Vehicle seat air conditioning system

Abstract

Conventional in-car seat air conditioning systems have difficulty discharging active ingredients into the interior of the car seat. [Solution] The in-vehicle seat disinfection device 1 of the first technology according to the present disclosure comprises a blower 40, a ventilation passage 100 that guides air supplied from the blower 40 into the interior of the seat back 12 and discharges it from the surface of the seat back 12, and an active ingredient supply device 60 having an air inlet 60a and an air outlet 60b, which supplies an active ingredient containing a disinfecting component or a deodorizing component to the air supplied from the ventilation passage 100 via the air inlet 60a. The ventilation passage 100 has at least two connection parts 106, each having an opening provided on the wall surface of the ventilation passage 100, and in the ventilation passage 100, with the blower 40 on the upstream side, the connection part 106 connected to the air inlet 60a is provided upstream of the connection part 106 connected to the air outlet 60b.

Description

TECHNICAL FIELD

[0001] The present invention relates to an on-vehicle seat air conditioning apparatus. BACKGROUND ART

[0002] Conventionally, a vehicular sterilization apparatus is known that is provided with a sterilization component generator that supplies sterilizing ions and aromatic components to air blown into the vehicle cabin. For example, the vehicular sterilization apparatus of Patent Document 1 is provided with a Nanoe (registered trademark) ion generator for a face register. PRIOR ART DOCUMENTS PATENT DOCUMENTS

[0003] PATENT DOCUMENT 1 Japanese Unexamined Patent Application Publication No. 2006-341759 SUMMARY OF THE INVENTION PROBLEMS TO BE SOLVED BY THE INVENTION

[0004] However, in the vehicular sterilization apparatus of Patent Document 1, since air containing Nanoe ions is blown out from the front of the vehicle, there is a problem that it is difficult to discharge the active component to the inside of the on-vehicle seat. Accordingly, an object of the present invention is to discharge an active component to the inside of an on-vehicle seat. MEANS FOR SOLVING THE PROBLEMS

[0005] The vehicle-mounted seat air conditioning system of the embodiment is a vehicle-mounted seat air conditioning system used in a seat that is installed in a vehicle and has a seat back and a seat portion, and comprises a blower, an air passage that guides air supplied from the blower into the interior of the seat back and discharges it from the surface of the seat back, and an active ingredient supply unit having an air inlet and an air outlet, which supplies an active ingredient containing a disinfecting component or a deodorizing component to the air supplied from the air passage through the air inlet, wherein the air passage has at least two connection parts, each having an opening provided on the wall surface of the air passage, and in the air passage, with the blower side as the upstream side, the connection part connected to the air inlet is provided upstream of the connection part connected to the air outlet. [Effects of the Invention]

[0006] The in-vehicle seat air conditioning system of this disclosure can discharge an active ingredient into the interior of the in-vehicle seat. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a perspective view showing the external appearance of a seat 10 on which the in-vehicle seat air conditioning unit 1 is installed in an embodiment of the product. [Figure 2] Figure 2 is a schematic diagram of the internal structure of the seat, including the active ingredient supply unit 60, of the in-vehicle seat air conditioning system 1 in an embodiment. [Figure 3] Figure 3 is a block diagram showing the in-vehicle seat air conditioning device 1 in an embodiment. [Figure 4] Figure 4 shows an example of an installation pattern for the active ingredient supply device 60 according to the first installation example. [Figure 5] Figure 5 shows an example of an installation pattern for the active ingredient supply device 60 in the second installation example. [Figure 6] Figure 6 shows an example of an installation pattern for the active ingredient supply device 60 according to the third installation example. [Figure 7] Figure 7 is a partially enlarged view showing the first discharge vent 105a, etc., in a second modified example of the third mounting example. [Figure 8A] Figure 8A is a diagram showing the airflow in the first discharge mode of the in-vehicle seat air conditioning device 1 in the embodiment. [Figure 8B] Figure 8B is a diagram showing the airflow in the second discharge mode of the in-vehicle seat air conditioning system 1 in the embodiment. [Figure 8C] Figure 8C is a diagram showing the airflow in the third discharge mode of the in-vehicle seat air conditioning device 1 in the embodiment. [Figure 9] Figure 9 shows a flowchart for the first discharge mode. [Figure 10] Figure 10 is a flowchart showing the second discharge mode. [Figure 11] Figure 11 shows a flowchart for the third discharge mode. [Figure 12] Figure 12 is a flowchart for determining the mode based on the environment. [Figure 13] Figure 13 shows an example of a flowchart in high-temperature environment mode. [Figure 14] Figure 14 is a flowchart showing an example of a high-temperature environment mode in which the air ratio is changed according to the intake air temperature and human body temperature of the in-vehicle seat air conditioning unit 1. [Figure 15] Figure 15 is an example of a flowchart for changing the air ratio based on thermal comfort parameters. [Figure 16] Figure 16 is an example of a flowchart that changes the air ratio based on the humidity of the air drawn in from the seat. [Figure 17] Figure 17 is an example of a flowchart for changing the air ratio based on odor intensity. [Figure 18] Figure 18 is an example of a flowchart that shows how to change the air-fuel ratio based on crew activity information. [Figure 19] Figure 19 shows an example of a flowchart in low-temperature environment mode. [Figure 20] Figure 20 shows an example of a flowchart that uses human body temperature to perform mode branching. [Figure 21]FIG. 21 is an example of a flowchart for performing mode branching using thermal sensation parameters. [Figure 22] FIG. 22 is an example of a flowchart for performing mode branching using the humidity of air sucked through the seat surface. [Figure 23] FIG. 23 is an example of a flowchart for performing mode branching using odor intensity. [Figure 24] FIG. 24 is an example of a flowchart for performing mode branching using occupant behavior information. DETAILED DESCRIPTION OF EMBODIMENTS

[0008] Hereinafter, preferred embodiments will be described with reference to the accompanying drawings. The embodiments described below all show comprehensive or specific examples. Numerical values, shapes, materials, components, arrangement positions of components and connection modes shown in the following embodiments are merely examples, and are not intended to limit the present disclosure. Further, among the components in the following embodiments, components not described in the independent claims are described as optional components.

[0009] Each drawing is a schematic diagram and is not necessarily strictly illustrated. In each drawing, the same components are denoted by the same reference numerals.

[0010] Further, in the following embodiments, expressions such as a plate shape, X-axis direction, and substantially rectangular shape are used. For example, the plate shape, X-axis direction, and substantially rectangular shape not only mean a perfect plate, X-axis direction, and rectangular shape, but also mean a substantially plate, X-axis direction, and rectangular shape, that is, including an error of about several percent. In addition, the plate shape, X-axis direction, and substantially rectangular shape mean the plate shape, X-axis direction, and substantially rectangular shape within a range where the effects according to the present disclosure can be achieved. The same applies to other expressions using "shape", "direction", and "substantially".

[0011] In the following explanation, the front-to-back direction of the seat when the user is seated is referred to as the X-axis direction, and the up-to-down direction of the seat is referred to as the Z-axis direction. Furthermore, the left-to-right direction of the seat, i.e., the direction perpendicular to the X-axis and Z-axis directions, is referred to as the Y-axis direction. In the X-axis direction, the front of the seat is referred to as the positive direction, and the rear of the seat is referred to as the negative direction. In the Y-axis direction, the right side of Figure 1 is referred to as the positive direction, and the opposite side (left side) is referred to as the negative direction. In Figure 1, the left side is to the right of the person seated in the seat relative to the direction of vehicle travel, and is the negative Y-axis direction. In Figure 1, the right side is to the left of the person seated in the seat relative to the direction of vehicle travel, and is the positive Y-axis direction. In the Z-axis direction, the top of the seat is referred to as the positive direction, and the bottom of the seat is referred to as the negative direction. The same may be applied in Figure 2 and beyond.

[0012] The embodiments will be described in detail below with reference to the drawings. (Embodiment) First, the configuration of the in-vehicle seat air conditioning system of this embodiment will be described with reference to Figures 1 to 3. Figure 1 is a perspective view showing the external appearance of a seat 10 in which the in-vehicle seat air conditioning unit 1 is installed according to the embodiment. Figure 2 is a schematic diagram of the internal configuration of the seat, including the active ingredient supply unit 60 of the in-vehicle seat air conditioning unit 1 according to the embodiment. In Figure 2, to avoid complexity in the drawing, hatching and other features are omitted and the drawing is simplified. Figure 3 is a block diagram of the in-vehicle seat air conditioning unit 1 according to the embodiment.

[0013] Since the seat back 12 of the seat 10 changes its posture, this embodiment assumes that the seat back 12 is in a nearly upright position relative to the seat portion 11 along the Z-axis direction.

[0014] As shown in Figure 1, an in-vehicle seat air conditioning system, for example, installed in a vehicle, can primarily disinfect the person sitting in the seat 10 and the interior of the seat 10 by blowing air containing an active ingredient capable of disinfecting (and deodorizing) towards the back of the occupant sitting in the seat 10. Furthermore, it is possible to disinfect (and deodorize) the vehicle interior in which the seat 10 is installed and other occupants in the vehicle interior as well.

[0015] The in-vehicle seat air conditioning unit 1 is installed inside the seat 10 and includes an active ingredient supply unit 60, a control unit, a power supply unit 90, an adjustment unit 50, and a blower 40. First, let's describe the seat 10 using Figure 1. The seat 10 includes a seat portion 11 for the occupant to sit on, a seat back 12 for supporting the occupant's back, a headrest 13, and a seat cover 14 (not shown in Figure 1).

[0016] The seat portion 11 is a seat cushion that supports the buttocks and thighs of a person sitting on the seat 10. The seat portion 11 has a first seat pad 15A which corresponds to a cushioning material, and a first seat cover 14A which covers the first seat pad 15A. The first seat pad 15A is made of a cushioning material such as urethane foam. The first seat pad 15A is a thick, roughly rectangular plate and is positioned at a predetermined angle to the XY plane. The first seat cover 14A is a cover that covers the first seat pad 15A. The first seat cover 14A is, for example, a leather cover, a textile cover, etc.

[0017] The seat back 12 functions as a backrest that a person sitting in the seat 10 can lean against, supporting the person's shoulders, back, and waist. The seat back 12 is elongated along the Z-axis and is positioned to rise relative to the seat 11. The seat back 12 can adjust its backrest angle by rotating around an axis along the Y-axis according to the person's posture. The seat back 12 has a second seat pad 15B which is equivalent to a cushioning material, and a second seat cover 14B which covers the second seat pad 15B.

[0018] The second seat pad 15B is made of a cushioning material such as urethane foam. The second seat pad is a thick, roughly rectangular plate. The second seat cover 14B is a cover that covers the second seat pad 15B. The second seat cover 14B is, for example, a leather cover, a textile cover, etc.

[0019] (Vehicle-mounted seat air conditioning system) As shown in Figure 2, the first seat pad 15A has an air conditioning intake port 21 on the positive X-axis side of the seat portion 11 for drawing in air from the air conditioning unit, and a plurality of seat surface air intake ports 22 on the surface of the seat 10 on the side where the occupant sits for drawing in air from the surface side of the seat portion 11. In the following description, the air drawn in from the air conditioning intake port 21 may be referred to as the first air, and the air drawn in from the seat surface air intake ports 22 may be referred to as the second air.

[0020] Since the seat air intake 22 is positioned opposite the occupant's buttocks and thighs, the second air may be humid air containing moisture such as the occupant's sweat. The air conditioning air intake 21 may be positioned opposite the discharge port 30 (for example, a duct in the center console) of the HVAC (Heating Ventilation and Air Conditioning) device (air conditioning system) installed in the vehicle. In other words, the air conditioning air intake 21 may be provided to draw in air supplied by the air conditioning system.

[0021] Furthermore, the first seat pad 15A includes a blower 40 and an adjustment unit 50 connected to the intake port of the blower 40. The first seat pad 15A also includes a first intake passage 201 that guides air drawn in from the air conditioning intake port 21 to the adjustment unit 50, and a second intake passage 202 that guides air drawn in from the seat intake port 22 to the adjustment unit 50.

[0022] The control unit 80 changes the amount of air directed into the ventilation passage 100 by controlling the blower 40. The adjustment unit 50 is equipped with a drive mechanism and an adjustment valve, and the control unit 80 controls the air supply source (seat air intake 22 or air conditioning air intake 21) and the amount of air supplied to each source by controlling the adjustment valve using the drive mechanism of the adjustment unit 50.

[0023] In this embodiment, the control unit 80 can adjust the ratio of first air and second air flowing into the blower 40 by controlling the adjustment valve of the adjustment unit 50. Since the second air may contain sweat from the occupants, increasing the ratio of the second air can increase the amount of moisture in the air flowing through the ventilation passage 100.

[0024] The seat back 12 has a plurality of first discharge ports 30a and a plurality of second discharge ports 30b formed on the surface of the second seat pad 15B, which faces the back of the occupant seated in the seat 10. The first discharge ports 30a and the second discharge ports 30b are collectively referred to as discharge ports 30. The second discharge ports 30b are located vertically below the first discharge ports 30a, that is, on the negative side of the Z-axis in the figure. The second seat cover 14B also has an opening formed in the part facing the first discharge ports 30a. The first discharge ports 30a are located above the occupant's shoulder line, and the second discharge ports 30b are located near the occupant's back or waist.

[0025] As shown in Figure 2, the sheet 10 has a first air passage 101 connected to the air outlet of the blower 40, a second air passage 103 extending along the direction of extension of the sheet back 12, a third air passage 105 having an opening facing the discharge port 30, a first bend 102 connecting the first air passage 101 and the second air passage 103, and a second bend 104 connecting the second air passage 103 and the third air passage 105. The first air passage 101, the second air passage 103, the third air passage 105, the first bend 102, and the second bend 104 are collectively referred to as the air passage 100. In this embodiment, the air passage 100 is, for example, a duct. On the flow path of the air passage 100, the blower 40 side is upstream and the air outlet 30 side is downstream.

[0026] Now, with reference to Figures 2 and 4, the active ingredient supply device 60 will be described. The active ingredient supply unit 60 has an air inlet 60a and an air outlet 60b. The active ingredient supply unit 60 is installed on the wall surface of the ventilation passage 100 via a connecting part 106 provided on the wall surface of the ventilation passage 100. That is, air flowing through the ventilation passage 100 passes through the air inlet 60a via the connecting part 106, through the inside of the active ingredient supply unit 60, and the air containing the active ingredient supplied or generated in the active ingredient supply unit 60 returns to the ventilation passage 100 from the air outlet 60b via the connecting part 106. The active ingredient supply unit 60 contains components that disinfect or deodorize in the air flowing in from the air inlet 60a. In addition, the active ingredient supply unit 60 can generate the active ingredient by utilizing the moisture contained in the air. The connecting part 106 provided in the ventilation passage 100 is, for example, a connecting hole. In the case of connection holes, for example, the ventilation passage 100 has two connection holes, and each connection hole is provided on the ventilation passage 100 such that the air inlet 60a and the air outlet 60b face each other, thereby connecting the air in the ventilation passage 100 to flow into the active ingredient supply unit 60.

