Air conditioning system and electronic control device

Abstract

To provide an air-conditioning system that can execute internal / external air switching in accordance with intention of a crew member.SOLUTION: An air-conditioning system mounted on a vehicle includes an air conditioner 5, sensors 2, 21, a filtering device and an electronic control unit 3. The air conditioner 5 is capable of switching between an outdoor air introduction mode to introduce outdoor air into a cabin and an inside air circulation mode to circulate cabin the air in the cabin. The sensors 2, 21 detect concentration of a predetermined component contained in at least one of the outdoor air and the cabin air. The filtering device is provided in the air conditioner 5, removes the predetermined component contained in the air introduced from the outdoor into the cabin during the outdoor air introduction mode and also removes the predetermined component contained in the air circulating in the cabin via the air conditioner 5 during the inside air circulation mode. The electronic control unit 3 switches between the outdoor air introduction mode and the inside air circulation mode that the air conditioner 5 executes, on the basis of a removal efficiency of the predetermined component by the filtering device and the concentration of the predetermined component detected by the sensors 2, 21.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an air conditioning system and an electronic control device mounted on a vehicle. [Background technology]

[0002] Conventionally, there is known an air conditioning system for a vehicle that conditions the air inside a vehicle cabin by switching between an outside air introduction mode and an inside air circulation mode using an air conditioner for a vehicle (hereinafter referred to as an "air conditioner"). Hereinafter, switching between the outside air introduction mode and the inside air circulation mode will be referred to as "inside / outside air switching."

[0003] The air conditioning system described in Patent Document 1 automatically switches between inside and outside air in the air conditioning device using an electronic control device (hereinafter referred to as "ECU"). ECU is an abbreviation for Electronic Control Unit. The ECU determines the level of pollution of the air outside the vehicle based on information transmitted from a sensor that detects the concentration of pollutants such as exhaust gas contained in the air outside the vehicle and image information transmitted from a CCD camera that captures the scene outside the vehicle. The ECU then switches the air conditioning device to outside air introduction mode when the level of pollution of the air outside the vehicle is lower than a predetermined threshold, and switches the air conditioning device to inside air circulation mode when the level of pollution of the air outside the vehicle is higher than the predetermined threshold. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2003-335121 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology described in Patent Document 1 does not take into account the filter efficiency when the ECU determines whether to switch between inside and outside air. When the air conditioner executes the outside air introduction mode, the outside air is introduced into the vehicle cabin via a filter. Therefore, if the filter has a high efficiency in removing odorous components (hereinafter referred to as "filter efficiency"), the outside air introduction mode may be able to be executed even if the air outside the vehicle is relatively highly polluted.

[0006] In general, passengers may prefer the outside air introduction mode to prevent window fogging or to ventilate the vehicle interior. In addition, passengers may also prefer to purify the air in the vehicle interior in a short time if an unpleasant odor or the like occurs in the vehicle interior. In order to meet the passengers' wishes, it is preferable to run the outside air introduction mode as much as possible in a scene where the outside air introduction mode can be run. In contrast, in the technology described in Patent Document 1, even in a scene where the outside air introduction mode can be run in consideration of the filter efficiency although the degree of pollution of the air outside the vehicle interior is relatively high, the ECU switches the air conditioner to the inside air circulation mode. Therefore, the inside / outside air switching control according to the technology of Patent Document 1 may not meet the wishes of passengers who prefer the outside air introduction mode.

[0007] In view of the above, an object of the present invention is to provide an air conditioning system and an electronic control device that are capable of switching between inside and outside air in accordance with the wishes of an occupant. [Means for solving the problem]

