (5): The battery cooling request is cancelled because the battery temperature is approaching the lower limit.

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

[0108] In the sections (2) and (4) where the battery cooling request is released, the carbon dioxide concentration in the vehicle cabin falls from the upper limit to the lower limit or threshold value, and in the section (1), the ventilation timing and ventilation amount are changed to suppress the fall in concentration more than in the sections (2) and (4) so ​​that the carbon dioxide concentration in the vehicle cabin does not reach the upper limit.

[0109] When the heating operation is performed, cold heat is required for the battery cooling request, and hot heat is required for the air conditioning request. Since the battery is not warmed up at the timing when the battery cooling request is not generated, the exhaust heat of the battery cannot be used as a heat source for air conditioning. Therefore, the compressor rotation speed increases at the timing when the battery cooling request is not generated, and the air conditioning load increases. If ventilation is performed at this time, the temperature inside the vehicle cabin will move away from the target temperature, and the compressor rotation speed will further increase, so the air conditioning load will further increase. On the other hand, the battery exhaust heat can be used as a heat source for air conditioning at the timing when the battery cooling request is generated. Therefore, the compressor rotation speed decreases at the timing when the battery cooling request is generated, and the air conditioning load decreases. Therefore, when the heating operation is performed, the battery cooling and ventilation are performed at the same time, and energy consumption can be reduced more than when the battery cooling and ventilation are performed at different times.

[0110] As described above, it is possible to prevent the occurrence of a temporary high rotation speed request caused by the simultaneous occurrence of an increase in the air conditioning load and a battery temperature control request, thereby suppressing an increase in the power consumption of the entire vehicle. In addition, it is possible to prevent the occurrence of a high load on the compressor, thereby suppressing a reduction in the machine life.

[0111] In this embodiment, an example has been given of predicting the timing of a request to cool the battery, but it is also possible to monitor in real time whether a request to cool the battery has occurred, and change the timing of ventilating the vehicle cabin or the amount of ventilation when ventilating the vehicle cabin when a request to cool the battery has occurred.

[0112] <Specific example 3 of ventilation plan adjustment processing> 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 is created based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (see Figs. 6 to 8).

[0114] Next, the control device 13 predicts changes in air quality along the travel route (S2). For example, the prediction is made based on map information (industrial areas, tunnels, rows of cedar trees, etc.) held by the navigation device 20 and traffic information (traffic jam information) from V2X (Vehicle to X).

[0115] At this time, the control device 13 outputs proposal information to the navigation device 20, which proposes to the occupant a driving route that will not deteriorate the air quality (S3). The navigation device 20 proposes a different driving route to the occupant based on the received proposal information. Therefore, the occupant's arbitrary setting can suppress the intrusion of factors that may harm the occupant's health into the cabin. Then, if the occupant selects a different driving route, the process of step S1 is performed again.

[0116] Next, the control device 13 adjusts the ventilation plan based on the air quality along the travel route (S4). Specifically, the ventilation plan is adjusted so as to change at least one of the ventilation timing and the ventilation amount in sections along the travel route where the air quality is poor.

[0117] Whether the air quality is bad or not is determined based on an air quality index determined based on the concentration of pollutants. That is, a predetermined threshold is set for determining whether the air quality is bad or not, and whether the air quality is bad or not is determined based on whether the air quality index exceeds the threshold. If the air quality index exceeds the threshold, the air quality is determined to be bad, and if the air quality index is equal to or less than the threshold, 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 of adjusting the ventilation plan based on the prediction of the change in air quality along the travel route. Note that, as in Fig. 2, an example of creating a ventilation permission area based on the increase rate a and the threshold value b will be described.

[0119] As shown in FIG. 15(a), for example, a ventilation plan is created based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (see FIGS. 6 to 8).

[0120] Next, as shown in Fig. 15(b), changes in air quality along the driving route are predicted. Specifically, changes in air quality along the driving route are predicted from map information (industrial areas, tunnels, cedar-lined streets, etc.) and traffic information (traffic jam information) from V2X. As a result, for example, the following predictions are made for sections (1) to (5) on the driving route. (1): Start driving from home, with light traffic and normal air quality. (2): You are driving along a tree-lined road and pollen is flying around. (3): The air quality is good because the route leaves tree-lined roads and travels through open areas. (4): You are stuck in a traffic jam inside the tunnel, and the air quality deteriorates due to the stale air inside the tunnel and exhaust fumes from the vehicle in front. (5): The air quality is good because the train is traveling through suburban areas and is free from tunnels and traffic jams.

[0121] When the air quality index exceeds the threshold and the air quality deteriorates, it is preferable not to perform ventilation since this will have a negative effect on the passengers. Therefore, when it is predicted that the air quality index will exceed the threshold, ventilation is performed before the air quality exceeds the threshold.

[0122] 15(c), ventilation is performed until the carbon dioxide concentration in the vehicle cabin falls to the lower limit or the threshold of the ventilation permission area in sections (1), (3), and (5) where the air quality index is below the threshold, and ventilation timing and ventilation volume are changed so that ventilation is not performed in sections (2) and (4) where the air quality index exceeds the threshold. In this way, by lowering the carbon dioxide concentration in the vehicle cabin to the lower limit in sections where the air quality index is below the threshold, air conditioning by recirculating internal air can be performed without hindrance in sections where the air quality index exceeds the threshold.