[0027] More specifically, the active ingredient supply device 60 in this embodiment generates the active ingredient using moisture in the air, and is, for example, a nanoe™ ion generator. A nanoe™ ion generator generates nanoe™ ions by applying a high voltage to moisture in the air. The third air passage 105 branches off to include a first discharge air passage 105a having an opening facing the first discharge port 30a, and a second discharge air passage 105b having an opening facing the second discharge port 30b. The air containing the active ingredient, guided from the second bend 104 to the third air passage 105, branches off and is discharged from the first discharge air passage 105a and the second discharge air passage 105b.

[0028] At this time, since the first discharge port 30a also has an opening on the opposite side of the second seat cover 14B, the air containing the active ingredient discharged from the first discharge vent 105a is discharged into the vehicle interior. On the other hand, the second discharge port 30b has both an opening and a non-opening on the opposite side of the second seat cover 14B. When the air containing the active ingredient discharged from the second discharge vent 105b is discharged toward the second seat cover 14B, at least a portion of the air containing the active ingredient discharged from the second discharge vent 105b remains inside the seat 10, allowing the inside of the seat 10 to be disinfected. In addition, the air containing the active ingredient discharged from the second discharge vent 105b seeps out from the second seat cover 14B and reaches the back of the occupant, allowing the occupant's back to be disinfected (and deodorized).

[0029] Furthermore, the sheet 10 has a heating section 70 between the first sheet cover 14A and the first sheet pad 15A. Here, the heating section 70 is, for example, a sheet heater in which heater wires are woven into the base material (see Figure 3). Alternatively, the heating section 70 may be located between the second sheet cover 14B and the second sheet pad 15B. Furthermore, if the heating unit 70 is configured as a sheet heater, it may have an opening at a position facing the discharge port 30.

[0030] As shown in Figure 3, the in-vehicle seat air conditioning unit 1 includes a blower 40, an adjustment unit 50, an active ingredient supply unit 60, a heating unit 70, a control unit 80, and a power supply unit 90. The blower 40, adjustment unit 50, active ingredient supply unit 60, heating unit 70, and power supply unit 90 are connected to the control unit 80.

[0031] The power supply unit 90 is a power supply circuit that supplies power to the control unit 80, the blower 40, the active ingredient supply unit 60, and the heating unit 70. The power supply unit 90 is controlled by the control unit 80 to adjust the current supplied to the blower 40.

[0032] Here, the control unit 80 controls the operation of the blower 40, the adjustment unit 50, the active ingredient supply unit 60, and the heating unit 70. The control unit 80 controls the amount of air drawn in and the amount of air discharged (airflow) by controlling the blower 40. The control unit 80 controls the operation of the adjustment valve of the adjustment unit 50 to control the ratio of first air to second air in the air flowing into the blower 40. The control unit 80 controls the amount of heating by controlling the heating unit 70. The control unit 80 controls the generation or supply of active ingredients by controlling the active ingredient supply unit 60.

[0033] (Regarding the mounting mechanism of the active ingredient supply device 60) Hereafter, the first to third mounting examples, which represent the mounting patterns of the active ingredient supply device 60, will be explained with reference to Figures 4 to 7.

[0034] (First installation example) Figure 4 shows an example of the installation pattern of the active ingredient supply unit 60 according to the first installation example. As shown in Figure 4(a), the active ingredient supply unit 60 is installed on the wall surface of the ventilation passage 100 via a connection hole (connection part 106). Since both the air inlet 60a and the air outlet 60b are connected to the same flow path of the ventilation passage 100 (duct), the static pressure of the duct at the air inlet 60a point and the static pressure of the duct at the air outlet 60b point are approximately equal, thereby suppressing backflow of air. Here, the static pressure of the duct refers to the force (pressure) exerted by the air filling the duct to push the duct outwards. The active ingredient supply unit 60 is installed at a position where the static pressure at the air inlet 60a point and the static pressure at the air outlet 60b point are equal. The active ingredient supply unit 60 is installed on the wall surface of the ventilation passage 100 such that the air inlet 60a is on the upstream side and the air outlet 60b is on the downstream side.

[0035] It is desirable that the active ingredient supply unit 60 be provided such that the air inlet 60a is located downstream of the first bend 102. This prevents excessive air inflow caused by the air discharged from the blower 40 directly entering the active ingredient supply unit 60, thereby preventing a situation in which ions are not generated normally.

[0036] The air inlet 60a of the active ingredient supply unit 60 is directly connected to the connection hole 106a, and the air outlet 60b is directly connected to the connection hole 106b. It is desirable that the air inlet 60a and the connection hole 106a connected to the air inlet 60a have the same diameter, taking into consideration pressure loss, etc. The active ingredient supply unit 60 may also have a connecting passage connecting the connection hole 106a and the air inlet 60a, or a connecting passage connecting the connection hole 106b and the air outlet 60b. In this case, it is preferable that the connecting passage is shorter. Furthermore, it is preferable that the connecting passage connecting the air inlet 60a and the connection hole 106a, and the connecting passage connecting the air outlet 60b and the connection hole 106b, have the same diameter and length.

[0037] (modified version) The active ingredient supply unit 60 may have its air inlet 60a located at the first bend 102, or located upstream of the first bend 102. Figure 4(b) shows an example of the mounting position of the active ingredient supply unit 60 according to the first mounting example. As shown in Figure 4(b), when the air inlet 60a is located at the first bend 102, the ventilation passage 100 has a partition 107 on the blower 40 side of the connection hole 106 connected to the air inlet 60a. The partition 107 prevents the air supplied from the blower 40 from flowing directly into the air inlet 60a. More specifically, the presence of the partition 107 causes the air flowing through the ventilation passage 100 to bypass the partition 107 in a direction away from the air inlet 60a, thereby preventing an excessive amount of air from being supplied to the active ingredient supply unit 60. The partition 107 only needs to be able to prevent air from flowing directly into at least a portion of the connection hole 106. The presence of the partition 107 suppresses the supply of an excessive amount of air to the active ingredient supplier 60, thereby preventing a situation in which ions are not generated normally.

[0038] (Second installation example) The second mounting example differs from the first mounting example in that it has an active ingredient air passage 300 connecting the air outlet 60b and the connection hole 106b connected to the air outlet 60b. Note that if a component is the same as the component in Figure 4, it will be given the same reference numerals as those described in Figure 4, and explanations will be omitted as appropriate.

[0039] Figure 5 shows an example of the mounting pattern of the active ingredient supply unit 60 according to the second mounting example. As shown in Figure 5(a), the active ingredient supply unit 60 is installed on the wall surface of the ventilation passage 100 via a connection hole 106 (connection part). In the second mounting example, the air inlet 60a is directly connected to the connection hole 106a, as in the first mounting example, but the air outlet 60b is connected to the connection hole 106b via the active ingredient ventilation passage 300. This allows the air containing the active ingredient to be returned into the ventilation passage 100 at a position closer to the discharge port 30, thereby enabling effective discharge of the active ingredient.

[0040] The inner diameter of the active ingredient air passage 300 is smaller than the inner diameter of the air passage 100. In this case, it is preferable that the inner diameter of the active ingredient air passage 300 is smaller than the inner diameter of the air passage 100 so that the static pressure at the air inlet 60a and the air outlet 60b are approximately the same. By forming the inner diameter of the active ingredient air passage 300 so that the static pressure at the air inlet 60a and the air outlet 60b are approximately the same, a balance is achieved between the air pressure flowing from the active ingredient supplier 60 to the air passage 100 and the air flowing from the air passage 100 to the active ingredient supplier 60. This makes it possible to generate ions effectively.

[0041] (modified version) In addition, in the mounting pattern of the active ingredient supply unit 60 according to the second mounting example, the air inlet 60a may be located at the first bend 102, or located upstream of the first bend 102. Figure 5(b) shows an example of the mounting position of the active ingredient supply unit 60 according to the second mounting example. As shown in Figure 5(b), when the air inlet 60a is located at the first bend 102, the ventilation passage 100 has a partition 107 on the blower 40 side of the connection hole 106a connected to the air inlet 60a.

[0042] (Third installation example) The third mounting example differs from the first and second mounting examples in that the third air passage 105 has a first discharge air passage 105a and a second discharge air passage 105b, each having a connection hole 106, and the active ingredient air passage 300 has a first active ingredient air passage 300a and a second active ingredient air passage 300b, which connect the connection hole 106b of the first discharge air passage 105a and the connection hole 106c of the second discharge air passage 105b, respectively, to the air outlet 60b of the active ingredient supplyer 60. Note that if a component is the same as the components in Figures 4 and 5, it will be given the same reference numerals as those described in Figures 4 and 5, and explanations will be omitted as appropriate.

[0043] Figure 6 shows an example of the mounting pattern of the active ingredient supply unit 60 according to the third mounting example. As shown in Figure 6(a), the active ingredient supply unit 60 is installed on the wall surface of the ventilation passage 100 via a connection hole 106 (connection part). In the third mounting example, the air inlet 60a is directly connected to the connection hole 106a, similar to the first mounting example. On the other hand, the air outlet 60b is connected to the connection hole 106b provided in the first discharge ventilation passage 105a via the first active ingredient ventilation passage 300a. Furthermore, the air outlet 60b is connected to the connection hole 106c provided in the second discharge ventilation passage 105b via the second active ingredient ventilation passage 300b. This allows air containing the active ingredient to be returned to the ventilation passage 100 at a position closer to the discharge port 30, thereby effectively discharging the active ingredient.

[0044] The first active ingredient air passage 300a and the second active ingredient air passage 300b are in a state where the air pressure balance between the air flowing from the active ingredient supply unit 60 to the air passage 100 and the air flowing from the air passage 100 to the active ingredient supply unit 60 is maintained. This makes it possible to generate ions effectively.

[0045] (First variation) In addition, in the mounting pattern of the active ingredient supply unit 60 according to the second mounting example, the air inlet 60a may be located at the first bend 102, or located upstream of the first bend 102. Figure 6(b) shows an example of the mounting position of the active ingredient supply unit 60 according to the first mounting example. As shown in Figure 6(b), when the air inlet 60a is located at the first bend 102, the ventilation passage 100 may have a partition 107 on the blower 40 side of the connection hole 106a connected to the air inlet 60a.

[0046] (Second variation) Furthermore, the first discharge vent 105a may include a narrow-diameter section 105a1 whose flow path cross-sectional area is smaller than that of the other parts of the first discharge vent 105a. First, the first discharge vent 105a of this second modified example will be explained using Figure 7. Figure 7 is a partially enlarged view showing the first discharge vent 105a, etc., in the second modified example of the third mounting example.

[0047] As shown in Figure 7, the first discharge vent 105a of this second modified example extends in the X-axis direction and has an opening facing the first discharge port 30a on the surface of the sheet back 12. In other words, the first discharge vent 105a opens in the X-axis direction. A narrowed portion 105a1 is formed in the first discharge vent 105a, which is partially narrowed. That is, the flow path cross-sectional area of ​​the narrowed portion 105a1 is set to be smaller than the flow path cross-sectional area of ​​each part of the first discharge vent 105a excluding the narrowed portion 105a1.

[0048] As shown in Figure 6, a connection hole 106b is formed on the wall surface of the first discharge vent 105a. The first active ingredient vent 300a is connected to the connection hole 106b provided in the first discharge vent 105a, and the active ingredient supply unit 60 is connected to the first discharge vent 105a through this connection hole. The first active ingredient vent 300a may be provided so as to enter the first discharge vent 105a from the connection hole 106b.

[0049] As shown in Figure 7, by providing a narrow-diameter section 105a1 in the first discharge vent 105a, the airflow velocity through the first discharge vent 105a can be increased, and therefore the pressure in the first discharge vent 105a can be lowered compared to the other vents 100 (Venturi effect). This allows more air flowing from the second vent 103 into the third vent 105 to be drawn to the first discharge vent 105a side. Furthermore, with this configuration, air containing the active ingredient passing through the first active ingredient vent 300a can also be drawn to the first discharge vent 105a side, so that more air containing the active ingredient can be discharged to the first discharge port 30a side than to the second discharge port 30b side.

[0050] (Operation of the in-car seat air conditioning system) The operation of the in-vehicle seat air conditioning system will be explained below with reference to Figures 8A to 11. The in-vehicle seat air conditioning system has at least a first discharge mode, a second discharge mode, and a third discharge mode.

[0051] Figure 8A shows the airflow in the first discharge mode. Figure 8B shows the airflow in the second discharge mode. Figure 8C shows the airflow in the third discharge mode.

[0052] In each diagram, the difference in the size of the arrows represents the difference in the airflow volume of the air containing the active ingredient being discharged. The first discharge mode is a mode in which a large amount of the active ingredient is discharged from the second discharge port 30b to the seat cover 15, deodorizing or disinfecting the inside of the seat 10. The second discharge mode is a mode in which a large amount of the active ingredient is discharged from the first discharge port 30a into the vehicle interior. The third discharge mode is a mode in which the air containing the active ingredient discharged into the vehicle interior from the first discharge port 30a is drawn in through the seat air intake port 22, deodorizing or disinfecting the seat surface. The operation and detailed control will be described later.

[0053] In the in-vehicle seat air conditioning system 1 configured as described above, the flowchart described below starts, for example, when the vehicle's ignition switch is turned on. Alternatively, each flowchart may start when an occupant instructs the start of disinfection, etc.

[0054] (First discharge mode) Figure 9 shows a flowchart for the first discharge mode. First, the control unit 80 obtains information from the occupant that the first discharge mode (seat interior disinfection mode) has been selected, such as through an operation on the touch panel (S101). In response to the selection of the first discharge mode in step S101, the control unit 80 controls the blower 40 so that the airflow is less than or equal to the first airflow (S102). When the occupant wishes to end the first discharge mode, they instruct the end via the touch panel or the like, and the control unit 80 controls the blower 40 to stop (S103), thus ending the series of operations.

[0055] As described above, in the first discharge mode, the blower 40 is controlled to an airflow rate lower than the first airflow rate, allowing a larger amount of air containing the active ingredient to be released into the second active ingredient air passage 300b, which has a shorter path to the discharge port 30 and less pressure loss due to the hose. This allows more of the active ingredient to be released into the inside of the sheet 10, effectively deodorizing or disinfecting the inside of the sheet 10.

[0056] Furthermore, the termination condition for the first discharge mode in step S103 may be other than operation by the crew. For example, the control unit 80 may terminate the first discharge mode when a predetermined time has elapsed according to a timer set by the user, a predetermined timer, etc. In step S103, the control unit 80 may stop the operation of the active ingredient supply unit 60 instead of stopping the blower 40 when ending the first discharge mode. This allows the system to continue discharging cool or warm air to the occupants, even though it does not contain the active ingredients for disinfection or deodorization.

[0057] (Second discharge mode) Figure 10 is a flowchart showing the second discharge mode. First, the control unit 80 acquires information that the second discharge mode has been selected by the occupant, such as through operations on the touch panel (S201).