[0008] In order to achieve the above object, claim 1 ―4 According to the present invention, an air conditioning system mounted on a vehicle includes an air conditioner (5), a sensor (2, 21), a removal device (1), and an electronic control device (3). The air conditioner is switchable between an outside air introduction mode in which outside air is introduced into the vehicle interior, and an inside air circulation mode in which air is circulated within the vehicle interior. . ExclusionThe removal device is provided in the air conditioner and removes a predetermined component contained in the air introduced from outside the vehicle cabin into the vehicle cabin in an outside air introduction mode, and removes a predetermined component contained in the air circulating inside the vehicle cabin via the air conditioner in an inside air circulation mode. The electronic control device switches between the outside air introduction mode and the inside air circulation mode executed by the air conditioner based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the sensor. According to the invention of claim 1, the sensor is an outside-cabin sensor (21) that detects at least a concentration of a predetermined component contained in the air outside the cabin. The electronic control device calculates a concentration of a predetermined component contained in the air introduced from outside the cabin into the cabin via the removal device based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the outside-cabin sensor, When the calculated concentration of the predetermined component is lower than a predetermined concentration threshold (Th_c), the outside air introduction mode is selected. When the calculated concentration of the predetermined component is higher than a predetermined concentration threshold, the inside air recirculation mode is selected. According to the invention of claim 2, the sensor is an interior sensor (2) that detects at least the concentration of a predetermined component contained in the air inside the vehicle cabin. The electronic control device calculates an inside air mode purification time as the time when the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold in an inside air circulation mode, and an outside air mode purification time as the time when the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold in an outside air introduction mode, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the interior sensor, When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. When the inside air mode purification time is longer than the outside air mode purification time, the outside air introduction mode is selected. According to the invention of claim 3, the sensor is an interior sensor (2) that detects at least the concentration of a predetermined component contained in the air inside the vehicle cabin. The electronic control device calculates an inside air mode purification time as a time for the concentration of a predetermined component contained in the air inside the vehicle cabin to become lower than a predetermined concentration threshold when the inside air recirculation mode is selected, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the interior sensor, When the inside air mode purification time is shorter than a predetermined time threshold (Th_t), the inside air recirculation mode is selected. When the inside air mode purification time is longer than a predetermined time threshold, the outside air introduction mode is selected. According to the invention of claim 4, the sensors are an interior sensor (2) for detecting a concentration of a predetermined component contained in the air inside the vehicle cabin, and an exterior sensor (21) for detecting a concentration of a predetermined component contained in the air outside the vehicle cabin. The electronic control device calculates an inside air mode purification time as a time for the concentration of a predetermined component contained in the air inside the vehicle cabin to become lower than a predetermined concentration threshold value when the inside air recirculation mode is selected, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the interior sensor, calculate an outside air mode purification time as a time until the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold when the outside air introduction mode is selected, based on a removal efficiency of a predetermined component by the removal device and the concentrations of the predetermined component detected by the interior sensor and the exterior sensor; When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. When the inside air mode purification time is longer than the outside air mode purification time, the outside air introduction mode is selected.

[0009] According to this, the electronic control device switches between the outside air introduction mode and the inside air circulation mode, taking into consideration the removal efficiency of the predetermined component by the removal device in addition to the concentration of the predetermined component detected by the sensor. Therefore, this air conditioning system can perform inside / outside air switching according to the wishes of the occupant, such as preferring the outside air introduction mode or wanting to purify the air in the vehicle cabin in a short time.

[0010] Claim 5-8 According to the present invention, an electronic control device (3) is provided for controlling an air conditioner (5) capable of switching between an outside air introduction mode in which outside air is introduced into a vehicle interior and an inside air circulation mode in which air is circulated in the vehicle interior. And, The present invention is installed in a vehicle having a sensor (2, 21) and a removal device (1) that is provided in the air conditioner and removes a predetermined component contained in the air introduced from outside the vehicle compartment into the vehicle compartment in an outside air introduction mode, and removes a predetermined component contained in the air circulating in the vehicle compartment via the air conditioner in an inside air circulation mode. do. According to a fifth aspect of the present invention, the sensor is an outside-cabin sensor (21) that detects at least a concentration of a predetermined component contained in the air outside the cabin. The electronic control device calculates a concentration of a predetermined component contained in the air introduced from outside the cabin into the cabin via the removal device based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the outside-cabin sensor, When the calculated concentration of the predetermined component is lower than a predetermined concentration threshold (Th_c), the outside air introduction mode is selected. When the calculated concentration of the predetermined component is higher than a predetermined concentration threshold, the inside air recirculation mode is selected. According to the invention of claim 6, the sensor is an interior sensor (2) that detects at least a concentration of a predetermined component contained in the air inside the vehicle cabin. The electronic control device calculates an inside air mode purification time as the time when the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold in an inside air circulation mode, and an outside air mode purification time as the time when the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold in an outside air introduction mode, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the interior sensor, When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. When the inside air mode purification time is longer than the outside air mode purification time, the outside air introduction mode is selected. According to the invention of claim 7, the sensor is an interior sensor (2) that detects at least a concentration of a predetermined component contained in the air inside the vehicle cabin. The electronic control device calculates an interior air mode purification time as a time at which the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold when the interior air recirculation mode is selected, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the interior sensor, When the inside air mode purification time is shorter than a predetermined time threshold (Th_t), the inside air recirculation mode is selected. When the inside air mode purification time is longer than a predetermined time threshold, the outside air introduction mode is selected. According to the invention of claim 8, the sensors are an interior sensor (2) for detecting a concentration of a predetermined component contained in the air inside the vehicle cabin, and an exterior sensor (21) for detecting a concentration of a predetermined component contained in the air outside the vehicle cabin. The electronic control device calculates an interior air mode purification time as a time for the concentration of a predetermined component contained in the air inside the vehicle cabin to become lower than a predetermined concentration threshold value when the interior air recirculation mode is selected, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the interior sensor, calculate an outside air mode purification time as a time until the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold when the outside air introduction mode is selected, based on a removal efficiency of a predetermined component by the removal device and the concentrations of the predetermined component detected by the interior sensor and the exterior sensor; When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. When the inside air mode purification time is longer than the outside air mode purification time, the outside air introduction mode is selected.