[0123] In addition, when the ventilation amount is insufficient even if ventilation is performed as much as possible in the section where the air quality index is equal to or less than the threshold, it is preferable to perform ventilation control so that the ventilation amount is minimized in the section where the air quality index exceeds the threshold. The minimum ventilation amount in the section where the air quality index exceeds the threshold is, for example, the ventilation amount at which ventilation is performed so that the carbon dioxide concentration in the vehicle cabin rises from the upper limit value to a ventilation level as soon as the air quality index enters the section below the threshold.

[0124] In addition, if the air quality index on the driving route always exceeds the threshold, it is difficult to ventilate the air on the driving route without harming the health of the occupants, so it is preferable to notify the driver of this and suggest an alternative driving route. For example, this can be suggested by an in-vehicle display, a voice, or a warning light.

[0125] As described above, by not ventilating sections with poor air quality, it is possible to prevent factors that are harmful to the health of passengers in the vehicle cabin from entering the vehicle.

[0126] In this embodiment, an example has been given in which changes in air quality along the travel route are predicted and then the timing of ventilating the vehicle cabin or the amount of ventilation when ventilating the vehicle cabin is changed in sections where the air quality deteriorates. However, it is also possible to monitor the air quality in real time and, based on the monitoring results, change the timing of ventilating the vehicle cabin or the amount of ventilation when ventilating the vehicle cabin in sections where the air quality deteriorates.

[0127] <Specific example 4 of ventilation plan adjustment processing> 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 based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (see Figs. 6 to 8).

[0129] Next, the control device 13 determines whether or not information on a change in the number of occupants in the vehicle cabin has been input (S2). The information on a change in the number of occupants in the vehicle cabin is input, for example, when a change in the number of occupants is detected by the seat weight sensor 14e included in the sensor 14. In addition, for example, the information on a change in the number of occupants in the vehicle cabin is input when a change in the number of occupants on the travel route is predicted when a route is set in the navigation device 20 (stopping at a kindergarten or school) or a taxi is reserved. Note that the information on a change in the number of occupants in the vehicle cabin may be input when a change in the number of occupants is detected by other means, such as opening and closing the door, fastening and unfastening the seat belt, or image analysis of the vehicle cabin.

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

[0131] FIG. 17 shows a specific example of recreating a ventilation plan based on information on a change in the number of occupants in the vehicle cabin that is input when the change in the number of occupants in the vehicle cabin cannot be predicted.

[0132] As shown in Figure 17(a), for example, a ventilation permission area is created using the rate of increase a and threshold value b in the same manner as in Figure 2, and then a ventilation plan is created from the time when passengers board the vehicle until the vehicle arrives at the destination based on the ventilation volume per ventilation (see Figures 6 to 8).

[0133] Next, as shown in FIG. 17(b), a change in the number of occupants in the vehicle cabin is identified. For example, the change in the number of occupants is identified by the seat weight sensor 14e included in the sensor 14. The change in the number of occupants may be detected by other means, such as opening and closing the door, fastening and unfastening the seat belt, or image analysis of the vehicle cabin. In addition, only one of these detection means may be used, or a combination of a plurality of means may be used. In addition, since the rate of increase in the carbon dioxide concentration in the vehicle cabin is measured again when the ventilation plan is re-created, it is not necessary to identify the changed number of occupants as long as it is possible to detect that at least a change in the number of occupants has occurred.

[0134] As a result of identifying the change in the number of occupants in the vehicle cabin, for example, it is assumed that the number of occupants has changed as follows for the section (1) to (2) on the travel route. (1): From the start of operation until the specified time, the number of crew members is one. (2) Before arriving at the destination, the number of crew members increases by one, and the vehicle continues to travel to the destination with a crew number of two.

[0135] As shown in Fig. 17(c), in section (1) where there is one occupant, a ventilation plan (solid line in the figure) is created so that the concentration of carbon dioxide in the vehicle cabin falls within the ventilation permission area created using the increase rate a, threshold value b, and upper and lower limits predicted based on the concentration of carbon dioxide in the vehicle cabin measured at the start of driving. Then, in section (2) where there are two occupants, since the number of occupants has increased to two, the concentration of carbon dioxide in the vehicle cabin is measured again, and the ventilation plan (dashed line in the figure) is recreated so that the concentration of carbon dioxide in the vehicle cabin falls within the ventilation permission area recreated using the increase rate c, threshold value d, and upper and lower limits predicted based on the measured concentration of carbon dioxide.

[0136] In this example, when the number of occupants changes, the carbon dioxide concentration in the vehicle cabin has a margin up to the upper limit, so the ventilation-permitted area is recreated without ventilation. However, if the carbon dioxide concentration in the vehicle cabin does not have a margin up to the upper limit when the number of occupants changes, or if there are a large number of passengers, it is preferable to perform ventilation after detecting the change in the number of occupants, reduce the carbon dioxide concentration in the vehicle cabin to near the lower limit, and then measure the carbon dioxide concentration in the vehicle cabin again and recreate the ventilation-permitted area.

[0137] FIG. 18 shows a specific example of recreating a ventilation plan based on information on a change in the number of occupants in the vehicle cabin that is input when a change in the number of occupants in the vehicle cabin can be predicted.

[0138] As shown in Figure 18(a), for example, a ventilation permission area is created using the rise rate a and threshold value b in the same manner as in Figure 2, and then a ventilation plan is created from the time when the occupants board the vehicle until the vehicle arrives at the destination based on the ventilation volume per ventilation (see Figures 6 to 8).