[0058] In response to the selection of the second discharge mode (space sterilization mode) in step S201, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio of the second air to the first air in the air flowing through the ventilation passage 100 is less than or equal to the first ratio (S202). The first ratio is, for example, about 60-100%. By setting the flow rate ratio to less than or equal to the first ratio, the suction force from the seat surface is suppressed, preventing the air discharged into the passenger compartment according to the flowchart described later from being drawn in through the seat surface air intake 22. In this case, the proportion of the first air becomes relatively large, so in order to generate the active ingredient at that time, the active ingredient supply unit 60 uses water generated by an evaporator provided in the air conditioning system.

[0059] Next, the control unit 80 controls the blower 40 so that the airflow is equal to or greater than the first airflow (S203). As described above, in the second discharge mode, air containing the active ingredient is discharged into the vehicle interior to deodorize or disinfect the interior of the vehicle. When the occupant wishes to end the second discharge mode, they can indicate this using the touch panel or the like, and the control unit 80 controls the blower 40 to stop (S204), thus ending the series of operations.

[0060] As described above, in the second discharge mode, the blower 40 is controlled to have a larger airflow than the first airflow, allowing a larger amount of air containing the active ingredient to be released into the first active ingredient air passage 300a due to the Venturi effect. This allows more of the active ingredient to be discharged from the first discharge port 30a into the interior of the vehicle, effectively deodorizing or disinfecting the space inside the vehicle.

[0061] (Third discharge mode) Figure 11 shows a flowchart for the third discharge mode. First, the control unit 80 acquires information that the third discharge mode (seat surface disinfection mode) has been selected by the occupant through operations on the touch panel or the like (S301).

[0062] In response to the selection of the third discharge mode in step S301, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio of the second air to the first air in the air flowing through the ventilation passage 100 is equal to or greater than the first ratio (S302). The first ratio is, for example, about 60-100%. In this case, the proportion of the second air becomes relatively large, so in order to generate the active ingredient at that time, the active ingredient supply unit 60 uses the water in the second air containing the occupant's sweat that has been sucked in from the seat.

[0063] Next, the control unit 80 controls the blower 40 so that the airflow is equal to or greater than the first airflow (S303). Next, in the third discharge mode, air containing the active ingredient is discharged into the vehicle interior to deodorize or disinfect the interior of the vehicle and the seat surface of seat 1. When the occupant wishes to end the third discharge mode, they can indicate this using the touch panel or the like, and the control unit 80 controls the blower 40 to stop (S304), thus ending the series of operations.

[0064] As described above, in the third discharge mode, the blower 40 is controlled to have a greater airflow than the first airflow, and the flow rate ratio of the second air is set to be greater than or equal to the first ratio, thereby increasing the force of air being drawn in from the seat surface. This allows the air containing the active ingredients discharged into the vehicle interior to be drawn in from the seat surface. As a result, the seat surface can be effectively deodorized or disinfected.

[0065] (Environmental control) Furthermore, the in-vehicle seat disinfection device of this disclosure may control the amount of active ingredient supplied depending on the environment. Figure 12 is a flowchart for determining the mode based on the environment. For example, this flow starts when the occupant turns the ignition switch ON. The start condition is not limited to the above; for example, it could also be when the occupant instructs the system to start a disinfection mode appropriate to the environment by operating a touch panel or similar device.

[0066] The control unit 80 first acquires information necessary for determining the environment (S401). In step S401, the control unit 80 acquires, for example, the date and language from the car navigation system. For example, it acquires location information from GPS, etc., to obtain the country and region where the vehicle is located. In addition, it acquires the current external ambient temperature from the outside temperature sensor. Furthermore, it has a temperature sensor inside the vehicle cabin to acquire the temperature inside the vehicle cabin.

[0067] Next, the control unit 80 determines whether the current external environment is a high-temperature environment based on the information acquired in step S401 (S402). For example, it may determine that the environment is high-temperature if it compares the date information from the car navigation system with the vehicle's shipping destination recorded in the vehicle's memory and the season is summer. For example, it may determine that the environment is high-temperature if the temperature from the outside temperature sensor is above a threshold (e.g., 35 degrees). For example, it may determine that the environment is high-temperature if it determines that the season is summer based on the acquired location information and the date information from the car navigation system. If it determines that the environment is high-temperature (YES in S402), it starts the high-temperature environment mode (S403). If it determines that the environment is not high-temperature, it operates as described below.

[0068] If the answer in step S402 is NO, the control unit 80 then determines whether the current external environment is a low-temperature environment based on the information acquired in step S401 (S404). For example, it may determine that the environment is low-temperature if it compares the date information from the car navigation system with the vehicle's shipping destination recorded in the vehicle's memory and the season is winter. For example, it may determine that the environment is low-temperature if the temperature from the outside temperature sensor is below a threshold (e.g., 10 degrees). For example, if it determines that the season is winter in the environment where the vehicle is located based on the acquired location information and the date information from the car navigation system, it may determine that the environment is low-temperature. If it determines that the environment is low-temperature (YES in S404), it starts the low-temperature environment mode (S405). If it determines that the environment is not low-temperature, that is, if it is determined to be spring or autumn, or if it is determined that the outside temperature is higher than 10 degrees and lower than 35 degrees, the control unit 80 terminates the flow.

[0069] Furthermore, if the system does not determine that it is in high-temperature environment mode (NO in S402), it may operate in low-temperature environment mode. In that case, for example, if the system determines that it is in spring or summer, it may start in high-temperature environment mode, and if not, it may start in low-temperature environment mode. Alternatively, if the external temperature or the temperature inside the vehicle is above a threshold (for example, 20 degrees Celsius), it may start in high-temperature environment mode, and if it is below the threshold, it may start in low-temperature environment mode.

[0070] Figure 12 may also be a flowchart for determining the low-temperature environment mode. If it is determined that the environment is low-temperature based on the acquired information necessary for determining the environment, the low-temperature environment mode may be started; if it is not determined that the environment is low-temperature, the high-temperature environment mode may be started.

[0071] (Operation in high-temperature environment mode) Next, an example of operation in high-temperature environment mode will be explained using Figure 13. Figure 13 is an example of a flowchart in high-temperature environment mode. In the flowchart of Figure 13, when the high-temperature environment mode is started, the flowchart of Figure 13 begins.

[0072] When the high-temperature environment mode is started, the control unit 80 instructs the occupant (user) to set the required airflow, for example, on the touch panel or car navigation system, and the occupant sets the required airflow and acquires that information (S501).

[0073] Next, the control unit 80 acquires the intake air temperature (S502). One method for acquiring the intake air temperature is to install a temperature sensor around the adjustment unit 50 and acquire the temperature measured by the temperature sensor. However, the method of acquisition and the location of the temperature sensor are not restricted, as long as the intake air temperature can be obtained. For example, the temperature sensor may be installed around the air conditioning intake port 21. Alternatively, the intake air temperature may be estimated from the vehicle's internal data, and the estimated intake air temperature may be acquired.

[0074] Next, the control unit 80 determines whether the intake air temperature obtained in step S502 is equal to or greater than the first temperature (S503). If the intake air temperature is equal to or greater than the first temperature (YES in S503), the control unit 80 proceeds to S504. If the intake air temperature is less than the first temperature (NO in S503), the control unit 80 proceeds to S506. In this case, for example, the first temperature in the high-temperature environment mode determination flow is 40 degrees. The first temperature is a temperature that is considered uncomfortable for the occupants as the temperature of the air blown in a high-temperature environment.

[0075] If the answer in step S503 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio of the second air in the airflow passage 100 becomes the first ratio (S504). In other words, the adjustment unit 50 is controlled so that the proportion of the second air drawn in from the seat surface is greater than the proportion of the air introduced into the airflow passage 100. As a result, more air is drawn in from the seat surface side where the occupant is sitting, and therefore more moist air containing the occupant's sweat is drawn in. Therefore, the in-vehicle seat disinfection device 1 is operated in a mode in which the active ingredient supply device 60, etc., which generates active ingredients using moisture, has a high content of active ingredients using moisture in the moist air. In this case, the first ratio is, for example, about 60-100%. The operation in step S504 is called the first mode.

[0076] After controlling the adjustment unit 50 in step S504, the control unit 80 determines whether the required airflow set by the occupant in step S501 is equal to or greater than the first airflow (S505). If the required airflow is equal to or greater than the first airflow (YES in step S505), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the third discharge mode (S511a). If the required airflow is less than the first airflow (NO in step S505), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S511b).

[0077] If the answer in step S503 is NO, the control unit 80 determines whether the intake air temperature is equal to or greater than the second temperature (S506). If the intake air temperature is equal to or greater than the second temperature (YES in S506), the control unit 80 proceeds to S507. If the intake air temperature is less than the second temperature (NO in S506), the control unit 80 proceeds to S509. In this case, the second temperature is lower than the first temperature. For example, in the judgment flow for the high-temperature environment mode, the second temperature is 35 degrees. The second temperature is a temperature at which there is no discomfort when blown, but it cannot be called cooling air.

[0078] If the answer in step S506 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio of the second air in the air flowing through the ventilation passage becomes the second ratio (S507). That is, the control unit 80 controls the adjustment unit 50 so that the ratio of the second air drawn in from the seat surface to the first air in the air led into the ventilation passage 100 is approximately equal. In this case, the second ratio is a smaller ratio than the first ratio. The second ratio is, for example, 30-60%. Note that the operation in step S507 is called the second mode.

[0079] After controlling the adjustment unit 50 in step S507, the control unit 80 determines whether the required airflow set by the occupant in step S501 is equal to or greater than the first airflow (S508). If the required airflow is equal to or greater than the first airflow (YES in step S508), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the second discharge mode (S511c). If the required airflow is less than the first airflow (NO in step S508), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S511d).

[0080] If the answer in step S506 is NO, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio of the second air in the airflow passage 100 becomes the third ratio (S509). In other words, the control unit 80 controls the adjustment unit 50 so that the proportion of the second air drawn in from the seat surface in the air led into the airflow passage 100 becomes smaller. That is, the in-vehicle seat disinfection device 1 is operated in a mode with a small amount of active ingredient. In this case, the third ratio is a smaller ratio than the second ratio. The third ratio is, for example, about 0 to 30%. The operation in step S509 is called the third mode.

[0081] After controlling the adjustment unit 50 in step S509, the control unit 80 determines whether the required airflow set by the occupant in step S501 is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S510), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the second discharge mode (S511e). If the required airflow is less than the first airflow (NO in step S510), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S511f).

[0082] After the processing in steps S511a, S511b, S511c, S511d, S511e, and S511f, the control unit 80 determines whether the end condition is met (S512). The end condition is, for example, an input of an end command by the occupant. Other end conditions include, for example, the ignition switch being turned off. Furthermore, the end condition may be met if the intake air temperature is below a threshold (for example, 25°C). The occupant can issue an end command, for example, via a touch panel. If the end condition is not met (NO in S512), the flow returns to S502 and the flow is repeated. If the end condition is met (YES in S512), the flow is terminated.

[0083] The high-temperature environment mode described above offers the following benefits: When the external environment is hot, supplying too much air from the air conditioning system may cause hot air (hot air) in the duct (air passage 100) to be blown towards the human body. In contrast, with the above configuration, when the intake air temperature is high, the airflow of the second air drawn in from the seat surface is increased, thereby preventing the high-temperature air from directly hitting the human body when the air inside the duct is hot.

[0084] Furthermore, if the temperature remains below the second temperature for a certain period of time, the system may operate to execute the third discharge mode until the termination condition is met. Alternatively, instead of the occupant specifying the required airflow, the system may determine the intake air temperature, adjust the flow rate ratio, and then the occupant selects a mode. The control unit 80 then adjusts the airflow according to the selected mode.

[0085] Furthermore, the system may be configured to control the airflow so that when the intake air temperature is determined to be between the first and second temperatures, the airflow is greater than when the intake air temperature is determined to be above the first temperature. Alternatively, the system may be configured to control the airflow so that when the intake air temperature is determined to be below the second temperature, the airflow is greater than when the intake air temperature is determined to be between the first and second temperatures. This reduces the possibility of unpleasantly hot air or lukewarm air being discharged towards the occupants.

[0086] (Example of high-temperature environment mode) Alternatively, the body temperature may be detected by a sensor, and the ratio of the first air to the second air may be controlled based on the detected body temperature. Subsequent steps that perform the same operation may be omitted from the explanation.

[0087] Figure 14 is a flowchart showing an example of a high-temperature environment mode in which the airflow ratio of the in-vehicle seat air conditioning system 1 is changed according to the intake air temperature and the body temperature. As shown in Figure 14, after the required airflow is set in step S601, the control unit 80 obtains the intake air temperature (S602). The intake air temperature is as described above. Next, the control unit 80 determines whether the intake air temperature is below the second temperature (S613). If step S613 is NO, the flow returns to step S602. If step S613 is YES, the flow proceeds to step S614. That is, air is not discharged from the seat 10 to the occupant until the intake air temperature falls below the second temperature. This reduces the discomfort the occupant experiences from being blown hot air.

[0088] Next, the control unit 80 acquires the body temperature (S614). The body temperature is, for example, the temperature acquired by a temperature sensor attached to the second discharge port 30b, or the temperature acquired by an infrared sensor. Therefore, the body temperature corresponds to the surface temperature of the human body. Similar to the intake air temperature, there are no particular limitations on the method of acquiring or estimating the body temperature.

[0089] Next, the control unit 80 determines whether the body temperature obtained in step S614 is equal to or greater than the first temperature (S615). If it is determined to be equal to or greater than the first temperature (S615 is YES), the control unit 80 controls the adjustment unit 50 so that the air ratio of the second air becomes the third ratio (S604). In other words, if the body temperature is high, the cooling efficiency of the body is prioritized over sterilization, and the control is made to increase the air ratio of the cool air from the air conditioning unit. The first temperature is a temperature that is lower than body temperature but still feels hot, for example, 33 degrees Celsius, which is close to body temperature.

[0090] Furthermore, the air conditioning system has a built-in evaporator, and the evaporator causes the cold air to contain moisture, so the active ingredient can be generated from the active ingredient supply unit 60 by the operation of step S604. However, as will be described later, the second air drawn directly from the seat near the occupant tends to be at a higher temperature than the first air (cold air) supplied from the air conditioning system, so the saturated water vapor amount of the second air increases, and the amount of moisture it contains also tends to increase. Therefore, in order to generate a large amount of active ingredient, it is desirable for the ratio of the second air to be higher than that of the first air.

[0091] Furthermore, when the first air is warm air (heating), condensation from the evaporator cannot be expected as it is during cooling, so the amount of moisture in the first air tends to be less than that in the second air. Therefore, even when heating in a low-temperature environment, it is desirable for the ratio of the second air to be higher than that of the first air in order to generate a large amount of active ingredients.