[0011] According to this, claim 5 The invention according to claim 1 can achieve the same effects as the invention according to claim 1.

[0012] The reference symbols in parentheses attached to each component indicate an example of the correspondence between the component and specific components described in the embodiments described below. [Brief description of the drawings]

[0013] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle equipped with an air conditioning system according to a first embodiment. [Diagram 2] 5 is a graph for explaining a method of switching between inside and outside air in the first embodiment. [Diagram 3] 5 is a flowchart for explaining a method for switching between inside and outside air in the first embodiment. [Figure 4] FIG. 11 is a diagram showing a schematic configuration of a vehicle equipped with an air conditioning system according to a second embodiment. [Diagram 5] 13 is a graph for explaining a method of switching between inside and outside air in the second embodiment. [Figure 6] 10 is a flowchart for explaining a method for switching between inside and outside air in the second embodiment. [Figure 7]13 is a graph for explaining a method of switching between inside and outside air in the third embodiment. [Figure 8] 13 is a flowchart for explaining a method for switching between inside and outside air in the third embodiment. [Figure 9] FIG. 11 is a diagram showing a schematic configuration of a vehicle equipped with an air conditioning system according to a fourth embodiment. [Figure 10] 13 is a graph for explaining a method of switching between inside and outside air in the fourth embodiment. [Figure 11] 13 is a flowchart for explaining a method for switching between inside and outside air in the fourth embodiment. [Figure 12] 13 is a flowchart for explaining a method for switching between inside and outside air in the fifth embodiment. [Figure 13] FIG. 13 is a diagram showing a schematic configuration of a vehicle equipped with an air conditioning system according to a sixth embodiment. [Figure 14] 23 is a graph for explaining a method for calculating the decay rate of a predetermined component concentration in the sixth embodiment. [Figure 15] 6 is a graph for explaining a method for determining when to replace a filter. [Figure 16] 23 is a graph for explaining a method for calculating the decay rate of a predetermined component concentration in the seventh embodiment. [Figure 17] 23 is a graph for explaining a method for calculating the decay rate of a predetermined component concentration in the eighth embodiment. [Figure 18] 13 is a graph for explaining a method for calculating the decay rate of a predetermined component concentration in the ninth embodiment. [Figure 19] FIG. 23 is a diagram showing a schematic configuration of a vehicle equipped with an air conditioning system according to a tenth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals, and the description thereof will be omitted.

[0015] (First embodiment) A first embodiment will be described with reference to Figs. 1 to 3. As shown in Fig. 1, the air conditioning system is mounted on a vehicle and is capable of purifying and ventilating the air in the vehicle cabin as well as conditioning the air in the vehicle cabin. The air conditioning system includes an air conditioner 5 that conditions and ventilates the vehicle cabin, a filter 1 as a removal device that removes a predetermined component contained in the air, an outside sensor 21 that detects the concentration of a predetermined component contained in the air outside the vehicle cabin, and an electronic control unit 3 (hereinafter referred to as "ECU"). In Fig. 1, the predetermined component contained in the air outside and inside the vehicle cabin is diagrammatically shown by a plurality of circles marked with the symbol C.

[0016] The air conditioner 5 is provided inside the dashboard 6 of the vehicle. The air conditioner 5 adjusts the temperature and humidity of air flowing through a flow path in the casing by a cooling device and a heating device (not shown) installed in the flow path in the casing, and can condition the interior of the vehicle by blowing the conditioned air with the adjusted temperature and humidity into the vehicle compartment.

[0017] The air conditioner 5 can be switched between an inside air circulation mode in which the air inside the vehicle cabin is circulated and an outside air introduction mode in which the air outside the vehicle cabin is introduced into the vehicle cabin. The inside air circulation mode and the outside air introduction mode are switched by flow path switching using an inside / outside air switching door (not shown) provided on the air conditioner 5. When the air conditioner 5 executes the outside air introduction mode, the air outside the vehicle cabin is taken in by the air conditioner 5, passes through the filter 1, and is then blown into the vehicle cabin from multiple outlets as conditioned air whose temperature and humidity have been adjusted.

[0018] On the other hand, when the air conditioner 5 operates in the internal air circulation mode, air within the vehicle cabin is taken in by the air conditioner 5, passes through the filter 1, and is then blown into the vehicle cabin from the multiple air outlets as conditioned air whose temperature and humidity have been adjusted. Note that, of the multiple air outlets, only the face air outlet 7 is shown in Fig. 1, and the foot air outlet and the defroster air outlet are not shown.

[0019] Filter 1 as a removal device is incorporated in the flow path of air conditioner 5. Filter 1 is, for example, a filter material for dust collection such as breathable nonwoven fabric carrying a deodorizing agent such as activated carbon, folded into pleats, and has dust collection and deodorizing functions. With this configuration, when a blower (not shown) of air conditioner 5 is operated and air passes through filter 1, predetermined components contained in the air are removed by filter 1.