[0139] 18(b), a change in the number of occupants is predicted based on taxi reservations, route settings (passing by kindergartens and schools) by the navigation device 20, etc. As a result of predicting a change in the number of occupants in the vehicle, for example, it is predicted that the number of occupants will change as follows for sections (1) to (2) on the travel route: (1): From the start of the drive to the school, there is only one passenger, the driver. (2): Pick up your child from school, increasing your passenger count by one, and return home with a passenger count of two.

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

[0141] As described above, ventilation can be performed at the optimal timing even if the number of occupants increases or decreases, so that unnecessary ventilation can be prevented.

[0142] <Specific example 5 of ventilation plan adjustment processing> 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 is created based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (see Figs. 6 to 8).

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

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

[0146] Next, the control device 13 judges whether the temperature inside the vehicle cabin is closer to the target temperature inside the vehicle cabin than the outside air temperature (S4). When the temperature inside the vehicle cabin and the outside air temperature are the same, it is judged 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 judged whether the relationship: target temperature inside the vehicle cabin > temperature inside the vehicle cabin ≥ outside air temperature is established. During cooling operation, it is judged whether the relationship: target temperature inside the vehicle cabin < temperature inside the vehicle cabin ≤ outside air temperature is established.

[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 recreates the ventilation permission area and recreates the ventilation plan created in step S1 (S5). 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 of recreating a ventilation plan when the outside air temperature is closer to the target temperature in the vehicle cabin than the temperature in the vehicle cabin. Fig. 20 shows a specific example during cooling operation. In addition, an example of creating a ventilation permission area using the rise rate a and threshold value b, similar to Fig. 2, will be described.

[0149] As shown in FIG. 20(a), for example, a ventilation plan is created based on a ventilation volume per one time from when the passenger boards the vehicle until the vehicle arrives at the destination (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 between 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 traveling. For example, assume that the temperature inside the vehicle cabin when an occupant gets in 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. After that, the temperature inside the vehicle cabin decreases due to the introduction of the outside air temperature and the air conditioning inside the vehicle cabin, but in section (1) on the travel 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 temperature as described above, in the section (1) where the outside air temperature is closer to the target temperature in the vehicle cabin than the temperature in the vehicle cabin, ventilation is controlled as described below in (1). In the section (2) where the temperature in the vehicle cabin is closer to the target temperature in the vehicle cabin than the outside air temperature, the ventilation permission area is recreated using the increase rate a and threshold value b as in FIG. 20(a), and the ventilation plan is recreated, and ventilation is controlled as described below in (2). Therefore, in the initially created ventilation permission area, the concentration of carbon dioxide that needs to be discharged is 4750 ppm, which is the difference 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 is changed to 3000 ppm, which is the difference between 6000 ppm and the target value of 3000 ppm. Ventilation is controlled by adjusting the inside / outside air ratio by the HVAC unit 12 and opening the windows. (1): Ventilation is performed so that the carbon dioxide concentration in the vehicle cabin is maintained at the lower limit until the relationship becomes true: target temperature in the vehicle cabin < interior air temperature ≦ exterior air temperature. (2): Ventilate the room to increase the amount of air circulating inside and reduce the load on the air conditioning.

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

[0153] In addition, under conditions where 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 can be reduced by bringing the introduced outside air closer to the target temperature inside the vehicle cabin than by bringing the air inside the vehicle cabin when the occupants are inside to the target temperature inside the vehicle cabin, thereby reducing energy consumption more than by starting operation with internal air recirculation.

[0154] Although the cooling operation has been described as an example, the process is similarly performed during heating operation. Examples of situations in which the process of this example is performed include when getting in the vehicle on a midsummer day, when getting in the vehicle after leaving it in the sun or shade for a long period of time during the middle of the month, and in the early morning in winter.

[0155] As described above, by maintaining the concentration of carbon dioxide in the vehicle cabin at the lower limit, it is possible to avoid performing ventilation immediately after the temperature in the vehicle cabin reaches the target temperature. Therefore, it is possible to prevent the temperature in the vehicle cabin from deviating from the target temperature immediately after the temperature in the vehicle cabin reaches the target temperature, thereby preventing a decrease in comfort. In addition, by replacing the air inside the vehicle cabin with outside air during start-up operation, it is possible to reduce the air conditioning load during start-up operation when the outside air temperature is closer to the target temperature in the vehicle cabin than the temperature inside the vehicle cabin. In addition, it is possible to reduce the number of ventilation operations and the amount of ventilation performed after start-up operation, thereby suppressing an increase in energy consumption.

[0156] <Specific example 6 of ventilation plan adjustment processing> FIG. 21 is a flowchart of the ventilation plan adjustment process executed by the control device 13.

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

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

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

[0160] Next, the control device 13 judges whether the temperature inside the vehicle cabin is closer to the target temperature inside the vehicle cabin than the outside air temperature (S4). When the temperature inside the vehicle cabin and the outside air temperature are the same, it is judged 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 judged whether the relationship: target temperature inside the vehicle cabin > temperature inside the vehicle cabin ≥ outside air temperature is established. During cooling operation, it is judged whether the relationship: target temperature inside the vehicle cabin < temperature inside the vehicle cabin ≤ outside air temperature is established.

[0161] 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 recreates the ventilation permission area and recreates the ventilation plan created in step S1 (S5). 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.

[0162] Then, the control device 13 judges whether the temperature inside the vehicle cabin matches 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 does not match the target temperature completely, it is judged that they match as long as the temperature difference is within an allowable range.