[0092] If the control unit 80 determines that the temperature is below the first temperature (S615 is NO), it determines whether the body temperature is above the second temperature (S616). If it determines that the temperature is above the second temperature (S616 is YES), the control unit 80 controls the adjustment unit 50 so that the air ratio of the second air becomes the second ratio (S607). If the control unit 80 determines that the temperature is below the second temperature (S616 is NO), it controls the adjustment unit 50 so that the air ratio of the second air becomes the first ratio (S609). The second temperature is lower than the first temperature, but is a temperature at which one feels slightly hot, for example, 30 degrees.

[0093] In other words, the system is configured to prioritize cooling efficiency for the human body over disinfection when the temperature inside the duct is low and the human body temperature is high, and to prioritize disinfection when the human body temperature is low, thereby improving the comfort of the occupants.

[0094] Alternatively, if the body temperature is above the second temperature (S616 is YES), the system may return to step S502 in the flowchart shown in Figure 13. Alternatively, if step S506 in the flowchart shown in Figure 13 is NO, the system may start step S614 in the flowchart shown in Figure 14, which is determined by the body temperature. The subsequent operations are the same as in Figure 13, so the explanation will be omitted. Note that the same operations as in Figure 13 are given the same step numbers in Figure 14. However, in Figure 14, steps S511a and S511e are swapped. This is because the conditions leading to step S511e are that the human body temperature is high and the ratio of airflow from the air conditioning system is increased (third ratio), and furthermore, the required airflow set by the occupant is high, so in order to cool the occupant quickly, the second discharge mode is used, which prioritizes discharging cool air to the interior space of the vehicle. Also, the conditions leading to step S511a are that the human body temperature is low and the ratio of airflow from the seat is increased (first ratio), and furthermore, the required airflow set by the occupant is high, so the third discharge mode is used, which disinfects the seat surface while also disinfecting the interior space of the vehicle. Note that if the answer to step S512 is No, the system returns to step S614, which is another difference between Figure 13 and Figure 14.

[0095] Furthermore, in Figure 14, control based on thermal sensation parameters may be used instead of control based on human body temperature. Figure 15 is an example of a flowchart for changing the air ratio based on thermal sensation parameters. As shown in Figure 15, the intake air temperature, sheet disinfection outlet temperature, environmental parameters, etc., are acquired, and a thermal sensation parameter is calculated from the acquired information. The flow rate ratio may then be controlled according to the thermal sensation parameter.

[0096] As shown in Figure 15, after the required airflow is set by the occupant (user) (S701), the control unit 80 acquires the thermal comfort parameter Z (S713). The thermal comfort parameter Z is defined as a seven-level scale representing how hot or cold a person feels, based on the air outlet temperature from the discharge port 30 of the air conditioning unit built into the seat and environmental parameters (temperature, humidity, etc.). Here, the hottest scale is represented as Z=+3, the neutral state (neither hot nor cold) as Z=0, and the coldest scale as Z=-3.

[0097] Next, the control unit 80 determines whether the thermal sensation parameter Z obtained in step S713 is Z ≤ 0 (S715). That is, the control unit 80 determines whether the state is between a state where it is neither hot nor cold (Z=0) and the coldest state (Z=-3). However, since this is a high-temperature environment mode, the possibility of the thermal sensation parameter Z being small is low.

[0098] If the thermal sensation parameter Z is not Z ≤ 0 (S715 is NO), the control unit 80 determines whether the thermal sensation parameter Z is Z = 1 (S716). The subsequent processes in Figure 15 are the same as steps S704 (S504 in Figure 13), S705 (S505), S707 (S507), S709 (S509), and S710-S712 (S510-S512), so we will omit the explanation here.

[0099] Through this operation, the control unit 80 can prioritize the operation of generating active ingredients over cooling by the air conditioning system if the thermal sensation parameter Z is Z ≤ 0, as the occupant does not feel hot. Therefore, in the operation from step S704 onward, the control unit 80 executes either the first discharge mode or the third discharge mode, respectively, in order to actively disinfect the inside of the seat and the seat surface. Also, if the thermal sensation parameter Z is Z = 1, the control unit 80 controls the system to introduce air from the air conditioning system as a second ratio in which the flow rate ratio of air from the air conditioning system and air from the seat surface is approximately the same, to gently cool the room, and to disinfect the space if the required airflow is large (second discharge mode), or to disinfect the inside of the seat if the required airflow is small (first discharge mode).

[0100] Furthermore, if the thermal sensation parameter Z is not Z=1, it will be Z=2 or 3, meaning the occupants are feeling hot. Therefore, the control unit 80 sets the third ratio to one where more air comes from the air conditioning system, and controls the system to prioritize the discharge of cooling air from the air conditioning system into the vehicle interior by setting it to either the first or second discharge mode according to the required airflow.

[0101] Figure 16 is an example of a flowchart that changes the air ratio based on the humidity of the air drawn in from the seat. As shown in Figure 16, the flow rate ratio may be controlled by the humidity of the air drawn in from the seat.

[0102] As shown in Figure 16, after the required airflow is set by the occupant (user) (S801), the control unit 80 controls the adjustment unit 50 so that the air ratio of the second air becomes the first ratio, and operates the blower 40 in a state where the airflow is controlled to be equal to or greater than the first airflow, thereby drawing air in from the seat surface (S813). As a result, the in-vehicle seat sterilization device 1 draws in the second air from the seat surface air intake 22.

[0103] Next, the control unit 80 acquires the humidity of the second air drawn in in step S813 (air humidity) (S814). The air humidity is the humidity acquired by a humidity sensor attached to the seat air intake port 22, for example.

[0104] Next, the control unit 80 determines whether the humidity of the second air intake (air humidity) is equal to or greater than the first humidity (S815). If the air humidity is less than the first humidity (S815 is NO), the control unit 80 determines whether the air humidity is equal to or greater than the second humidity, which is less than the first humidity (S816). The subsequent processes in Figure 16 are the same as steps S504 in Figure 13 (S804), S805 (S505), S807 (S507), S809 (S509), and S810-S812 (S510-S512), so we will omit the explanation here.

[0105] Through this operation, the control unit 80 can effectively supply moisture from the seat surface to the active ingredient supply unit 60 if the air humidity is above the first humidity level (for example, relative humidity of 60%), thereby generating a large amount of active ingredients. Therefore, in order to actively disinfect the inside of the seat and the seat surface through the operations from step S804 onward, the control unit 80 executes either the first discharge mode or the third discharge mode.

[0106] Furthermore, the control unit 80 determines that if the air humidity is less than the first humidity level and higher than the second humidity level (lower than the first humidity level, for example, relative humidity of 40%), i.e., if the relative humidity is between 40% and 60%, a certain amount of active ingredients can be generated from the active ingredient supply unit 60. Therefore, it controls the system to set a second ratio in which the flow rate ratio of air from the air conditioning unit and air from the seat surface are approximately the same, performing space disinfection (second discharge mode) when the required airflow is large, and performing seat interior disinfection (first discharge mode) when the required airflow is small.

[0107] Furthermore, if the air humidity is below the second humidity level, there is insufficient moisture from the sweat produced by the occupants, making it impossible to generate enough active ingredients from the active ingredient supply unit 60. Therefore, the control unit 80 controls the system to prioritize the discharge of conditioned air into the vehicle cabin, setting the third ratio to one where more air comes from the air conditioning system, and switching to either the first or second discharge mode depending on the required airflow.

[0108] Figure 17 is an example of a flowchart for changing the airflow ratio based on odor intensity. In this case, the odor sensor may be installed inside the seat 10 or on the center console. The flow rate ratio may be controlled based on the odor intensity obtained from the information acquired from the odor sensor. As shown in Figure 17, first, the control unit 80 acquires information about odors from the odor sensor after the required airflow is set by the occupant (user) (S901).

[0109] Next, the control unit 80 calculates the odor intensity based on the odor information acquired in step S913 (S914). Here, the odor intensity defined by the 6-level odor intensity scale is used. For example, if the ammonia concentration is 1 to 5 ppm, the odor intensity is calculated to be 2.5 to 3.5. Note that the odor intensity may be calculated not only using the 6-level odor intensity scale, but also by storing reference data in the vehicle's memory and calculating it based on the reference data and the acquired odor information.

[0110] Next, the control unit 80 determines whether the odor intensity is 3 or higher (S915). An odor intensity of 3 is the "easily detectable odor" according to the six-level odor intensity scale. If the control unit 80 determines that the odor intensity is 3 or higher (S915 is YES), it controls the adjustment unit 50 so that the air ratio of the second air becomes the first ratio (S904). In other words, if the odor is strong, it controls the unit to switch to a mode that prioritizes deodorization. If the odor intensity is less than 3 (S915 is NO), the control unit 80 determines whether the odor intensity is 1 or higher (a barely detectable odor) (S916). The subsequent processes in Figure 17 are the same as those in Figure 13, with step S904 being the same as step S504, step S905 being the same as S505, step S907 being the same as step S507, step S909 being the same as step S509, and steps S910 to S912 being the same as steps S510 to S512. Therefore, we will omit the explanation here.

[0111] Through this operation, the control unit 80 prioritizes deodorization if the odor intensity is 3 or higher. Specifically, in order to actively deodorize the inside of the seat and the seat surface through the operations from step S904 onward, the control unit 80 executes either the first discharge mode or the third discharge mode.

[0112] Furthermore, if the odor intensity is less than 3 but greater than or equal to 1, the control unit 80 determines that there is some odor, and sets a second ratio in which the flow rate ratio of air from the air conditioner and air from the seat surface are approximately the same. If the required airflow is large, it performs space deodorization (second discharge mode), and if it is small, it performs deodorization inside the seat (first discharge mode).

[0113] Furthermore, if the odor intensity is less than 1, there is no need to generate much active ingredient from the active ingredient supplier 60. Therefore, the control unit 80 reduces the proportion of moisture caused by sweat from the occupants as a third ratio in which there is more air from the air conditioning system, and controls the system to prioritize the discharge of conditioned air into the vehicle cabin by switching to the first or second discharge mode according to the required airflow.

[0114] Figure 18 is an example of a flowchart that changes the airflow ratio based on crew activity information. As shown in Figure 18, the flow rate ratio may be controlled based on crew activity information. As shown in Figure 18, after the required airflow is set by the occupant (user) (S1001), the control unit 80 reads the occupant's activity information (S1013). The occupant's activity information may include, for example, a schedule obtained by a car navigation system in conjunction with a smartphone. Alternatively, it may include destination history from a car navigation system, calendar information from a smartwatch or smart ring, biometric information, etc.

[0115] Next, the control unit 80 determines from the information acquired in step S1013 whether the day's schedule is outdoor activities, sports, or attending a live event (S1014). If step S1014 is YES, the control unit 80 controls the adjustment unit 50 so that the air ratio of the second air becomes the first ratio (S1004). In other words, since it can be inferred from the occupant's schedule for the day that the occupant is currently sweating, the control unit is set to a mode that prioritizes deodorization.

[0116] If step S1014 is NO, the control unit 80 determines from the information obtained in step S1013 whether the day's schedule is an indoor event, shopping, dining, etc. (S1015). In other words, it determines whether there is a plan to go out, even if one does not sweat much. If step S1015 is YES, the control unit 80 determines that the person will go out of the car but will not sweat much. If step S1015 is NO, the control unit 80 determines that the person will only be going out of the car for a short time, such as enjoying a drive or refueling, and will hardly sweat at all. The subsequent processes in Figure 18 are the same as those in Figure 13, with step S1004 being the same as step S504, step S1005 being the same as S505, step S1007 being the same as step S507, step S1009 being the same as step S509, and steps S1010 to S1012 being the same as steps S510 to S512. Therefore, we will omit the explanation here.

[0117] Through this operation, the control unit 80 prioritizes deodorization if there is an expected sweating activity. Specifically, in order to actively deodorize the inside of the seat and the seat surface through the operations from step S1004 onward, the control unit 80 executes either the first discharge mode or the third discharge mode.

[0118] Furthermore, if the user is not expected to sweat much but plans to go out, the control unit 80 controls the system to perform some degree of deodorization by setting a second ratio in which the flow rate ratio of air from the air conditioner and air from the seat surface are approximately the same. This ratio is used to perform space deodorization (second discharge mode) when the required airflow is large, and to perform seat interior deodorization (first discharge mode) when the required airflow is small.

[0119] Furthermore, if there are few plans to sweat, there is no need to generate much active ingredient from the active ingredient supply unit 60 for deodorization. Therefore, the control unit 80 controls the system to prioritize the discharge of conditioned air into the vehicle interior by setting it to either the first or second discharge mode according to the required airflow, as a third ratio in which more air comes from the air conditioning system.

[0120] (Operation in low-temperature environments) Next, an example of operation in low-temperature environment mode will be explained using Figure 19. Figure 19 is an example of a flowchart in low-temperature environment mode. In low-temperature environment mode, in addition to controlling the flow rate ratio, the heating temperature of the sheet heater (heating section 70) is controlled. Note that in the following explanation, some explanations may be omitted for simplicity.

[0121] As shown in the flowchart in Figure 12, when the low-temperature environment mode starts, the flowchart in Figure 19 begins. When the low-temperature environment mode is started, the control unit 80 instructs the occupant (user) to set the required airflow, for example, via the touch panel or car navigation system. Once the occupant sets the required airflow, the control unit 80 acquires that information (S1101).

[0122] Next, the control unit 80 acquires the intake air temperature (S1102). This operation is the same as step S502 in Figure 13. Next, the control unit 80 determines whether the intake air temperature obtained in step S1102 is equal to or greater than the third temperature (S1103). If the intake air temperature is equal to or greater than the third temperature (YES in S1103), the process proceeds to step S1104. If the intake air temperature is less than the third temperature (NO in S1103), the process proceeds to step S1106. For example, the third temperature is 25 degrees.

[0123] If the answer in step S1103 is YES, the control unit 80 controls the adjustment unit 50 in a fourth mode so that the flow rate ratio becomes the first ratio, and also controls the heating unit 70 so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the first heating temperature (S1104). The first heating temperature is, for example, 35 degrees. This promotes sweating in the human body, making it easier for the active ingredient supplyer 60 to generate the active ingredient.

[0124] After controlling the adjustment unit 50 in step S1104, the control unit 80 determines whether the required airflow set by the occupant in step S1101 is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S1105a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the third discharge mode (S1109a). If the required airflow is less than the first airflow (NO in step S1105a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S1109b).

[0125] In the low-temperature environment mode, the control unit 80 determines whether a certain amount of time has elapsed since the start of the third discharge mode or the first discharge mode (S1110a). This certain amount of time is, for example, about 5 minutes. If the certain amount of time has not elapsed (NO in S1110a), the flow returns to step S1109a when the third discharge mode is running, or to step S1109b when the first discharge mode is running. If the certain amount of time has elapsed (YES in S1110a), the control unit 80 stops the operation of the blower 40 for a certain stop time, and then restarts the blower 40 (S1111a). This certain stop time is, for example, about 1 minute. This prevents the occupants from feeling cold due to the operation of the blower 40.