[0020] Filter 1 is attached at a position through which air passes in both the outside air introduction mode and the inside air circulation mode. Therefore, when air conditioner 5 operates in the outside air introduction mode, filter 1 captures and removes predetermined components contained in the air taken into air conditioner 5 from outside the vehicle cabin and blown into the vehicle cabin. On the other hand, when air conditioner 5 operates in the inside air circulation mode, filter 1 captures and removes predetermined components contained in the air taken into air conditioner 5 from inside the vehicle cabin and blown into the vehicle cabin again.

[0021] Examples of predetermined components that can be removed by the filter 1 as a removal device include gases containing at least one of nitrogen dioxide (NO2), sulfur dioxide (SO2), ozone (O3), carbon monoxide (CO), ammonia (NH3), volatile organic compounds (VOC), highly volatile organic compounds (VVOC), total volatile organic compounds (TVOC), food odor, and body odor. Note that VOC is an abbreviation for Volatile Organic Compounds, VVOC is an abbreviation for Very Volatile Organic Compounds, and TVOC is an abbreviation for Total Volatile Organic Compounds.

[0022] The outside-vehicle sensor 21 of the first embodiment detects the concentration of a predetermined component contained in the air outside the vehicle cabin. The predetermined component detected by the outside-vehicle sensor 21 is at least one of the predetermined components that can be removed by the filter 1. The outside-vehicle sensor 21 may be installed at any position outside the vehicle cabin. Information detected by the outside-vehicle sensor 21 is transmitted to the ECU.

[0023] The ECU is composed of a storage unit such as a ROM, RAM, flash memory, etc., which stores information input from the exterior sensor 21 and various programs, a microcomputer having a processor that performs information processing and arithmetic processing, and its peripheral circuits. The storage unit is composed of a non-transient tangible storage medium. The ECU performs various arithmetic processing and control processing based on the programs stored in the storage unit, and controls the operation of each device connected to the output port.

[0024] Specifically, the ECU of this embodiment is configured to switch between the outside air introduction mode and the inside air circulation mode (i.e., inside / outside air switching) based on the removal efficiency of a predetermined component by the filter 1 (hereinafter referred to as the "filter efficiency") and the concentration of a predetermined component detected by the outside sensor 21.

[0025] The filter efficiency refers to the rate at which the filter 1 captures and removes a specified component when air containing the specified component flows from the upstream side to the downstream side of the filter 1. Specifically, the filter efficiency is expressed as the value obtained by dividing the difference between the concentration of the component contained in the air on the upstream side and the concentration of the component contained in the air on the downstream side when air containing the specified component flows from the upstream side to the downstream side of the filter 1, by the concentration of the component contained in the air on the upstream side.

[0026] Here, the inside / outside air switching method executed by the ECU will be described with reference to FIG. 2 and FIG.

[0027] Fig. 2 is a graph for explaining the inside / outside air switching method executed by the ECU. The graph in Fig. 2 assumes a state in which the concentration of a certain component contained in the air outside the vehicle cabin is high enough to make people feel uncomfortable.

[0028] In the graph of Fig. 2, the horizontal axis represents the filter efficiency, and the vertical axis represents the concentration of a predetermined component that enters the vehicle interior from outside the vehicle interior through the filter 1.

[0029] As shown by solid line A in the graph in Figure 2, when the concentration of a specific component contained in the air outside the vehicle cabin is high, the concentration of the specific component that enters the vehicle cabin from outside the vehicle cabin through filter 1 is lower as the filter efficiency is higher, and is higher as the filter efficiency is lower.

[0030] The predetermined concentration threshold value Th_c indicated by the dashed line extending horizontally in Fig. 2 is set to a concentration at which the passengers do not feel uncomfortable due to the concentration of the predetermined component entering the vehicle cabin. This predetermined concentration threshold value Th_c is set in advance by experiments or the like and is stored in the ECU.

[0031] 2, in the region to the right of the intersection P between the solid line A and the predetermined concentration threshold value Th_c, the solid line A is lower than the predetermined concentration threshold value Th_c, so the outside air introduction mode is executed. This is because, even if the concentration of a predetermined component contained in the air outside the vehicle cabin is high, if the filter efficiency is good, the filter 1 reduces the concentration of the component entering the vehicle cabin from outside, so that the occupants do not feel uncomfortable.

[0032] In contrast, as shown in the upper part of the graph in Fig. 2, in the region to the left of the intersection point P between the solid line A and the predetermined concentration threshold value Th_c, the solid line A is higher than the predetermined concentration threshold value Th_c, so the inside air recirculation mode is executed. This is because, if the concentration of a predetermined component contained in the air outside the vehicle cabin is high and the filter efficiency is poor, if the outside air introduction mode is selected, the concentration of the component entering the vehicle cabin from outside will increase, making the occupants feel uncomfortable. Therefore, by switching to the inside air recirculation mode, it is possible to prevent the predetermined component from entering the vehicle cabin from outside.