[0163] Then, when the control device 13 does not determine that the temperature in the vehicle interior matches the target temperature and that the temperature difference between the temperature in the vehicle interior and the outside air temperature is equal to or lower than the predetermined temperature (S6: No), the control device 13 adjusts the ventilation plan 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 at a first ventilation volume, which has a shorter ventilation time per ventilation and a smaller ventilation volume than the ventilation volume initially set in the ventilation plan created in step S1. Also, when the control device 13 determines that the temperature in the vehicle interior matches the target temperature and that the temperature difference between the temperature in the vehicle interior and the outside air temperature is equal to or lower than the predetermined temperature (S6: Yes), the control device 13 adjusts the ventilation plan 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 at a second ventilation volume, which has a longer ventilation time per ventilation and a larger ventilation volume than the first ventilation volume.

[0164] When ventilation at the first ventilation volume or the second ventilation volume is performed, only either the ventilation time or the ventilation volume may be changed.

[0165] Fig. 22 shows a specific example of recreating a ventilation plan based on the temperature inside the vehicle cabin, the outside air temperature, and the target temperature inside the vehicle cabin. Fig. 22 shows a specific example during cooling operation. In addition, an example of creating a ventilation permission area based on the increase rate a and the threshold value b, similar to Fig. 2, will be described.

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

[0167] Next, as shown in FIG. 22(b), the temperature inside the vehicle cabin (T1 in the figure) and the outside air temperature (T2 in the figure) are constantly measured, and the relationship between 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 traveling. For example, it is assumed that the outside air temperature is about 35°C when the passenger gets in, and the temperature inside the vehicle cabin is higher than the outside air temperature. That is, it is assumed that in section (1) on the travel 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, it is assumed that in section (2), the outside air temperature becomes higher than the temperature inside the vehicle cabin, and the temperature inside the vehicle cabin is closer to the target temperature inside the vehicle cabin than the outside air temperature. At this time, it is assumed that in the first half of section (2), the deviation between the temperature inside the vehicle cabin and the target temperature is large, and in the second half, the temperature difference between the outside air temperature and the temperature inside the vehicle cabin exceeds a predetermined temperature (for example, 10°C). Then, it is assumed that in section (3), the temperature inside the vehicle cabin reaches the target temperature, and the temperature difference between the outside air temperature and the temperature inside the vehicle cabin is equal to or lower 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 after the occupants board the vehicle, and the ventilation time and ventilation volume are adjusted based on the temperature difference between the temperature inside the vehicle cabin and the outside air temperature, and the temperature difference between the temperature inside the vehicle cabin and the target temperature.

[0169] That is, in the section (1) where the outside air temperature is closer to the target temperature in the vehicle interior than the temperature in the vehicle interior, ventilation is controlled as in (1) below. Then, in the section (2) where the temperature in the vehicle interior is closer to the target temperature in the vehicle interior than the outside air temperature, but the difference between the temperature in the vehicle interior and the target temperature is large, and the temperature difference between the outside air temperature and the temperature in the vehicle interior exceeds a predetermined temperature, the ventilation permission area is recreated using the increase rate a and the threshold value b as in FIG. 22(a), and the ventilation plan is recreated, and ventilation is controlled as in (2) below. Therefore, in the initially created ventilation permission area, the concentration of carbon dioxide that needs to be discharged is 4750 ppm, which is the difference 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 3000 ppm, which is the difference between 6000 ppm and the target value of 3000 ppm. Also, in the section (3) where the temperature in the vehicle interior reaches the target temperature and the temperature difference between the outside air temperature and the temperature in the vehicle interior is equal to or less than a predetermined temperature (for example, 10°C), ventilation is controlled as in (3) below. (1): During cooling operation, the temperature inside the vehicle cabin is greater than the outside air temperature, so ventilation is performed so that the carbon dioxide concentration inside the vehicle cabin remains at the minimum value. (2): The relationship is outside air temperature > vehicle interior temperature. However, in the first half of this section, there is a large discrepancy between the vehicle interior temperature and the target temperature, and in the second half of this section, the temperature difference between the outside air temperature and the vehicle interior temperature exceeds a predetermined value, so it can be determined that there is a high possibility that passenger comfort will be impaired if the ventilation time is lengthened and the ventilation volume is reduced. Therefore, the ventilation time is shortened from the ventilation time initially set in the ventilation plan shown in Figure 22(a), and the ventilation volume is reduced from the ventilation volume initially set in the ventilation plan shown in Figure 22(a). (3): Because the temperature inside the vehicle cabin reaches the target temperature and the temperature difference between the outside air temperature and the temperature inside the vehicle cabin is below a predetermined value, it can be determined that the comfort of the occupants will not be impaired even if the ventilation time and ventilation volume are increased. Therefore, the ventilation time for one ventilation session is made longer than in the section (2), and the ventilation volume for one ventilation session is made larger than in the section (2).

[0170] Although the temperature inside the vehicle cabin rises slightly when ventilation is performed, as shown in the temperature change in FIG. 22(b), the amount of temperature rise inside the vehicle cabin can be kept within a range that does not impair comfort by adjusting the ventilation time and amount.

[0171] As described above, a ventilation plan is created by determining the time and amount of ventilation possible without affecting the comfort of the occupants, so that deterioration of the comfort of the occupants can be suppressed.

[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 become large, which reduces the comfort of the occupants. Therefore, in consideration of the comfort of the occupants, it is necessary to shorten the ventilation time, which makes it difficult to ensure a sufficient amount of ventilation. In this embodiment, therefore, 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 the air conditioning control process shown in FIG. 23.