[0126] If the answer in step S1103 is NO, the control unit 80 determines whether the intake air temperature is equal to or greater than the fourth temperature (S1106). If the intake air temperature is equal to or greater than the fourth temperature (YES in S1106), the process proceeds to step S1107. If the intake air temperature is less than the fourth temperature (NO in S1106), the process proceeds to step S1108. For example, the fourth temperature is 20 degrees. The fourth temperature is lower than the third temperature. If the answer in step S1106 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio becomes the second ratio, and controls the heating unit 70 so that the heating temperature of the seat heater (heating unit 70) is equal to or higher than the second heating temperature (S1107). The second heating temperature is, for example, 30 degrees. The second heating temperature is a heating temperature equal to or lower than the first heating temperature. Some explanations will be omitted from here on. Note that if the answer in step S1106 is NO, the operation from step S1108 onwards is the sixth mode. In the fifth and sixth modes, compared to the fourth mode, the second heating temperature is equal to or lower than the first heating temperature, so fewer active ingredients are generated than in the fourth mode, and air from the air conditioning unit is discharged with priority over the fourth mode.

[0127] Following steps S1111a, S1111b, and S1111c in the flowchart of Figure 19, the control unit 80 determines whether the end condition is met (S1112). The end condition is, for example, a termination instruction from the occupant. Other possible end conditions include, for example, the ignition switch being turned OFF. Furthermore, the intake air temperature being above a threshold temperature is also possible. In a low-temperature environment, the threshold temperature is, for example, 35°C or higher. The occupant can give a termination instruction, for example, via a touch panel. If the end condition is not met (NO in S1112), the flow returns to S1102 and the flow is repeated. If the end condition is met (YES in S1112), the flow is terminated.

[0128] This makes it possible to warm the occupants with the seat heater (heating unit 70) in winter, promote sweating in the occupants, and supply the active ingredients using the humid air containing the occupants' sweat. Furthermore, in steps S1110a to S1110c, it is sufficient to determine whether to stop the operation of the blower 40 based on whether the occupant feels cold. For example, the system may proceed to steps S1111a to S1110c if the occupant's skin temperature is below a threshold.

[0129] Alternatively, the control unit 80 may be configured to control the system so that the heating temperature of the heating unit 70 when it is determined that the intake air temperature is between the third temperature and the fourth temperature is higher than the heating temperature of the heating unit 70 when it is determined that the intake air temperature is between the third temperature and the fourth temperature. Alternatively, the control unit 80 may be configured to control the system so that the heating temperature of the heating unit 70 when it is determined that the intake air temperature is between the third temperature and the fourth temperature is higher than the heating temperature of the heating unit 70 when it is determined that the intake air temperature is between the third temperature and the fourth temperature is higher.

[0130] In the flowchart of Figure 19, the control unit 80 controls the flow rate ratio of the first air and the second air in step S1104 (fourth mode), but this can also be controlled so that the content of the first air is greater than that of the second air. Also, the control unit 80 controls the sheet heater (heating unit 70) so that it reaches a first heating temperature or higher, but this can also be controlled so that the heating unit 70 has a first heat output that is greater than that of the fifth mode and sixth mode.

[0131] Similarly, the control unit 80 may control the heating unit 70 in step S1107 (fifth mode) so that the content of the first air and the second air are approximately equal. Alternatively, the control unit 80 may control the heating unit 70 so that the heat output of the heating unit 70 is a second heat output which is smaller than the first heat output. Furthermore, the control unit 80 may control the second air content in step S1108 (sixth mode) to be greater than that of the first air. Alternatively, the control unit 80 may control the heating unit 70 so that the heat output of the heating unit 70 is a third heat output that is smaller than the second heat output.

[0132] (modified version) Furthermore, while the above example described control that performs mode branching using intake air temperature, as shown in Figure 20, human body temperature may be used instead of intake air temperature. Figure 20 is an example of a flowchart that performs mode branching using human body temperature.

[0133] (Operation in low-temperature environments) Next, using Figure 20, we will explain an example of operation in a low-temperature environment mode that uses human body temperature instead of intake air temperature. Figure 20 shows an example of a flowchart that uses human body temperature to perform mode branching. In low-temperature environment mode, in addition to controlling the flow rate ratio, the heating temperature of the sheet heater (heating section 70) is controlled. Note that in the following explanation, some details may be omitted for simplicity.

[0134] In the flowchart of Figure 12, when the low-temperature environment mode starts, the flowchart of Figure 20 begins. When the low-temperature environment mode is started, the control unit 80 instructs the occupant (user) to set the required airflow, for example, on the touch panel or car navigation system, and the occupant sets the required airflow and acquires that information (S1201).

[0135] Next, the control unit 80 acquires the body temperature (S1214). Next, the control unit 80 determines whether the body temperature obtained in step S1214 is above the third temperature (S1215). For example, the third temperature is a temperature at which one does not feel particularly cold, which is 36.5 degrees Celsius.

[0136] If the answer in step S1215 is YES, the control unit 80 controls the adjustment unit 50 in a fourth mode so that the flow rate ratio becomes the first ratio, and also controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the first heating temperature (S1204). The first heating temperature is, for example, 35 degrees. This promotes sweating in the human body, making it easier for the active ingredient supplyer 60 to generate the active ingredient.

[0137] After controlling the adjustment unit 50 in step S1204, the control unit 80 determines whether the required airflow set by the occupant in step S1205a is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S1205a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the third discharge mode (S1209a). If the required airflow is less than the first airflow (NO in step S1205a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S1209b).

[0138] In the low-temperature environment mode, the control unit 80 determines whether a certain amount of time has elapsed since the start of the third discharge mode or the first discharge mode (S1210a). This certain amount of time is, for example, about 5 minutes. If the certain amount of time has not elapsed (NO in S1210a), the flow returns to step S1209a when the third discharge mode is running, or to step S1209b when the first discharge mode is running. If the certain amount of time has elapsed (YES in S1210a), the control unit 80 stops the operation of the blower 40 for a certain stop time, and then restarts the blower 40 (S1211a). This certain stop time is, for example, about 1 minute. This prevents the occupants from feeling cold due to the operation of the blower 40.

[0139] If the answer in step S1215 is NO, the control unit 80 determines whether the body temperature is above the fourth temperature (S1206). If the body temperature is above the fourth temperature (YES in S1206), the process proceeds to step S1207. If the body temperature is below the fourth temperature (NO in S1206), the process proceeds to S1208. For example, the fourth temperature is the temperature at which one is likely to feel cold, which is 35 degrees. The fourth temperature is lower than the third temperature. If the answer in step S1206 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio becomes the second ratio, and controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the second heating temperature (S1207). The second heating temperature is, for example, 30 degrees. The second heating temperature is a heating temperature equal to or lower than the first heating temperature. Some explanations will be omitted from here on. Note that if the answer in step S1206 is NO, the operation from step S1208 onwards is the sixth mode. In the fifth and sixth modes, compared to the fourth mode, the second heating temperature is equal to or lower than the first heating temperature, so fewer active ingredients are generated than in the fourth mode, and air from the air conditioning unit is discharged with priority over the fourth mode.

[0140] Following each step S1211a, S1211b, and S1211c in the flowchart of Figure 20, the control unit 80 determines whether the end condition is met (S1212). The end condition is, for example, a termination instruction from the occupant. Other possible end conditions include, for example, the ignition switch being turned OFF. Furthermore, the intake air temperature being above a threshold temperature is also possible. In this case, since it is a low-temperature environment, the threshold temperature is, for example, 25°C. The occupant can give a termination instruction, for example, via a touch panel. If the end condition is not met (NO in S1212), the flow returns to step S1214 and the flow is repeated. If the end condition is met (YES in S1212), the flow is terminated.

[0141] This makes it possible to warm the occupants with the seat heater (heating unit 70) in winter, promote sweating in the occupants, and supply the active ingredients using the humid air containing the occupants' sweat. Furthermore, in steps S1210a to S1210c, it is sufficient to determine whether to stop the operation of the blower 40 based on whether the occupant feels cold. For example, the system may proceed to steps S1211a to S1211c if the occupant's skin temperature (body temperature) is below a threshold.

[0142] Alternatively, the control unit 80 may be configured to control the heating so that the heating temperature of the heating unit 70 when it is determined that the body temperature is between the third and fourth temperatures is higher than the heating temperature of the heating unit 70 when it is determined that the body temperature is between the third and fourth temperatures. Alternatively, the control unit 80 may be configured to control the heating so that the heating temperature of the heating unit 70 when it is determined that the body temperature is between the third and fourth temperatures is higher than the heating temperature of the heating unit 70 when it is determined that the body temperature is between the third and fourth temperatures is higher than the heating temperature of the heating unit 70 when it is determined that the body temperature is below the fourth temperature.

[0143] (Operation in low-temperature environments) Next, using Figure 21, we will explain an example of operation in a low-temperature environment mode that uses a thermal sensation parameter instead of intake air temperature. Figure 21 is an example of a flowchart that performs mode branching using thermal sensation parameters. In low-temperature environment mode, in addition to controlling the flow rate ratio, the heating temperature of the sheet heater (heating section 70) is controlled. Note that in the following explanation, some details may be omitted for simplicity.

[0144] In the flowchart of Figure 12, when the low-temperature environment mode is started, the flowchart of Figure 21 begins. When the low-temperature environment mode is started, the control unit 80 instructs, for example, the touch panel or car navigation system to set the required airflow for the occupants, and once the required airflow is set by the occupants, the control unit 80 acquires that information (S1301).

[0145] Next, the control unit 80 acquires the thermal sensation parameter Z (S1314). The thermal sensation parameter Z is defined as a seven-level scale representing how hot or cold a person feels, based on the air outlet temperature from the discharge port 30 of the air conditioning unit built into the seat and environmental parameters (temperature, humidity, etc.). Here, the hottest scale is represented as Z=+3, the neutral state (neither hot nor cold) as Z=0, and the coldest scale as Z=-3. Next, the control unit 80 determines whether the thermal sensation parameter Z obtained in step S1314 is Z≧0 (S1315). That is, the control unit 80 determines whether the state is between a state where it is neither hot nor cold (Z=0) and the state where it feels the hottest (Z=3). However, since this is a low-temperature environment mode, the possibility of the thermal sensation parameter Z being large is low.

[0146] If the answer in step S1315 is YES, the control unit 80 controls the adjustment unit 50 in a fourth mode so that the flow rate ratio becomes the first ratio, and also controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the first heating temperature (S1304). The first heating temperature is, for example, 35 degrees. This promotes sweating in the human body, making it easier for the active ingredient supplyer 60 to generate the active ingredient.

[0147] After controlling the adjustment unit 50 in step S1304, the control unit 80 determines whether the required airflow set by the occupant in step S1305a is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S1305a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the third discharge mode (S1309a). If the required airflow is less than the first airflow (NO in step S1305a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S1309b).

[0148] In the low-temperature environment mode, the control unit 80 determines whether a certain amount of time has elapsed since the start of the third discharge mode or the first discharge mode (S1310a). This certain amount of time is, for example, about 5 minutes. If the certain amount of time has not elapsed (NO in S1310a), the flow returns to step S1309a when the third discharge mode is running, or to step S1309b when the first discharge mode is running. If the certain amount of time has elapsed (YES in S1310a), the control unit 80 stops the operation of the blower 40 for a certain stop time, and then restarts the blower 40 (S1311a). This certain stop time is, for example, about 1 minute. This prevents the occupants from feeling cold due to the operation of the blower 40.

[0149] If the answer in step S1315 is NO, the control unit 80 determines whether the thermal sensation parameter Z ≥ -1 (S1316). If the thermal sensation parameter Z ≥ -1 (YES in S1316), the condition is slightly cool, so the control unit 80 proceeds to step S1307. If the thermal sensation parameter Z < -1 (NO in S1316), the condition is cool or cold, so the control unit 80 proceeds to step S1308. If the answer in step S1316 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio becomes the second ratio, and controls the heating unit 70 so that the heating temperature of the seat heater (heating unit 70) is equal to or higher than the second heating temperature (S1307). The second heating temperature is, for example, 30 degrees. The second heating temperature is a heating temperature equal to or lower than the first heating temperature. Some explanations will be omitted from here on. Note that if the answer in step S1316 is NO, the operation from step S1308 onwards is the sixth mode. In the fifth and sixth modes, compared to the fourth mode, the second heating temperature is equal to or lower than the first heating temperature, so fewer active ingredients are generated than in the fourth mode, and air from the air conditioning unit is discharged with priority over the fourth mode.

[0150] Following each step S1311a, S1311b, and S1311c in the flowchart of Figure 21, the control unit 80 determines whether the end condition is met (S1312). The end condition is, for example, a termination instruction from the occupant. Other possible end conditions include, for example, the ignition switch being turned OFF. Furthermore, the intake air temperature being above a threshold temperature is also possible. In this case, since it is a low-temperature environment, the threshold temperature is, for example, 25°C. The occupant can give a termination instruction, for example, via a touch panel. If the end condition is not met (NO in S1312), the flow returns to step S1314 and the flow is repeated. If the end condition is met (YES in S1312), the flow is terminated.

[0151] This makes it possible to warm the occupants with the seat heater (heating unit 70) in winter, promote sweating in the occupants, and supply the active ingredients using the humid air containing the occupants' sweat. Furthermore, in steps S1310a to S1310c, it is sufficient to determine whether to stop the operation of the blower 40 based on whether the occupant feels cold. For example, the system may proceed to steps S1311a to S1311c if the occupant's skin temperature is below a threshold.

[0152] Alternatively, the control unit 80 may be configured to control the heating temperature of the heating unit 70 so that it is higher when the thermal sensation parameter Z is determined to be ≥ -1 than when the thermal sensation parameter Z is determined to be ≥ 0. Alternatively, the control unit 80 may be configured to control the heating temperature so that it is higher when the thermal sensation parameter Z is determined to be < -1 than when the thermal sensation parameter Z is determined to be ≥ -1.

[0153] (Operation in low-temperature environments) Next, using Figure 22, we will explain an example of operation in a low-temperature environment mode that utilizes the humidity of the seat intake air instead of the intake air temperature. Figure 22 is an example of a flowchart that performs mode branching using the humidity of the air intake from the seat. In low-temperature environment mode, in addition to controlling the flow rate ratio, the heating temperature of the sheet heater (heating section 70) is controlled. Note that in the following explanation, some details may be omitted for simplicity.

[0154] In the flowchart of Figure 12, when the low-temperature environment mode is started, the flowchart of Figure 22 begins. When the low-temperature environment mode is started, the control unit 80 instructs the occupant (user) to set the required airflow, for example, on the touch panel or car navigation system, and the occupant sets the required airflow and acquires that information (S1401).

[0155] Next, the control unit 80 controls the adjustment unit 50 so that the air ratio of the second air becomes the first ratio, and operates the blower 40 in a state where the air volume is equal to or greater than the first air volume, thereby drawing air in from the seat surface (S1413). As a result, the in-vehicle seat sterilization device 1 draws in the second air from the seat surface air intake 22. Next, the control unit 80 acquires the humidity of the air drawn in from the seat surface (air humidity) (S1414). Next, the control unit 80 determines whether the air humidity obtained in step S1414 is equal to or greater than the first humidity (S1415). For example, the first humidity is a relative humidity of 50%.