[0033] Next, the inside / outside air switching method executed by the ECU will be described with reference to the flowchart of FIG.

[0034] First, in step S10 of FIG. 3, the ECU detects the concentration of a predetermined component contained in the air outside the vehicle compartment based on information transmitted from the outside-vehicle sensor 21.

[0035] Next, in step S11, the ECU calculates the filter efficiency. The filter efficiency can be obtained by various methods, such as a calculation based on the period of use of the filter 1, a calculation based on the period of use and the usage environment of the filter 1, or a calculation based on the result of measuring the attenuation rate of a predetermined component concentration by the filter 1 every time a predetermined condition is satisfied.

[0036] Next, in step S12, the ECU calculates the concentration of a predetermined component that enters the vehicle cabin from outside through the filter 1. This calculation is performed based on the concentration of the predetermined component contained in the air outside the vehicle cabin and the filter efficiency. That is, as shown in the graph of Fig. 2, the concentration of the predetermined component that enters the vehicle cabin from outside through the filter 1 becomes lower as the filter efficiency improves, and becomes higher as the filter efficiency deteriorates.

[0037] Next, in step S13, the ECU compares the concentration of a predetermined component entering the vehicle interior from outside the vehicle interior with a predetermined concentration threshold value Th_c stored in the ECU.

[0038] When the ECU determines that the concentration of the predetermined component entering the vehicle interior from outside the vehicle interior is lower than the predetermined concentration threshold value Th_c (that is, the determination in step S13 is Yes), the ECU proceeds to step S14. In step S14, the ECU sets the air conditioner 5 to the outside air introduction mode.

[0039] On the other hand, when the ECU determines that the concentration of the predetermined component entering the vehicle interior from outside the vehicle interior is higher than the predetermined concentration threshold value Th_c (i.e., No in step S13), the ECU proceeds to step S15. In step S15, the ECU sets the air conditioner 5 to the inside air recirculation mode.

[0040] Thereafter, the ECU repeatedly executes the processes of steps S10 to S15 described above at predetermined control time intervals.

[0041] The air conditioning system of the first embodiment described above provides the following advantages. (1) In the first embodiment, the ECU provided in the air conditioning system switches between inside and outside air in the air conditioner 5 based on the concentration of a predetermined component detected by the outside sensor 21 and the filter efficiency. According to this, the ECU performs inside / outside air switching taking into account the filter efficiency as well as the concentration of a predetermined component detected by the outside sensor 21, so that inside / outside air switching can be performed in line with the wishes of occupants who prefer the outside air introduction mode.

[0042] (2) In the first embodiment, the ECU calculates the concentration of a predetermined component contained in the air introduced into the vehicle cabin from outside the vehicle cabin (i.e., the concentration of a predetermined component entering the vehicle cabin from outside the vehicle cabin) based on the concentration of the predetermined component detected by the outside sensor 21 and the filter efficiency. Then, the ECU sets the air conditioner 5 to the outside air introduction mode when the calculated concentration of the predetermined component is lower than a predetermined concentration threshold value Th_c, and sets the air conditioner 5 to the inside air circulation mode when the calculated concentration of the predetermined component is higher than the predetermined concentration threshold value Th_c. According to this, even if the air outside the vehicle cabin contains a predetermined component, when the concentration of the predetermined component contained in the air introduced into the vehicle cabin from outside the vehicle cabin through the filter 1 is lower than a predetermined concentration threshold value Th_c, the outside air introduction mode is selected and executed. Therefore, this air conditioning system can execute inside / outside air switching in accordance with the wishes of the occupant who prefers the outside air introduction mode.

[0043] Second embodiment The second embodiment will be described. The second embodiment is different from the first embodiment in the mounting position of the sensor and the method of inside / outside air switching executed by the ECU, but is otherwise similar to the first embodiment, so only the parts that are different from the first embodiment will be described.

[0044] As shown in Fig. 4, the sensor 2 included in the air conditioning system of the second embodiment is an interior sensor 2 that detects the concentration of a predetermined component contained in the air in the vehicle cabin. The predetermined component detected by the interior sensor 2 is at least one of the predetermined components that can be removed by the filter 1. The interior sensor 2 may be installed at any position in the vehicle cabin. Information detected by the interior sensor 2 is transmitted to the ECU.

[0045] The inside / outside air switching method executed by the ECU included in the air conditioning system of the second embodiment will be described with reference to FIGS.

[0046] Fig. 5 is a graph for explaining the inside / outside air switching method executed by the ECU when a predetermined component concentration is detected in the vehicle cabin. In the graph of Fig. 5, it is assumed that the concentration of the predetermined component contained in the air inside the vehicle cabin is high enough to make people feel uncomfortable. On the other hand, it is assumed that the air outside the vehicle cabin is clean and contains almost no predetermined component.