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

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

[0175] Next, the control device 13 judges whether or not it is the timing before the start of ventilation based on the ventilation plan created in step S1 (S2).

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

[0177] If it is the timing before ventilation starts (S2: Yes), the control device 13 pre-cools or pre-heats the air in the vehicle cabin (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 cabin is lowered by pre-cooling to a predetermined temperature (e.g., 1°C) lower than the target temperature. During heating operation, the temperature in the vehicle cabin is higher by pre-heating to a predetermined temperature (e.g., 1°C) higher than the target temperature.

[0178] Next, the control device 13 judges whether or not it is time to start ventilation (S4). If it is not time to start ventilation (S4: No), the control device 13 continues pre-cooling or pre-heating (S3). If it is time to start ventilation (S4: Yes), the control device 13 ends pre-cooling or pre-heating (S5).

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

[0180] FIG. 24 shows a specific example of pre-cooling the air in the vehicle compartment before ventilation during cooling operation.

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

[0182] Next, as shown in FIG. 24(b), the temperature in the vehicle cabin is measured, and the relationship between the temperature in the vehicle cabin and the target temperature is monitored in real time. Then, the air in the vehicle cabin is pre-cooled based on the ventilation plan shown in FIG. 24(a), and the temperature in the vehicle cabin is lowered by a predetermined temperature below the target temperature. Specifically, the air in the vehicle cabin is pre-cooled before ventilation is started, and the pre-cooling is ended when ventilation is started. This makes it possible to maintain the temperature in the vehicle cabin within the range of "target temperature ±α". Therefore, even if the temperature in the vehicle cabin changes due to ventilation, the impact on the comfort of the occupants can be suppressed. In addition, since pre-cooling is a prerequisite, the compressor can be controlled so that the rotation speed of the compressor always fluctuates at a constant rate. Therefore, the target rotation speed of the compressor does not fluctuate frequently, and the load on the compressor can be suppressed.

[0183] In this embodiment, an example has been given in which the timing of ventilation is determined in advance based on a ventilation plan and then pre-cooling or pre-heating is performed before ventilation. However, if the timing of ventilation cannot be predicted in advance, the timing of ventilation may be predicted from the tendency of an increase in the carbon dioxide concentration in the vehicle cabin, and pre-cooling or pre-heating may be performed based on the prediction result.

[0184] As described above, since the temperature difference between the temperature inside the vehicle cabin and the target temperature falls within a predetermined range, it is possible to extend the ventilation time while suppressing discomfort felt by the occupants. In addition, since the ventilation volume can be secured, it is possible to reduce the number of ventilation operations and suppress the load on the compressor, etc.

[0185] <Target value setting process> If the concentration of carbon dioxide in the vehicle cabin is controlled to be close to the upper limit at the time of arrival at the destination in order to reduce energy consumption, this may affect the behavior of the occupants after getting off the vehicle. Therefore, it is preferable to set a target value by predicting the behavior of the occupants after getting off the vehicle. Therefore, the control device 13 can execute a ventilation control process as shown in FIG. 24.

[0186] Fig. 25 is a flowchart of the ventilation control process executed by the control device 13. Note that steps other than step 3a are the same as those in Fig. 4, and therefore will not be described.

[0187] As shown in FIG. 25, the control device 13 executes steps S1 to S3, and then 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 travel route set in the navigation device 20, the behavior pattern of the occupant, and the like. Specifically, it is predicted whether the occupant is commuting to school or work, and the like. Then, a target value at which the occupant feels comfortable (for example, 1000 ppm) is set as the target value. This allows the occupant to get off the vehicle in a comfortable mood and move on to the behavior after getting off the vehicle.

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

[0189] Fig. 26 shows a specific example of a ventilation permission area created when a target value is set by predicting the behavior of an occupant. Note that an example of creating a ventilation permission area using an increase rate a and a threshold value b will be described as similar to Fig. 2. Fig. 26(a) shows an example of creating a ventilation permission area B, and Fig. 26(b) shows an example of creating a ventilation permission area C.

[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 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. The target value is a concentration lower than the upper limit value and effective for making the passengers feel comfortable. In the example shown in FIG. 26(a), the carbon dioxide concentration at which the carbon dioxide concentration in the vehicle cabin changes from the upper limit value to the target value TG at the estimated arrival time t1 is set as the threshold value e based on the reduction rate of the carbon dioxide concentration when ventilation is performed. In the ventilation permission area B, the allowable range of the carbon dioxide concentration in the vehicle cabin is set to a range 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.

[0191] However, when the carbon dioxide concentration in the vehicle cabin reaches the target value as soon as the vehicle arrives at the destination, as in ventilation permission area B, the passengers may not feel comfortable during the ride, and therefore this is not effective in making the passengers feel comfortable after disembarking.

[0192] For this reason, 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 cabin is set to a target value or less 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 differs from the ventilation permission area A in that the target value TG is set to a value lower than the upper limit value. In the example shown in FIG. 26(b), the carbon dioxide concentration in the vehicle cabin changes in a range from a predetermined time before arriving at the destination to the scheduled arrival time t1 to a threshold value f, which is equal to or less than the upper limit value and equal to or greater than the target value TG. Then, ventilation is performed so that the carbon dioxide concentration is in a range from the threshold value b to the threshold value f from the predetermined time before arriving at the destination to the scheduled arrival time t1.