[0156] If the answer in step S1415 is YES, the control unit 80 controls the adjustment unit 50 in a fourth mode so that the flow rate ratio becomes the first ratio, and also controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the first heating temperature (S1404). The first heating temperature is, for example, 35 degrees. This promotes sweating in the human body, making it easier for the active ingredient supplyer 60 to generate the active ingredient.

[0157] After controlling the adjustment unit 50 in step S1404, the control unit 80 determines whether the required airflow set by the occupant in step S1405a is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S1405a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the third discharge mode (S1409a). If the required airflow is less than the first airflow (NO in step S1405a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S1409b).

[0158] In the low-temperature environment mode, the control unit 80 determines whether a certain amount of time has elapsed since the start of the third discharge mode or the first discharge mode (S1410a). This certain amount of time is, for example, about 5 minutes. If the certain amount of time has not elapsed (NO in S1410a), the flow returns to step S1409a when the third discharge mode is running, or to step S1409b when the first discharge mode is running. If the certain amount of time has elapsed (YES in S1410a), the control unit 80 stops the operation of the blower 40 for a certain stop time, and then restarts the blower 40 (S1411a). This certain stop time is, for example, about 1 minute. This prevents the occupants from feeling cold due to the operation of the blower 40.

[0159] If the answer in step S1415 is NO, the control unit 80 determines whether the air humidity is equal to or greater than the second humidity (S1416). For example, the second humidity is less than the first humidity, and the relative humidity is 40%. If the air humidity is equal to or higher than the second humidity level (YES in S1416), the control unit 80 proceeds to step S1407. If the air humidity is less than the second humidity level (NO in S1416), the control unit 80 proceeds to step S1408. If the answer in step S1416 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio becomes the second ratio, and controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the second heating temperature (S1407). The second heating temperature is, for example, 30 degrees. The second heating temperature is a heating temperature equal to or lower than the first heating temperature. Some explanations will be omitted from here on. Note that if the answer in step S1416 is NO, the operation from step S1408 onwards is the sixth mode. In the fifth and sixth modes, compared to the fourth mode, the second heating temperature is equal to or lower than the first heating temperature, so fewer active ingredients are generated than in the fourth mode, and air from the air conditioning unit is discharged with priority over the fourth mode.

[0160] Following each step S1411a, S1411b, and S1411c in the flowchart of Figure 22, the control unit 80 determines whether the end condition is met (S1412). The end condition is, for example, a termination instruction from the occupant. Other possible end conditions include, for example, the ignition switch being turned OFF. Furthermore, the intake air temperature being above a threshold temperature is also possible. In this case, since it is a low-temperature environment, the threshold temperature is, for example, 25°C. The occupant can give a termination instruction, for example, via a touch panel. If the end condition is not met (NO in S1412), the flow returns to step S1413 and the flow is repeated. If the end condition is met (YES in S1412), the flow is terminated.

[0161] This makes it possible to warm the occupants with the seat heater (heating unit 70) in winter, promote sweating in the occupants, and supply the active ingredients using the humid air containing the occupants' sweat. Furthermore, in steps S1410a to S1410c, it is sufficient to determine whether to stop the operation of the blower 40 based on whether the occupant feels cold. For example, the system may proceed to steps S1411a to S1411c if the occupant's skin temperature is below a threshold.

[0162] Alternatively, the control unit 80 may be configured to control the heating temperature of the heating unit 70 so that it is higher when it is determined that the air humidity is at or above the first humidity level than when it is determined that the air humidity is at or above the first humidity level. Alternatively, the control unit 80 may be configured to control the heating temperature so that it is higher when it is determined that the air humidity is below the second humidity level than when it is determined that the air humidity is at or above the second humidity level.

[0163] (Operation in low-temperature environments) Next, using Figure 23, we will explain an example of operation in a low-temperature environment mode that uses odor intensity instead of intake air temperature. Figure 23 shows an example of a flowchart that performs mode branching using odor intensity.

[0164] In low-temperature environment mode, in addition to controlling the flow rate ratio, the heating temperature of the sheet heater (heating section 70) is controlled. Note that in the following explanation, some details may be omitted for simplicity.

[0165] In the flowchart of Figure 12, when the low-temperature environment mode is started, the flowchart of Figure 23 begins. When the low-temperature environment mode is started, the control unit 80 instructs the occupant (user) to set the required airflow, for example, on the touch panel or car navigation system, and the occupant sets the required airflow and acquires that information (S1501).

[0166] Next, the control unit 80 reads the information from the odor sensor (S1513). Next, the control unit 80 calculates the odor intensity from the odor information acquired in step S1513 (S1514). The odor intensity is determined by the six-level odor intensity display method explained in Figure 17. Next, the control unit 80 determines whether the odor intensity is 3 or higher (S1515). If the odor intensity is 3 or higher (YES in S1515), the control unit 80 proceeds to step S1504. If the odor intensity is less than 3 (NO in S1515), the control unit 80 proceeds to step S1516.

[0167] If the answer in step S1515 is YES, the control unit 80 controls the adjustment unit 50 in a fourth mode so that the flow rate ratio becomes the first ratio, and also controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the first heating temperature (S1504). The first heating temperature is, for example, 35 degrees. This promotes sweating in the human body, making it easier for the active ingredient supplyer 60 to generate the active ingredient.

[0168] After controlling the adjustment unit 50 in step S1504, the control unit 80 determines whether the required airflow set by the occupant in step S1505a is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S1505a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or greater than the first airflow, and sets it to the third discharge mode (S1509a). If the required airflow is less than the first airflow (NO in step S1505a), the control unit 80 controls the blower 40 so that the airflow becomes equal to or less than the first airflow, and sets it to the first discharge mode (S1509b).

[0169] In the low-temperature environment mode, the control unit 80 determines whether a certain amount of time has elapsed since the start of the third discharge mode or the first discharge mode (S1510a). This certain amount of time is, for example, about 5 minutes. If the certain amount of time has not elapsed (NO in S1510a), the flow returns to step S1509a when the third discharge mode is running, or to step S1509b when the first discharge mode is running. If the certain amount of time has elapsed (YES in S1510a), the control unit 80 stops the operation of the blower 40 for a certain stop time, and then restarts the blower 40 (S1511a). This certain stop time is, for example, about 1 minute. This prevents the occupants from feeling cold due to the operation of the blower 40.

[0170] If the result in step S1515 is NO, the control unit 80 determines whether the odor intensity is 1 or greater (S1516). If the odor intensity is 1 or greater (YES in S1516), the control unit 80 proceeds to step S1507. If the odor intensity is less than 1 (NO in S1516), the control unit 80 proceeds to step S1508. If the answer in step S1516 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio becomes the second ratio, and controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the second heating temperature (S1507). The second heating temperature is, for example, 30 degrees. The second heating temperature is a heating temperature equal to or lower than the first heating temperature. Some explanations will be omitted from here on. Note that if the answer in step S1516 is NO, the operation from step S1508 onwards is the sixth mode. In the fifth and sixth modes, compared to the fourth mode, the second heating temperature is equal to or lower than the first heating temperature, so fewer active ingredients are generated than in the fourth mode, and air from the air conditioning unit is discharged with priority over the fourth mode.

[0171] Following each step S1511a, S1511b, and S1511c in the flowchart of Figure 23, the control unit 80 determines whether the end condition is met (S1512). The end condition is, for example, a termination instruction from the occupant. Other possible end conditions include, for example, the ignition switch being turned OFF. Furthermore, the intake air temperature being above a threshold temperature is also possible. In this case, since it is a low-temperature environment, the threshold temperature is, for example, 25°C. The occupant can give a termination instruction, for example, via a touch panel. If the end condition is not met (NO in S1512), the flow returns to step S1513 and the flow is repeated. If the end condition is met (YES in S1512), the flow is terminated.

[0172] This makes it possible to warm the occupants with the seat heater (heating unit 70) in winter, promote sweating in the occupants, and supply the active ingredients using the humid air containing the occupants' sweat. Furthermore, in steps S1510a to S1510c, it is sufficient to determine whether to stop the operation of the blower 40 based on whether the occupant feels cold. For example, the system may proceed to steps S1511a to S1511c if the occupant's skin temperature is below a threshold.

[0173] (Operation in low-temperature environments) Next, using Figure 24, we will explain an example of operation in a low-temperature environment mode that uses occupant behavior information obtained from a car navigation system or the like, instead of intake air temperature. Figure 24 is an example of a flowchart that performs mode branching using crew behavior information.

[0174] In low-temperature environment mode, in addition to controlling the flow rate ratio, the heating temperature of the sheet heater (heating section 70) is controlled. Note that in the following explanation, some details may be omitted for simplicity.

[0175] In the flowchart of Figure 12, when the low-temperature environment mode is started, the flowchart of Figure 24 begins. When the low-temperature environment mode is started, the control unit 80 instructs the occupant (user) to set the required airflow, for example, on the touch panel or car navigation system, and the occupant sets the required airflow, and the control unit acquires that information (S1601).

[0176] Next, the control unit 80 reads user calendar information from the car navigation system, etc. (S1613). Next, the control unit 80 determines, based on the user calendar information, whether the day's schedule is for outdoor activities or sports (S1614). The determination in step S1614 is the same as in step S1014 in Figure 18. If the day's schedule includes outdoor activities or sports (YES in S1614), the control unit 80 proceeds to step S1604. If the day's schedule does not include outdoor activities or sports (NO in S1614), the control unit 80 proceeds to step S1616.

[0177] If the answer in step S1614 is YES, the control unit 80 controls the adjustment unit 50 in a fourth mode so that the flow rate ratio becomes the first ratio, and also controls the heating unit 70 so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the first heating temperature (S1604). The first heating temperature is, for example, 35 degrees. This promotes sweating in the human body, making it easier for the active ingredient supplyer 60 to generate the active ingredient.

[0178] After controlling the adjustment unit 50 in step S1604, the control unit 80 determines whether the required airflow set by the occupant in step S1605a is equal to or greater than the first airflow. If the required airflow is equal to or greater than the first airflow (YES in step S1605a), the control unit 80 controls the blower 40 so that the airflow becomes the required airflow which is equal to or greater than the first airflow, and sets it to the third discharge mode (S1609a). If the required airflow is less than the first airflow (NO in step S1605a), the control unit 80 controls the blower 40 so that the airflow becomes the required airflow which is less than the first airflow, and sets it to the first discharge mode (S1609b).

[0179] In the low-temperature environment mode, the control unit 80 determines whether a certain amount of time has elapsed since the start of the third discharge mode or the first discharge mode (S1610a). This certain amount of time is, for example, about 5 minutes. If the certain amount of time has not elapsed (NO in S1610a), the flow returns to step S1609a when the third discharge mode is running, or to step S1609b when the first discharge mode is running. If the certain amount of time has elapsed (YES in S1610a), the control unit 80 stops the operation of the blower 40 for a certain stop time, and then restarts the blower 40 (S1611a). This certain stop time is, for example, about 1 minute. This prevents the occupants from feeling cold due to the operation of the blower 40.

[0180] If the answer in step S1614 is NO, the control unit 80 determines whether the day's schedule is indoors or involves eating, etc. (S1616). The determination in step S1616 is the same as in step S1015 in Figure 18. If the day's schedule involves indoor activities or dining (YES in S1616), the control unit 80 proceeds to step S1607. If the day's schedule does not involve indoor activities or meals (NO in S1616), the control unit 80 proceeds to step S1608. If the answer in step S1616 is YES, the control unit 80 controls the adjustment unit 50 so that the flow rate ratio becomes the second ratio, and controls the sheet heater (heating unit 70) so that the heating temperature of the sheet heater (heating unit 70) is equal to or higher than the second heating temperature (S1607). The second heating temperature is, for example, 30 degrees. The second heating temperature is a heating temperature equal to or lower than the first heating temperature. Some explanations will be omitted from here on. Note that if the answer in step S1616 is NO, the operation from step S1608 onwards is the sixth mode. In the fifth and sixth modes, compared to the fourth mode, the second heating temperature is equal to or lower than the first heating temperature, so fewer active ingredients are generated than in the fourth mode, and air from the air conditioning unit is discharged with priority over the fourth mode.

[0181] Following each step S1611a, S1611b, and S1611c in the flowchart of Figure 23, the control unit 80 determines whether the end condition is met (S1612). The end condition is, for example, a termination instruction from the occupant. Other possible end conditions include, for example, the ignition switch being turned OFF. Furthermore, the intake air temperature being above a threshold temperature is also possible. In this case, since it is a low-temperature environment, the threshold temperature is, for example, 25°C or higher. The occupant can give a termination instruction, for example, via a touch panel. If the end condition is not met (NO in S1612), the flow returns to step S1613 and the flow is repeated. If the end condition is met (YES in S1612), the flow is terminated.

[0182] This makes it possible to warm the occupants with the seat heater (heating unit 70) in winter, promote sweating in the occupants, and supply the active ingredients using the humid air containing the occupants' sweat. Furthermore, in steps S1610a to S1610c, it is sufficient to determine whether to stop the operation of the blower 40 based on whether the occupant feels cold. For example, the system may proceed to steps S1611a to S1611c if the occupant's skin temperature is below a threshold.

[0183] (Effects and Benefits) Next, the effects of the in-vehicle seat disinfection device 1 of this disclosure will be explained. As described above, the in-vehicle seat disinfection device 1 of the first technology according to this disclosure comprises a blower 40, a ventilation passage 100 that guides air supplied from the blower 40 into the interior of the seat back 12 and discharges it from the surface of the seat back 12, and an active ingredient supply device 60 having an air inlet 60a and an air outlet 60b, which supplies an active ingredient containing a disinfecting component or a deodorizing component to the air supplied from the ventilation passage 100 via the air inlet 60a. The ventilation passage 100 has at least two connection parts 106, each having an opening provided on the wall surface of the ventilation passage 100, and in the ventilation passage 100, with the blower 40 side as the upstream side, the connection part 106 connected to the air inlet 60a is provided upstream of the connection part 106 connected to the air outlet 60b.

[0184] This configuration allows for more effective disinfection of the interior of the seat back 12 and the back of the occupant without causing air to flow backward. The ventilation passage 100 has at least two connection points 106, each having an opening on the wall surface of the ventilation passage 100, and air enters the active ingredient supply unit 60 through the connection points 106, meaning the active ingredient supply unit 60 is located outside the ventilation passage 100. This prevents the active ingredient supply unit 60 from being pushed by the pressure of the air passing through the ventilation passage 100 and causing more air than its supply capacity to flow in, thus preventing the active ingredient from being generated properly.

[0185] Furthermore, the in-vehicle seat disinfection device 1 of the second technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the first technology. In the second technology, the ventilation passage 100 has a first ventilation passage 101 provided in the seat portion 11, a second ventilation passage 103 provided in the seat back 12, and a first bend 102 connecting the first ventilation passage 101 and the second ventilation passage 103. The seat 10 has a first discharge port 30a provided in the seat back 12 from which air guided from the ventilation passage 100 is discharged. The first discharge port 30a is located above the blower 40, and in the ventilation passage 100, with the first discharge port 30a side being the downstream side, the air inlet 60a is provided downstream of the first bend 102 in the ventilation path of the ventilation passage 100.