[0047] In the graph of FIG. 5, the horizontal axis represents the filter efficiency. In the graph of FIG. 5, the vertical axis represents the purification time. In this embodiment, the purification time is the time during which the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than a predetermined concentration threshold value Th_c. The predetermined concentration threshold value Th_c is set to a concentration at which the passenger does not feel uncomfortable due to the concentration of the predetermined component, as described in the first embodiment. This is the same in the third and fourth embodiments described later.

[0048] The solid line T_in in the graph of FIG. 5 indicates the time (hereinafter referred to as "inside air mode purification time") at which the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than a predetermined concentration threshold value Th_c when the air conditioner 5 is in the inside air recirculation mode. When the air conditioner 5 is in the inside air recirculation mode, the air in the vehicle cabin is circulated through the filter 1 of the air conditioner 5, thereby reducing the concentration of the predetermined component in the vehicle cabin. The ECU can calculate the inside air mode purification time based on the concentration of the predetermined component in the vehicle cabin detected by the vehicle cabin sensor 2 and the filter efficiency. As shown by the solid line T_in in the graph of FIG. 5, the better the filter efficiency, the shorter the inside air mode purification time, and the worse the filter efficiency, the longer the inside air mode purification time.

[0049] On the other hand, the dashed line T_out in the graph of FIG. 5 indicates the time (hereinafter referred to as "outside air mode purification time") when the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than the predetermined concentration threshold value Th_c when the air conditioner 5 is in the outside air introduction mode. When the air outside the vehicle cabin is clean, if the air conditioner 5 is in the outside air introduction mode, the concentration of the predetermined component in the vehicle cabin is reduced by ventilation. In detail, when the air outside the vehicle cabin is introduced into the vehicle cabin by the outside air introduction mode, the air pressure in the vehicle cabin increases, and the air in the vehicle cabin is exhausted to the outside of the vehicle through a ventilation port (not shown) provided in the vehicle. Therefore, the ECU can calculate the outside air mode purification time based on the concentration of a predetermined component in the vehicle cabin detected by the vehicle cabin sensor 2. That is, regardless of the filter efficiency, the lower the concentration of the predetermined component in the vehicle cabin, the shorter the outside air mode purification time, and the higher the concentration of the predetermined component in the vehicle cabin, the longer the outside air mode purification time. When the outside air mode purification time becomes shorter, the dashed line T_out in FIG. 5 moves downward. On the other hand, when the outside air mode purification time becomes longer, the dashed line T_out in FIG. 5 moves upward.

[0050] 5, in the region to the right of the intersection P between the solid line T_in and the dashed line T_out, the purification time of the solid line T_in is shorter than that of the dashed line T_out, so the inside air recirculation mode is executed. This is because, when the filter efficiency is good, the concentration of a specific component in the vehicle cabin can be reduced in a shorter time than in the outside air introduction mode by circulating the air in the vehicle cabin through the filter 1 of the air conditioner 5.

[0051] In contrast, as shown in the upper part of the graph in Fig. 5, in the region to the left of the intersection P between the solid line T_in and the dashed line T_out, the purification time of the solid line T_in is longer than that of the dashed line T_out, so the outside air introduction mode is executed. This is because, when the filter efficiency is poor, the inside air mode purification time becomes long, and therefore, by setting the air conditioner 5 to the outside air introduction mode, the concentration of a predetermined component in the vehicle cabin can be reduced in a short time by ventilation.

[0052] Next, the inside / outside air switching method executed by the ECU will be described with reference to the flowchart of FIG.

[0053] First, in step S20 of FIG. 6, the ECU detects the concentration of a predetermined component contained in the air in the vehicle cabin based on the information transmitted from the vehicle cabin sensor 2.

[0054] Next, in step S21, the ECU calculates the filter efficiency. As described in the first embodiment, the filter efficiency can be obtained by various methods.

[0055] Next, in step S22, the ECU calculates the inside air mode purification time. The inside air mode purification time is calculated based on the concentration of a predetermined component contained in the air in the vehicle cabin and the filter efficiency. That is, as shown by the solid line T_in in the graph of Fig. 5, the inside air mode purification time becomes shorter as the filter efficiency improves and becomes longer as the filter efficiency deteriorates.

[0056] Next, in step S23, the ECU calculates the outside air mode purification time. The outside air mode purification time is calculated based on the concentration of the predetermined component in the vehicle cabin detected by the vehicle interior sensor 2. That is, as shown by the dashed line T_out in the graph of Fig. 5, the outside air mode purification time becomes shorter as the concentration of the predetermined component in the vehicle cabin is lower, and becomes longer as the concentration of the predetermined component in the vehicle cabin is higher, regardless of the filter efficiency.

[0057] Next, in step S24, the ECU compares the inside air mode purification time with the outside air mode purification time.