[0193] In this case, the quality of the passenger's behavior after disembarking can be improved in situations where the passenger wants to feel comfortable upon arriving at the destination, such as when commuting to work or school and then working or studying after disembarking.

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

[0195] [Effects of this embodiment] (a1) A vehicle air conditioning device 1 capable of ventilating the interior of a vehicle cabin, comprising a concentration detection sensor 14a as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and a control device 13 as a ventilation control unit that controls the ventilation in the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin is within a range between a lower limit value and an upper limit value. Therefore, the carbon dioxide concentration in the vehicle interior can be kept within an appropriate range.

[0196] (a2) In the vehicle air conditioning device 1 of (a1) above, the control device 13 as the ventilation control unit calculates the rate of increase of the carbon dioxide concentration in the vehicle cabin based on the change in the carbon dioxide concentration after the occupants get on board, obtains the estimated arrival time required for the vehicle to arrive at the destination from the time the occupants get on board, sets a target value for the carbon dioxide concentration in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value to the carbon dioxide concentration at which the carbon dioxide concentration in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the carbon dioxide concentration in the vehicle cabin according to the vehicle driving time so that the allowable range of the carbon dioxide concentration in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the vehicle driving time, and controls the ventilation in the vehicle cabin so that the carbon dioxide concentration in the vehicle cabin from the time the occupants get on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases in energy consumption.

[0197] (b1) A vehicle air conditioner 1 capable of ventilating the interior of a vehicle cabin, comprising a concentration detection sensor 14a as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and a control device 13 as a ventilation control unit that controls the ventilation in the vehicle cabin, wherein the control device 13 as the ventilation control unit calculates a rate of increase in the concentration of carbon dioxide in the vehicle cabin based on a change in the concentration of carbon dioxide after a passenger gets on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the passenger gets on board, sets a target value for the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination, and transitions when the concentration of carbon dioxide in the vehicle cabin rises from a lower limit value based on the rate of increase and reaches the target value at the estimated arrival time. The concentration of carbon dioxide is set as a threshold value, and a ventilation permission area is created that specifies the acceptable range of the carbon dioxide concentration in the vehicle cabin according to the vehicle driving time so that the acceptable range of the carbon dioxide concentration in the vehicle cabin changes from a range between a lower limit value and an upper limit value to a range between a threshold value and an upper limit value depending on the vehicle driving time, and the number of ventilation cycles from the time the occupants board to the time the vehicle arrives at the destination is determined based on a predetermined ventilation volume that is set as the upper limit of the carbon dioxide concentration to be reduced when ventilation is performed, which is the carbon dioxide concentration obtained by subtracting the lower limit value from the upper limit value, and ventilation in the vehicle cabin is controlled so that the carbon dioxide concentration in the vehicle cabin from the time the occupants board to the time the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, the carbon dioxide concentration can be kept within an acceptable range with the minimum number of ventilation cycles required, thereby suppressing an increase in energy consumption.

[0198] (c1) A vehicle air conditioning device 1 capable of ventilating the interior of a vehicle cabin, comprising a control device 13 as a ventilation control unit that controls the ventilation inside the vehicle cabin, the control device 13 as the ventilation control unit predicts changes in outside air temperature along a driving route based on driving route information of the driving route from the position of the vehicle when the occupants board the vehicle to the destination, and increases the ventilation volume when the outside air temperature approaches a target temperature inside the vehicle cabin. Therefore, by increasing ventilation when the outside air temperature approaches the target temperature inside the vehicle cabin, the air conditioning load when ventilation is performed can be reduced, and an increase in energy consumption can be suppressed.

[0199] (c2) In the vehicle air conditioning device 1 of (c1) above, a concentration detection sensor 14a is provided as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and the control device 13 as the ventilation control unit calculates a rate of increase in the concentration of carbon dioxide in the vehicle cabin based on a change in the concentration of carbon dioxide after the occupant gets on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the occupant gets on board, sets a target value for the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value for the carbon dioxide concentration when the concentration of carbon dioxide in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the concentration of carbon dioxide in the vehicle cabin according to the traveling time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the traveling time of the vehicle, and controls the ventilation in the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin from the time the occupant gets on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases in energy consumption.

[0200] (d1) A vehicle air conditioning device 1 capable of ventilating the interior of a vehicle cabin, comprising a control device 13 as a ventilation control unit that controls the ventilation inside the vehicle cabin, and the control device 13 as the ventilation control unit changes the timing of ventilating the interior of the vehicle cabin or the amount of ventilation when ventilating the interior of the vehicle cabin in response to a cooling request for a battery as an in-vehicle heat-generating device. This prevents the need for a temporary high rotation speed due to the simultaneous occurrence of an increase in air conditioning load and a battery temperature control request, thereby suppressing an increase in power consumption of the entire vehicle. In addition, the occurrence of a high load on the compressor can be prevented, thereby suppressing a reduction in the machine life.

[0201] (d2) In the vehicle air conditioning device 1 of (d1) above, a concentration detection sensor 14a is provided as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and the control device 13 as the ventilation control unit calculates a rate of increase in the concentration of carbon dioxide in the vehicle cabin based on a change in the concentration of carbon dioxide after the occupant gets on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the occupant gets on board, sets a target value for the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value for the concentration of carbon dioxide when the concentration of carbon dioxide in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the concentration of carbon dioxide in the vehicle cabin according to the driving time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the driving time of the vehicle, and controls the ventilation in the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin from the time the occupant gets on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases in energy consumption.