[0186] According to this, the air inlet 60a of the active ingredient supply unit 60 is not at approximately the same height as the blower 40. In other words, it is not directly affected by the dynamic pressure caused by the wind from the blower 40. This further suppresses the influx of more wind than the supply capacity of the active ingredient supply unit 60 due to the pressure of the wind passing through the ventilation passage 100, which would otherwise prevent the active ingredient from being generated properly.

[0187] Furthermore, the in-vehicle seat disinfection device 1 of the third technology relating to this disclosure is the in-vehicle seat disinfection device 1 described in the first or second technology. In the third technology, the ventilation passage 100 has a first ventilation passage 101 provided in the seat portion 11, a second ventilation passage 103 provided in the seat back 12, and a first bend 102 connecting the first ventilation passage 101 and the second ventilation passage 103. The air inlet 60a is provided in the ventilation passage 100 between the first bend 102 and the blower 40. The ventilation passage 100 has a partition 107 that blocks a portion of the air from the blower 40 on the blower 40 side of the connection portion 106 connected to the air inlet 60a.

[0188] According to this, the air inlet 60a is provided on the wall surface of the third air passage 103 from the first bend 102, and a partition 107 is provided between the blower 40 and the connection part 106 connected to the air inlet 60a, so that the partition 107 partially blocks the airflow from the blower 40. In other words, the effect of dynamic pressure caused by the airflow from the blower 40 can be reduced. As a result, it is possible to suppress the flow of air exceeding the supply capacity of the active ingredient supplier 60, which is pushed by the pressure of the airflow passing through the air passage 100, and prevent the active ingredient from being generated normally.

[0189] Furthermore, the in-vehicle seat disinfection device 1 of the fourth technology relating to this disclosure is the in-vehicle seat disinfection device 1 described in the first to third technologies. In the fourth technology, the air inlet 60a is provided upstream of the air outlet 60b, and the device further includes an active ingredient air passage 300 that connects the air outlet 60b of the active ingredient supply device 60 to the connection part 106. According to this, the active ingredient can be supplied to the air passage 100 at any position, regardless of the installation location of the active ingredient supply unit 60. In other words, the active ingredient can be supplied to the air passage 100 at a position closer to the discharge port 30. Although the active ingredient may be destroyed by impacts such as hitting the walls as it passes through the air passage 100, supplying the active ingredient to the air passage 100 at a position closer to the discharge port 30 allows for the discharge of a larger amount of the active ingredient. Furthermore, the in-vehicle seat disinfection device 1 of the fifth technology relating to this disclosure is the in-vehicle seat disinfection device 1 described in the first to third technologies. In the fifth technology, the seat 10 has a first discharge port 30a and a second discharge port 30b provided on the seat back 12, the first discharge port 30a is provided above the second discharge port 30b, and the third air passage 105 has a first discharge air passage 105a provided to connect to the first discharge port 30a and a second discharge air passage 105b provided to connect to the second discharge port 30b, an air outlet 60b and a connection part 10 The system comprises an active ingredient air passage 300 to which 6 is connected, the first discharge air passage 105a having at least one connection part 106, the second discharge air passage 105b having at least one connection part 106, and the active ingredient air passage 300 further comprises a first active ingredient air passage 300a connected to the connection part 106 of the first discharge air passage 105a, and a second active ingredient air passage 300b connected to the connection part 106 of the second discharge air passage 105b. According to this, regardless of the installation position of the active ingredient supply unit 60, the active ingredient can be supplied to the air passage 100 at a position closer to the discharge port 30. Therefore, by supplying the active ingredient to the air passage 100 at a position closer to the discharge port 30, more active ingredient can be discharged without the active ingredient being wasted within the air passage 100. Furthermore, the in-vehicle seat disinfection device 1 of the sixth technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the fourth to fifth technologies. In the sixth technology, the inner diameter of the active ingredient air passage 300 is smaller than the inner diameter of the air passage 100. According to this, the pressure balance between the static pressure of the air passage 100 and the air pressure to the active ingredient supply unit 60 becomes approximately equal, which suppresses backflow and excessive air inflow into the active ingredient supply unit 60, making it possible to supply the active ingredient effectively. Furthermore, the in-vehicle seat disinfection device 1 of the seventh technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the fifth technology. In the seventh technology, the inner diameters of the first active ingredient air passage 300a and the second active ingredient air passage 300b are smaller than the inner diameter of the air passage 100. According to this, the pressure balance between the static pressure of the air passage 100 and the air pressure to the active ingredient supply unit 60 becomes approximately equal, which suppresses backflow and excessive air inflow into the active ingredient supply unit 60, making it possible to supply the active ingredient effectively. Furthermore, the in-vehicle seat disinfection device 1 of the eighth technology related to this disclosure is the in-vehicle seat air conditioning device 1 described in the fourth or sixth technology. The inner diameter of the active ingredient air passage 300 is such that the static pressure at the air inlet 60a and the air outlet 60b are approximately equal. According to this, the static pressure of the air passage 100 and the air pressure to the active ingredient supply unit 60 become approximately equal in pressure balance, which suppresses backflow and excessive air inflow into the active ingredient supply unit 60, making it possible to supply the active ingredient more effectively. Furthermore, the in-vehicle seat disinfection device 1 of the 9th technology related to this disclosure is the in-vehicle seat air conditioning device 1 described in the 5th or 7th technology. The inner diameters of the first active ingredient air passage 300a and the second active ingredient air passage 300b are such that the static pressure at the air inlet 60a and the air outlet 60b are approximately equal. According to this, the static pressure of the air passage 100 and the air pressure to the active ingredient supply unit 60 become approximately equal in pressure balance, which suppresses backflow and excessive air inflow into the active ingredient supply unit 60, making it possible to supply the active ingredient more effectively.

[0190] Furthermore, the in-vehicle seat disinfection device 1 of the 10th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 1st to 9th technologies. In the 10th technology, the seat 10 has a first discharge port 30a and a second discharge port 30b provided on the seat back 12. The first discharge port 30a is provided above the second discharge port 30b and includes a third air passage 105 having a first discharge air passage 105a connected to the first discharge port 30a and a second discharge air passage 105b connected to the second discharge port 30b. The second discharge air passage 105b has a narrow diameter portion 105a1 formed therein, which has a smaller flow path cross-sectional area than the rest of the second discharge air passage 105b.

[0191] According to this, when there is a large amount of air passing through the ventilation passage 100, the airflow velocity in the first discharge ventilation passage 105a can be increased, and therefore the pressure in the first discharge ventilation passage 105a can be lowered compared to the other ventilation passages 100 (Venturi effect). As a result, more air flowing from the first ventilation passage 101 into the second ventilation passage 103 can be drawn to the first discharge ventilation passage 105a side. Furthermore, with this configuration, air containing the active ingredient passing through the first active ingredient ventilation passage 300a can also be drawn to the first discharge ventilation passage 105a side, so that more air containing the active ingredient can be discharged to the first discharge port 30a side than to the second discharge port 30b side. Therefore, deodorization and disinfection of the neck of the occupant facing the first discharge port 30a can be effectively performed.

[0192] Furthermore, the in-vehicle seat disinfection device 1 of the 11th technology relating to this disclosure is the in-vehicle seat disinfection device 1 described in the 1st to 10th technologies. In the 11th technology, a control unit 80 for controlling the blower 40 is further provided, and the ventilation passage 100 has a first ventilation passage 101 provided in the seat portion 11 and a second ventilation passage 103 connected to a first discharge port 30a and a second discharge port 30b, and the second ventilation passage 103 has a first discharge ventilation passage 105a provided to connect to the first discharge port 30a and a second discharge ventilation passage 105b provided to connect to the second discharge port 30b, and the second ventilation passage 103 is the first The structure is such that as the airflow rate of the air flowing through the ventilation passage 101 increases, the airflow rate toward the first discharge ventilation passage 105a increases. The control unit 80 includes a first discharge mode in which the blower 40 controls the airflow rate to less than the first airflow rate, and a second discharge mode in which the blower 40 controls the airflow rate to be equal to or greater than the first airflow rate. In terms of air, the proportion of air discharged from the first discharge port 30a is greater in the second discharge mode than in the first discharge mode.

[0193] According to this, the control unit 80 can switch between a mode in which the active ingredient is mainly discharged into the interior of the seat 10 and a mode in which the active ingredient is mainly discharged into the vehicle interior space by controlling the blower 40. As a result, the active ingredient can be discharged towards the area that the occupant wants to disinfect.

[0194] Furthermore, the in-vehicle seat disinfection device 1 of the 12th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 11th technology. In the 12th technology, the air supplied to the blower 40 has first air supplied from the air conditioning system of the vehicle 10 and second air obtained from at least one seat surface air intake port 22 formed on the seat surface of the seat portion 11, and further includes an adjustment unit 50 that adjusts the flow rate ratio of the first air and the second air in the air, and the control unit 80 controls the blower 40 to set the airflow rate to a first airflow rate, and controls the adjustment unit 50 to have a third discharge mode in which the flow rate ratio of the second air in the air is greater than that of the first discharge mode and the second discharge mode.

[0195] According to this, the control unit 80 controls the adjustment unit 50 to adjust the flow rate ratio of the first air and the second air, and by increasing the intake air from the seat surface in the third discharge mode, the air discharged into the space is drawn back towards the seat surface, thereby disinfecting or deodorizing the seat surface.

[0196] Furthermore, the in-vehicle seat disinfection device 1 of the 13th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 1st to 12th technologies. In the 13th technology, the air supplied to the blower 40 has first air supplied from the air conditioning system of the vehicle on which the in-vehicle seat air conditioning device 1 is installed, and second air obtained from at least one seat surface air intake port 22 formed on the seat surface of the seat portion 11. The seat 10 further includes an adjustment unit 50 for adjusting the flow rate ratio of the first air and the second air in the air, and a control unit 80. The control unit 80 controls the adjustment unit 50 and has a first mode in which the flow rate ratio is a first ratio, a second mode in which the flow rate ratio is a second ratio in which the flow rate ratio of the second air is smaller than the first ratio, and a third mode in which the flow rate ratio is a third ratio in which the flow rate ratio of the second air is smaller than the second ratio.

[0197] According to this, the control unit 80 can adjust the flow rate ratio of the second air and the first air in the air passing through the ventilation passage 100 by controlling the adjustment unit 50. This makes it possible to change whether to prioritize sterilization or deodorization by the active ingredient or heating and cooling by the air conditioning system. In other words, since the second air is drawn in from the direction facing the occupants, it is highly likely to contain the occupants' sweat, etc., and by changing the flow rate ratio of the second air, which is moist air containing the occupants' sweat, the amount of active ingredient generated can be changed.

[0198] Furthermore, the in-vehicle seat disinfection device 1 of the 14th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 1st to 13th technologies. In the 14th technology, the active ingredient supply device 60 generates the active ingredient using water, and the air conditioning device has an evaporator, and the moisture generated in the evaporator is used for the active ingredient supply device 60. According to this, the in-vehicle seat disinfection device 1 can generate active ingredients using water produced by the air conditioning system, so it can perform deodorization and disinfection even when the proportion of first air is high.

[0199] Furthermore, the in-vehicle seat disinfection device 1 of the 15th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 1st to 14th technologies. In the 15th technology, the active ingredient supply device 60 generates an active ingredient using water, and the seat 10 further includes a heating unit 70, which heats the seat surface and draws in second air from the seat surface air intake port 22 to generate the active ingredient. According to this, the in-vehicle seat disinfection device 1 can generate active ingredients using the sweat of the occupant generated by the heating unit 70.

[0200] Furthermore, the in-vehicle seat disinfection device 1 of the 16th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 13th to 15th technologies. In the 16th technology, the air supplied to the blower 40 has first air supplied from the air conditioning system of the vehicle 10 and second air obtained from at least one seat surface air intake port 22 formed on the seat surface of the seat portion 11, the seat 10 includes an adjustment unit 50 that adjusts the flow rate ratio of the first air and the second air in the air supplied to the blower 40, and a control unit 80, the seat 10 further includes a heating unit 70 that heats the occupant, and the control unit 80 controls the adjustment unit 50 to set the flow rate ratio to a first ratio, The system includes a fourth mode in which the heating unit 70 is controlled to set the heating temperature to a first temperature or higher; a fifth mode in which the adjustment unit 50 is controlled to set the flow rate ratio to a second ratio in which the flow rate ratio of the second air is smaller than the first ratio, and the heating unit 70 is controlled to set the heating temperature to a second heating temperature or higher, which is lower than the first heating temperature; and a sixth mode in which the adjustment unit 50 is controlled to set the flow rate ratio to a third ratio in which the flow rate ratio of the second air is smaller than the second ratio, and the heating unit 70 is controlled to set the heating temperature to a second heating temperature or higher.

[0201] According to this, the heating unit 70 causes the occupants to sweat, and by utilizing the resulting humid air and controlling the adjustment unit 50, a sufficient amount of the active ingredient can be generated.

[0202] Furthermore, the in-vehicle seat disinfection device 1 of the 17th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 13th to 15th technologies. In the 17th technology, the air supplied to the blower 40 comprises first air supplied from the air conditioning system of the vehicle 10 and second air obtained from at least one seat surface air intake port 22 formed on the seat surface of the seat portion 11. The seat 10 includes an adjustment unit 50 for adjusting the flow rate ratio of the first air to the second air in the air, and a control unit 80. The seat 10 further includes a heating unit 70 for heating the occupant. The control unit 80 has a fourth mode in which it controls the adjustment unit 50 so that the content of the first air is greater than that of the second air, and controls the heating unit 70 so that it has a first heat output. The control unit 80 has a fifth mode in which it controls the adjustment unit 50 so that the content of the first air and the second air are approximately equal in the air, and controls the heating unit 70 so that it has a second heat output smaller than the first heat output. The control unit 80 has a sixth mode in which it controls the adjustment unit 50 so that the content of the second air is greater than that of the first air, and controls the heating unit 70 so that it has a third heat output smaller than the second heat output. According to this, the heating unit 70 causes the occupants to sweat, and by utilizing the resulting humid air and controlling the adjustment unit 50, a sufficient amount of the active ingredient can be generated.

[0203] Furthermore, the in-vehicle seat disinfection device 1 of the 18th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 16th and 17th technologies. In the 6th mode of the 18th technology, the blower 40 is controlled to operate for a certain period of time and then stop for a certain period of time. According to this, it is possible to stop the airflow from the blower 40 to the occupants for a certain period of time. For example, when it is desired to warm the occupants in winter, the heat output of the heating unit 70 is lower in the sixth mode compared to the fourth and fifth modes, so by temporarily stopping the airflow, it is possible to prevent the occupants from feeling cold. This operation can be performed at any time when the system enters the sixth mode.