[0058] When the ECU determines that the outside air mode purification time is shorter than the inside air mode purification time (that is, the determination in step S24 is Yes), the ECU proceeds to step S25. In step S25, the ECU sets the air conditioner 5 to the outside air introduction mode.

[0059] On the other hand, if the ECU determines that the inside air mode purification time is shorter than the outside air mode purification time (that is, the determination in step S24 is No), the ECU proceeds to step S26. In step S26, the ECU sets the air conditioner 5 to the inside air recirculation mode.

[0060] Thereafter, the ECU repeatedly executes the processes of steps S20 to S26 described above at predetermined control time intervals.

[0061] The air conditioning system of the second embodiment described above provides the following advantages. In the second embodiment, an ECU included in the air conditioning system calculates an inside air mode purification time based on a predetermined component concentration contained in the air in the vehicle cabin and a filter efficiency. The ECU also calculates an outside air mode purification time based on a predetermined component concentration contained in the air in the vehicle cabin. The ECU then selects the inside air circulation mode when the inside air mode purification time is shorter than the outside air mode purification time, and selects the outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time. According to this, when the concentration of a predetermined component contained in the air inside the vehicle compartment is high, the inside / outside air switching is performed so as to shorten the purification time of the air inside the vehicle compartment while taking into consideration the filter efficiency. Therefore, this air conditioning system can perform inside / outside air switching in accordance with the occupant's desire to purify the air inside the vehicle compartment in a short time.

[0062] Third embodiment The third embodiment will be described. The third embodiment is different from the second embodiment in that the method of switching between inside and outside air executed by the ECU is changed, and other aspects are the same as those of the second embodiment, so only the differences from the second embodiment will be described.

[0063] The inside / outside air switching method executed by the ECU included in the air conditioning system of the third embodiment will be described with reference to Figs.

[0064] Fig. 7 is a graph for explaining the inside / outside air switching method executed by the ECU when a predetermined component concentration is detected in the vehicle cabin. The graph in Fig. 7 assumes a state in which the concentration of the predetermined component contained in the air inside the vehicle cabin is high enough to make people feel uncomfortable. On the other hand, it is assumed that the air outside the vehicle cabin is clean and contains almost no predetermined component.

[0065] In the graph of Fig. 7, the horizontal axis represents the filter efficiency. Also, in the graph of Fig. 7, the vertical axis represents the purification time. The solid line T_in in the graph of Fig. 7 indicates the inside air mode purification time. The ECU can calculate the inside air mode purification time based on the filter efficiency and the concentration of a predetermined component in the vehicle cabin detected by the vehicle cabin sensor 2.

[0066] 7 is set as a time period during which the air inside the vehicle cabin is assumed to be purified by ventilation when the air conditioner 5 is in the outside air introduction mode in a state where the air outside the vehicle cabin is clean. This predetermined time threshold Th_t is stored in the ECU.

[0067] 7, in the region to the right of the intersection P between the solid line T_in and the predetermined time threshold Th_t, the purification time of the solid line T_in is shorter than the time threshold Th_t, so the inside air recirculation mode is executed. This is because, when the filter efficiency is good, the concentration of the predetermined component in the vehicle cabin can be reduced in a short time by circulating the air in the vehicle cabin through the filter 1 of the air conditioner 5.

[0068] In contrast, as shown in the upper part of the graph in Fig. 7, in the region to the left of the intersection point P between the solid line T_in and the predetermined time threshold value Th_t, the purification time of the solid line T_in is longer than the time threshold value Th_t, so the outside air introduction mode is executed. This is because, when the filter efficiency is poor, the concentration of the predetermined component in the vehicle cabin can be reduced in a short time by ventilation by setting the air conditioner 5 to the outside air introduction mode.

[0069] Next, the inside / outside air switching method executed by the ECU will be described with reference to the flowchart of FIG.

[0070] First, in step S30 of FIG. 8, the ECU detects the concentration of a predetermined component contained in the air in the vehicle cabin based on the information transmitted from the vehicle cabin sensor 2.

[0071] Next, in step S31, the ECU calculates the filter efficiency. As described in the first embodiment, the filter efficiency can be obtained by various methods.

[0072] Next, in step S32, the ECU calculates the inside air mode purification time. The inside air mode purification time is calculated based on the concentration of a predetermined component contained in the air in the vehicle cabin and the filter efficiency. That is, as shown by the solid line T_in in the graph of Fig. 7, the inside air mode purification time becomes shorter as the filter efficiency improves and longer as the filter efficiency deteriorates.

[0073] Next, in step S33, the ECU compares the inside air mode purification time with a predetermined time threshold value Th_t.

[0074] When the ECU determines that the inside air mode purification time is longer than the predetermined time threshold Th_t (that is, the determination in step S33 is Yes), the ECU proceeds to step S34. In step S34, the ECU sets the air conditioner 5 to the outside air introduction mode.