[0202] (e1) A vehicle air conditioning device 1 capable of ventilating the interior of the vehicle cabin, comprising a control device 13 as a ventilation control unit that controls the ventilation inside the vehicle cabin, and the control device 13 as the ventilation control unit changes the timing of ventilating the interior of the vehicle cabin or the amount of ventilation when ventilating the interior of the vehicle cabin in sections where the air quality deteriorates on the driving route from the position of the vehicle when the occupants board the vehicle to the destination. This makes it possible to prevent factors that may be harmful to the health of occupants from entering the vehicle interior.

[0203] (e2) In the vehicle air conditioning device 1 of (e1) above, a concentration detection sensor 14a is provided as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and the control device 13 as the ventilation control unit calculates a rate of increase in the concentration of carbon dioxide in the vehicle cabin based on a change in the concentration of carbon dioxide after the occupants get on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the occupants get on board, sets a target value for the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value for the carbon dioxide concentration when the concentration of carbon dioxide in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the concentration of carbon dioxide in the vehicle cabin according to the driving time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the driving time of the vehicle, and controls the ventilation in the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin from the time the occupants get on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases 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 suggestion information that suggests to the occupant a driving route that will not deteriorate the air quality. Therefore, the occupant can set the desired condition to prevent factors that may be harmful to the occupant's health from entering the cabin.

[0205] (f1) A vehicle air conditioner 1 capable of ventilating a vehicle cabin, comprising a concentration detection sensor 14a as a concentration detection unit that detects a carbon dioxide concentration in the vehicle cabin, a weight sensor 14e as an occupant number change information output unit that outputs change information on the number of occupants in the vehicle cabin, and a control device 13 as a ventilation control unit that controls ventilation in the vehicle cabin, wherein the control device 13 as the ventilation control unit calculates a rate of increase in the carbon dioxide concentration in the vehicle cabin based on a change in the carbon dioxide concentration after the occupants get on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the occupants get on board, sets a target value for the carbon dioxide concentration in the vehicle cabin when the vehicle arrives at the destination, and sets the rate of increase a ventilation permission area is created that specifies the acceptable range of the carbon dioxide concentration in the vehicle cabin according to the driving time of the vehicle so that the acceptable range of the carbon dioxide concentration in the vehicle cabin changes from a range equal to or more than the lower limit value and equal to or less than the upper limit value to a range equal to or more than the threshold value and equal to or less than the upper limit value according to the driving time of the vehicle, and when information on a change in the number of occupants in the vehicle cabin is input, the ventilation permission area is recreated, and ventilation in the vehicle cabin is controlled so that the carbon dioxide concentration in the vehicle cabin from the time the occupants get on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, ventilation can be performed at the optimal timing even if the number of occupants in the vehicle cabin increases or decreases, so unnecessary ventilation can be prevented.

[0206] (g1) A vehicle air conditioning device 1 capable of ventilating the vehicle cabin, comprising an outside air temperature sensor 14c as an outside air temperature detection unit that detects the outside air temperature, an inside air temperature sensor 14b as an inside air temperature detection unit that measures the temperature of the air inside the vehicle cabin, and a control device 13 as a ventilation control unit that controls ventilation inside the vehicle cabin, wherein the control device 13 as the ventilation control unit ventilates the vehicle cabin when the outside air temperature is closer to a target temperature inside the vehicle cabin than the temperature inside the vehicle cabin. This makes it possible to avoid performing ventilation immediately after the temperature inside the vehicle cabin reaches the target temperature. This makes it possible to prevent the temperature inside the vehicle cabin from deviating from the target temperature immediately after the temperature inside the vehicle cabin reaches the target temperature, thereby preventing a decrease in comfort. Furthermore, by replacing the outside air with the air inside the vehicle cabin during start-up operation, the air conditioning load during start-up operation can be reduced when the outside air temperature is closer to the target temperature inside the vehicle cabin than the temperature inside the vehicle cabin. Furthermore, since the number of ventilation operations and the amount of ventilation performed after start-up operation can be reduced, an increase in energy consumption can be suppressed.

[0207] (g2) In the vehicle air conditioning device 1 of (g1) above, a concentration detection sensor 14a is provided as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and the control device 13 as the ventilation control unit calculates a rate of increase in the concentration of carbon dioxide in the vehicle cabin based on a change in the concentration of carbon dioxide after the occupant gets on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the occupant gets on board, sets a target value for the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value for the carbon dioxide concentration when the concentration of carbon dioxide in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the concentration of carbon dioxide in the vehicle cabin according to the driving time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the driving time of the vehicle, and controls the ventilation in the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin from the time the occupant gets on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases in energy consumption.

[0208] (h1) A vehicle air conditioning device 1 capable of ventilating the interior of a vehicle cabin, comprising an outside air temperature sensor 14c as an outside air temperature detection unit that detects the outside air temperature, an inside air temperature sensor 14b as an inside air temperature detection unit that measures the temperature of the air inside the cabin, and a control device 13 as a ventilation control unit that controls the ventilation inside the cabin, and the control device 13 as the ventilation control unit adjusts the ventilation volume when ventilating the interior of the vehicle cabin or the ventilation time when ventilating the interior of the vehicle cabin based on a target temperature inside the vehicle cabin, the outside air temperature, and the temperature inside the vehicle cabin. Therefore, a ventilation plan is created by determining the time and amount of ventilation possible without affecting the comfort of the occupants, so that deterioration of the comfort of the occupants can be suppressed.