[0204] Furthermore, the in-vehicle seat sterilization device 1 of the 19th technology related to this disclosure is the in-vehicle seat sterilization device 1 described in the 16th to 18th technologies. In the 19th technology, the control unit 80 sets to the 1st to 3rd modes if it determines that the current environment in which the vehicle is located is a high-temperature environment, and sets to the 4th to 6th modes if it determines that it is a low-temperature environment.

[0205] According to this, when the temperature is high, heating by the heating unit 70 is not performed, and deodorizing and sterilizing control is performed while keeping the occupants cool. When the temperature is low, heating by the heating unit 70 is performed to warm the occupants before deodorizing and sterilizing control is performed.

[0206] Furthermore, the in-vehicle seat disinfection device 1 of the 20th technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 19th technology. In the 20th technology, the control unit 80 acquires at least one of the date information from the car navigation system installed in the vehicle, the ambient temperature from the outside temperature sensor installed in the vehicle, and location information, and the control unit 80 determines the environment based on either the combination of date and language included in the date information, the ambient temperature, or the combination of location information and date. According to this, the in-vehicle seat disinfection device 1 can appropriately assess the environment and control it according to the environment using the first to third modes, or the fourth to sixth modes.

[0207] Furthermore, the in-vehicle seat disinfection device 1 of the 21st technology related to this disclosure is the in-vehicle seat disinfection device 1 described in the 13th to 15th technologies. In the 21st technology, the control unit 80 acquires at least one of the following as mode determination condition information: the intake air temperature of the first air acquired by a temperature detection unit mounted on the vehicle, the temperature inside the seat 10, the temperature of the second air, the temperature of the occupant, the odor intensity calculated by the control unit 80 from information acquired by an odor detection unit mounted on the vehicle, and the occupant's schedule information acquired from the car navigation system. The control unit 80 then controls the adjustment unit 50 to enter the first mode, second mode, or third mode based on the mode determination condition information. According to this, appropriate disinfection and cooling can be performed depending on the condition of the occupants and the temperature inside the vehicle.

[0208] Furthermore, the in-vehicle seat sterilization device 1 of the 22nd technology related to this disclosure is the in-vehicle seat sterilization device 1 described in the 16th to 19th technologies. In the 22nd technology, the control unit 80 acquires at least one of the following as mode determination condition information: the intake air temperature of the first air acquired by a temperature detection unit mounted on the vehicle, the temperature inside the seat 10, the temperature of the second air, the temperature of the occupant, the odor intensity calculated by the control unit 80 from information acquired by an odor detection unit mounted on the vehicle, and the occupant's schedule information acquired from the car navigation system. The control unit 80 then controls the adjustment unit 50 and the heating unit 70 to enter the 4th mode, 5th mode, or 6th mode based on the mode determination condition information. According to this, appropriate disinfection and heating can be performed depending on the condition of the occupants and the temperature inside the vehicle.

[0209] (Other embodiments) The embodiments described above are merely illustrative in all respects and should not be interpreted restrictively. Furthermore, any modifications or changes that fall within the equivalent scope of the claims are all within the scope of the present invention. ru. [Explanation of Symbols]

[0210] 1. Vehicle-mounted seat disinfection device 10 sheets 11 Seat area 12 seatback 21 Air conditioning intake 22 Seat air intake 30 outlet 30a 1st discharge port 30b 2nd discharge port 40 Blower 50 Adjustment part 60 Active ingredient supply machine 60a air inlet 60b Air outlet 70 Heating section 80 Control Unit 90 Power supply section 100 ventilation duct 101 1st ventilation path 102 1st bending part 103 2nd ventilation duct 105 3rd ventilation duct 105a 1st discharge ventilation passage 105a1 Narrow diameter part 105b 2nd discharge ventilation passage 106 Connection part 106a, 106b connection holes 107 partitions 300 Active ingredient ventilation channel 300a First active ingredient ventilation channel 300b Second active ingredient ventilation channel

Claims

1. An in-vehicle seat air conditioning system used in a seat that is installed in a vehicle and has a seat back and seat portion, A blower and A ventilation passage that guides the air supplied from the blower into the interior of the seat back and discharges it from the surface of the seat back, The system includes an active ingredient supply unit having an air inlet and an air outlet, which supplies an active ingredient containing a disinfecting component or a deodorizing component to the air supplied from the ventilation passage through the air inlet, The aforementioned ventilation passage has at least two connecting parts, each having an opening provided on the wall surface of the ventilation passage, In the aforementioned ventilation passage, with the blower side as the upstream side, The connection portion connected to the air inlet is provided upstream of the connection portion connected to the air outlet. Vehicle-mounted seat air conditioning system.

2. The ventilation passage comprises a first ventilation passage provided within the seat portion, a second ventilation passage provided within the seat back, and a first bend connecting the first ventilation passage and the second ventilation passage. The seat has a first discharge port provided on the seat back from which air introduced from the ventilation passage is discharged, and the first discharge port is located above the blower. In the aforementioned ventilation passage, with the first discharge port side facing the downstream side, The air inlet is provided downstream of the first bend in the ventilation path of the ventilation passage. The in-vehicle seat air conditioning device according to claim 1.

3. The ventilation passage comprises a first ventilation passage provided within the seat portion, a second ventilation passage provided within the seat back, and a first bend connecting the first ventilation passage and the second ventilation passage. The air inlet is provided in the ventilation passage between the first bend and the blower. The ventilation passage has a partition on the blower side of the connection point connected to the air inlet that blocks a portion of the air from the blower. The in-vehicle seat air conditioning device according to claim 1.

4. The air inlet is provided upstream of the air outlet. The active ingredient supply unit further comprises an active ingredient air passage connecting the air outlet and the connection part. The in-vehicle seat air conditioning device according to claim 1.

5. The seat has a first discharge port and a second discharge port provided in the seat back, the first discharge port being located above the second discharge port. A third ventilation passage having a first discharge ventilation passage provided to connect to the first discharge port and a second discharge ventilation passage provided to connect to the second discharge port, The system includes an active ingredient air passage connecting the air outlet and the connection part, The first discharge vent has at least one of the connection parts, The second discharge vent has at least one of the connection parts, The aforementioned active ingredient ventilation passage is A first active ingredient air passage connected to the connection portion of the first discharge air passage, The second discharge air passage has a second active ingredient air passage connected to the connection portion of the second discharge air passage, The in-vehicle seat air conditioning device according to claim 1.

6. The inner diameter of the active ingredient passage is smaller than the inner diameter of the passage. The in-vehicle seat air conditioning device according to claim 4.

7. The inner diameters of the first active ingredient air passage and the second active ingredient air passage are smaller than the inner diameter of the air passage. The in-vehicle seat air conditioning device according to claim 5.

8. The inner diameter of the active ingredient passage is such that the static pressure at the air inlet and the air outlet are approximately equal. The in-vehicle seat air conditioning device according to claim 4.

9. The inner diameters of the first active ingredient ventilator and the second active ingredient ventilator are such that the static pressure at the air inlet and the air outlet are approximately equal. The in-vehicle seat air conditioning device according to claim 5.

10. The seat has a first discharge port and a second discharge port provided in the seat back, the first discharge port being located above the second discharge port. The system comprises a first discharge vent, which is connected to the first discharge port, and a third vent, which has a second discharge vent, which is connected to the second discharge port. The second discharge vent has a narrow diameter section with a smaller flow path cross-sectional area than the rest of the second discharge vent. An in-vehicle seat air conditioning device according to any one of claims 1 to 9.

11. The seat has a first discharge port and a second discharge port provided in the seat back, the first discharge port being located above the second discharge port. The blower is further equipped with a control unit, The aforementioned ventilation passage comprises a first ventilation passage provided within the seat portion and a second ventilation passage connected to the first and second discharge ports. The second ventilation passage comprises a first discharge ventilation passage connected to the first discharge port and a second discharge ventilation passage connected to the second discharge port. The second air passage has a structure such that as the airflow rate of the air flowing through the first air passage increases, the airflow rate toward the first discharge air passage increases. The control unit controls the blower to set the airflow rate to less than a first airflow rate in a first discharge mode, The system includes a second discharge mode that controls the blower to set the airflow rate to be equal to or greater than the first airflow rate, In the aforementioned air, the proportion of air discharged from the first outlet is greater in the second discharge mode than in the first discharge mode. The in-vehicle seat air conditioning device according to claim 1.

12. The air supplied to the blower comprises a first air supplied from an air conditioning unit mounted on the vehicle and a second air obtained from at least one seat surface air intake formed on the seat surface of the seat. The system further includes an adjustment unit for adjusting the flow rate ratio of the first air and the second air in the aforementioned air, The control unit controls the blower to set the airflow rate to the first airflow rate, and controls the adjustment unit to set a third discharge mode in which the flow rate ratio of the second air is greater than that of the first and second discharge modes. The in-vehicle seat air conditioning device according to claim 11.

13. The air supplied to the blower comprises a first air supplied from the air conditioning system of the vehicle on which the vehicle seat air conditioning system is installed, and a second air obtained from at least one seat surface air intake formed on the seat surface of the seat. The sheet includes an adjustment unit for adjusting the flow rate ratio of the first air and the second air in the air, The control unit further comprises, The control unit controls the adjustment unit, A first mode in which the flow rate ratio is the first ratio, The flow rate ratio is a second mode in which the flow rate ratio of the second air is smaller than the first ratio, The third mode is a third ratio in which the flow rate ratio is smaller than the second ratio of the second air. The in-vehicle seat air conditioning device according to claim 1.

14. The aforementioned active ingredient supply device generates the active ingredient using water, The aforementioned air conditioning system has an evaporator, The water generated in the evaporator is used in the active ingredient generator. An in-vehicle seat air conditioning device according to any one of claims 11 to 13.

15. The aforementioned active ingredient supply device generates the active ingredient using water, The aforementioned sheet further comprises a heating section, The heating unit heats the seat surface, and the second air is drawn in from the seat surface air intake to generate the active ingredient. An in-vehicle seat air conditioning device according to any one of claims 11 to 13.

16. The air supplied to the blower comprises a first air supplied from the vehicle's air conditioning system and a second air obtained from at least one seat surface air intake formed on the seat surface of the seat. The sheet includes an adjustment unit that adjusts the flow rate ratio of the first air and the second air in the air supplied to the blower, It comprises a control unit and, The seat further comprises a heating section for heating the occupant, The control unit, A fourth mode is in which the adjustment unit is controlled to set the flow rate ratio to a first ratio, and the heating unit is controlled to set the heating temperature to a first heating temperature or higher, A fifth mode is provided in which the adjustment unit is controlled to set the flow rate ratio to a second ratio in which the flow rate ratio of the second air is smaller than the first ratio, and the heating unit is controlled to set the heating temperature to a second heating temperature or higher, which is lower than the first heating temperature. A sixth mode is provided in which the adjustment unit is controlled to set the flow rate ratio to a third ratio in which the flow rate ratio of the second air is smaller than the second ratio, and the heating unit is controlled to set the heating temperature to be equal to or higher than the second heating temperature. The in-vehicle seat air conditioning device according to claim 13.

17. The air supplied to the blower comprises a first air supplied from the vehicle's air conditioning system and a second air obtained from at least one seat surface air intake formed on the seat surface of the seat. The sheet includes an adjustment unit for adjusting the flow rate ratio of the first air and the second air in the air, It comprises a control unit and, The seat further comprises a heating section for heating the occupant, The control unit, A fourth mode is characterized by controlling the adjustment unit so that the content of the first air is greater than that of the second air relative to the air, and controlling the heating unit so that the heating unit has a first heat output, A fifth mode in which the adjustment unit is controlled so that the content of the first air and the second air are approximately equal to the amount of air, and the heating unit is controlled so that it has a second heat output that is smaller than the first heat output, A sixth mode is provided in which the adjustment unit is controlled so that the content of the second air is greater than that of the first air, and the heating unit is controlled so that it has a third heat output that is smaller than the second heat output. The in-vehicle seat air conditioning device according to claim 13.

18. In the sixth mode, the blower is controlled to operate for a certain period of time and then stop for a certain period of time. The vehicle seat air conditioning device according to claim 16.

19. In the sixth mode, the blower is controlled to operate for a certain period of time and then stop for a certain period of time. The in-vehicle seat air conditioning device according to claim 17.

20. The control unit sets to the first, second, or third mode if it determines that the current environment in which the vehicle is located is a high-temperature environment, and sets to the fourth, fifth, or sixth mode if it determines that the environment is a low-temperature environment. The vehicle seat air conditioning device according to claim 16.

21. The control unit sets to the first, second, or third mode if it determines that the current environment in which the vehicle is located is a high-temperature environment, and sets to the fourth, fifth, or sixth mode if it determines that the environment is a low-temperature environment. The in-vehicle seat air conditioning device according to claim 17.

22. The control unit acquires at least one of the date information from the car navigation system installed in the vehicle, the ambient temperature from the outside temperature sensor installed in the vehicle, and location information. The control unit determines the environment based on one of the following: a combination of date and language included in the date information, the ambient temperature, or a combination of location information and the date. The in-vehicle seat air conditioning device according to claim 20.

23. The control unit acquires at least one of the date information from the car navigation system installed in the vehicle, the ambient temperature from the outside temperature sensor installed in the vehicle, and location information. The control unit determines the environment based on the combination of date and language included in the date information, the ambient temperature, or the location information and the date. The in-vehicle seat air conditioning device according to claim 21.

24. The control unit acquires at least one of the following from the temperature detection unit mounted on the vehicle: the intake air temperature of the first air, the temperature inside the seat, the temperature of the second air, the temperature of the occupant, the odor intensity calculated by the control unit from the information acquired by the odor detection unit mounted on the vehicle, and the occupant's schedule information acquired from the car navigation system, and uses this as mode determination condition information. The control unit controls the adjustment unit according to the mode determination condition information to set the mode to the first mode, second mode, or third mode. The in-vehicle seat air conditioning device according to claim 13.

25. The control unit acquires at least one of the following from the temperature detection unit mounted on the vehicle: the intake air temperature of the first air, the temperature inside the seat, the temperature of the second air, the temperature of the occupant, the odor intensity calculated by the control unit from the information acquired by the odor detection unit mounted on the vehicle, and the occupant's schedule information acquired from the car navigation system, and uses this as mode determination condition information. The control unit controls the adjustment unit and the heating unit to enter the fourth mode, fifth mode, or sixth mode, according to the mode determination condition information. The vehicle seat air conditioning device according to claim 16.

26. The control unit acquires at least one of the following from the temperature detection unit mounted on the vehicle: the intake air temperature of the first air, the temperature inside the seat, the temperature of the second air, the temperature of the occupant, the odor intensity calculated by the control unit from the information acquired by the odor detection unit mounted on the vehicle, and the occupant's schedule information acquired from the car navigation system, and uses this as mode determination condition information. The control unit controls the adjustment unit and the heating unit to enter the fourth mode, fifth mode, or sixth mode, according to the mode determination condition information. The in-vehicle seat air conditioning device according to claim 17.

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