[0209] (h2) In the vehicle air conditioning device 1 of (h1) above, a concentration detection sensor 14a is provided as a concentration detection unit that detects the concentration of carbon dioxide in the vehicle cabin, and the control device 13 as the ventilation control unit calculates a rate of increase in the concentration of carbon dioxide in the vehicle cabin based on a change in the concentration of carbon dioxide after the occupant gets on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the occupant gets on board, sets a target value for the concentration of carbon dioxide in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value for the concentration of carbon dioxide when the concentration of carbon dioxide in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the concentration of carbon dioxide in the vehicle cabin according to the traveling time of the vehicle so that the allowable range of the concentration of carbon dioxide in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the traveling time of the vehicle, and controls the ventilation in the vehicle cabin so that the concentration of carbon dioxide in the vehicle cabin from the time the occupant gets on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases in energy consumption.

[0210] (i1) A vehicle air conditioning device 1 capable of ventilating the interior of a vehicle cabin, comprising a control device 13 as a ventilation control unit that controls the ventilation within the vehicle cabin, and the control device 13 as the ventilation control unit pre-cools or pre-heats the air within the vehicle cabin depending on the timing of ventilation within the vehicle cabin. Therefore, the temperature difference between the temperature inside the vehicle cabin and the target temperature falls within a predetermined range, so that the ventilation time can be extended while suppressing discomfort felt by the occupants. In addition, since the ventilation volume can be secured, it is possible to reduce the number of ventilation operations, thereby suppressing the load on the compressor, etc.

[0211] (i2) In the vehicle air conditioning device 1 of (i1) above, the control device 13 as the ventilation control unit calculates the rate of increase of the carbon dioxide concentration in the vehicle cabin based on the change in the carbon dioxide concentration after the occupants get on board, obtains the estimated arrival time required for the vehicle to arrive at the destination from the time the occupants get on board, sets a target value for the carbon dioxide concentration in the vehicle cabin when the vehicle arrives at the destination, sets a threshold value to the carbon dioxide concentration at which the carbon dioxide concentration in the vehicle cabin rises from a lower limit value and reaches the target value at the estimated arrival time based on the rate of increase, creates a ventilation permission area that specifies the allowable range of the carbon dioxide concentration in the vehicle cabin according to the vehicle driving time so that the allowable range of the carbon dioxide concentration in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value according to the vehicle driving time, and controls the ventilation in the vehicle cabin so that the carbon dioxide concentration in the vehicle cabin from the time the occupants get on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, by keeping the carbon dioxide concentration inside the vehicle cabin within an appropriate range while avoiding unnecessary ventilation, it is possible to prevent the introduction of more outside air than necessary and suppress increases in energy consumption.

[0212] (j1) A vehicle air conditioner 1 capable of ventilating a vehicle cabin, comprising a concentration detection sensor 14a as a concentration detection unit that detects a carbon dioxide concentration in the vehicle cabin, and a control device 13 as a ventilation control unit that controls ventilation in the vehicle cabin, and the control device 13 as the ventilation control unit calculates a rate of increase in the carbon dioxide concentration in the vehicle cabin based on a change in the carbon dioxide concentration after a passenger gets on board, obtains an estimated arrival time required for the vehicle to arrive at the destination from the time the passenger gets on board, predicts the behavior of the passenger after the vehicle arrives at the destination, and calculates the carbon dioxide concentration in the vehicle cabin when the vehicle arrives at the destination based on the predicted result. A target value for the degree of increase is set, and the carbon dioxide concentration at which the carbon dioxide concentration in the vehicle cabin rises from the lower limit value based on the rate of increase and reaches the target value at the scheduled arrival time is set as a threshold value. A ventilation permission area is created that specifies the allowable range of the carbon dioxide concentration in the vehicle cabin according to the vehicle driving time so that the allowable range of the carbon dioxide concentration in the vehicle cabin changes from a range between the lower limit value and the upper limit value to a range between the threshold value and the upper limit value depending on the vehicle driving time, and ventilation in the vehicle cabin is controlled so that the carbon dioxide concentration in the vehicle cabin from the time the occupants get on board until the vehicle arrives at the destination falls within the range specified by the ventilation permission area. Therefore, since the target value is set based on the behavior of the occupants after the vehicle arrives at the destination, the occupants can get off the vehicle in a comfortable mood.

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

[0214] 1: Vehicle air conditioning system 10: Heat medium circuit 11: Refrigerant circuit 12: HVAC unit 13: Control device 13a: Carbon dioxide increase rate calculation section 13b: Estimated arrival time acquisition section 13c: Target value setting section 13d: Threshold setting section 13e: Ventilation permission area creation section 14: Sensor 14a: Concentration detection sensor 14b: Interior air temperature sensor 14c: Outside air temperature sensor 14d: Air outlet temperature sensor 14e: Weight sensor 15:Operation section 16: Display section 17: Speaker 18: Communication bus 19: Power window device 20: Navigation device

Claims

1. An air conditioner for a vehicle capable of ventilating the interior of the vehicle, comprising: an outside air temperature detection unit for detecting the outside air temperature; an inside air temperature detection unit for detecting the temperature inside the vehicle; a ventilation control unit for controlling the ventilation inside the vehicle, wherein 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. The vehicle air conditioner is characterized by the above.

2. Comprising a concentration detection unit for detecting the concentration of carbon dioxide inside the vehicle, wherein 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 a 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 and reaches the target value at the estimated arrival time based on the rate of increase as a threshold value, 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, 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. The vehicle air conditioner according to claim 1, characterized by the above.

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