[0075] On the other hand, if the ECU determines that the inside air mode purification time is shorter than the predetermined time threshold Th_t (i.e., the determination in step S33 is No), the ECU advances the process to step S35. In step S35, the ECU sets the air conditioner 5 to the inside air recirculation mode.

[0076] Thereafter, the ECU repeatedly executes the processes of steps S30 to S35 described above at predetermined control time intervals.

[0077] The air conditioning system of the third embodiment described above provides the following advantages. In the third embodiment, an ECU of the air conditioning system calculates an inside air mode purification time based on a predetermined component concentration contained in the air in the vehicle cabin and a filter efficiency. Then, the ECU selects the inside air recirculation mode when the inside air mode purification time is shorter than a predetermined time threshold Th_t, and selects the outside air introduction mode when the inside air mode purification time is longer than the predetermined time threshold Th_t. According to this, the air conditioning system of the third embodiment can also achieve the same effects as those of the second embodiment. Furthermore, in the third embodiment, since it is not necessary to calculate the outside air mode purification time, the amount of information processed by the ECU can be reduced compared to the second embodiment.

[0078] (Fourth embodiment) The fourth embodiment will be described. The fourth embodiment is different from the second embodiment in that the mounting position of the sensor and the method of switching between inside and outside air executed by the ECU are changed, and the rest is the same as the second embodiment, so only the parts that are different from the second embodiment will be described.

[0079] 9, the sensors provided in the air conditioning system of the fourth embodiment include an outside-vehicle sensor 21 that detects the concentration of a predetermined component contained in the air outside the vehicle cabin, and an inside-vehicle sensor 2 that detects the concentration of a predetermined component contained in the air inside the vehicle cabin. The predetermined component detected by the outside-vehicle sensor 21 and the inside-vehicle sensor 2 is at least one of the predetermined components that can be removed by the filter 1. Information detected by the outside-vehicle sensor 21 and the inside-vehicle sensor 2 is transmitted to the ECU.

[0080] The inside / outside air switching method executed by the ECU included in the air conditioning system of the fourth embodiment will be described with reference to Figs.

[0081] Fig. 10 is a graph for explaining the inside / outside air switching method executed by the ECU when a predetermined component concentration is detected both outside and inside the vehicle cabin. The graph in Fig. 10 assumes a state in which both the predetermined component concentration contained in the air outside the vehicle cabin and the predetermined component concentration contained in the air inside the vehicle cabin are high enough to make people feel uncomfortable.

[0082] In the graph of Fig. 10, the horizontal axis represents the filter efficiency, and the vertical axis represents the purification time.

[0083] The solid line T_in in the graph of Fig. 10 indicates the inside air mode purification time. The ECU can calculate the inside air mode purification time based on the filter efficiency and the concentration of a predetermined component in the vehicle cabin detected by the vehicle cabin sensor 2. As shown by the solid line T_in in the graph of Fig. 10, the better the filter efficiency, the shorter the inside air mode purification time, and the worse the filter efficiency, the longer the inside air mode purification time.

[0084] On the other hand, the dashed line T_out in the graph of FIG. 10 indicates the outside air mode purification time. When the air conditioner 5 is in the outside air introduction mode, the outside air is introduced into the vehicle cabin via the filter 1. At this time, if the filter efficiency is good, the predetermined component contained in the outside air is removed by the filter 1, and air with a sufficiently reduced concentration of the predetermined component is introduced into the vehicle cabin. As a result, the air pressure in the vehicle cabin increases, and the air in the vehicle cabin containing the predetermined component is discharged to the outside of the vehicle through a ventilation port (not shown) provided in the vehicle. On the other hand, if the filter efficiency gradually deteriorates, the concentration of the predetermined component contained in the air introduced into the vehicle cabin from outside the vehicle cabin via the filter 1 also gradually increases, so the purification time gradually becomes longer. Furthermore, if the filter efficiency deteriorates to a certain level or more, a high concentration of the predetermined component is introduced from outside the vehicle cabin, so the air in the vehicle cabin cannot be purified. Therefore, the ECU can calculate the outside air mode purification time based on the concentration of the predetermined component detected by the outside vehicle cabin sensor 21 and the inside vehicle cabin sensor 2 and the filter efficiency.

[0085] That is, as shown by the dashed line T_out in the graph of Fig. 10, when the filter efficiency is good, the outside air mode purification time is short, and as the filter efficiency becomes worse, the outside air mode purification time gradually becomes longer. When the filter efficiency is lower than a certain level, the air in the vehicle compartment cannot be purified.

[0086] As shown in the graph of Fig. 10, the solid line T_in and the dashed line T_out have two intersections P1 and P2. In the following description, of the two intersections P1 and P2, the intersection with the better filter efficiency is referred to as the first intersection P1, and the intersection with the worse filter efficiency is referred to as the second intersection P2.

[0087] 10, in the region to the right of the first intersection point P1, the purification time of the solid line T_in is shorter than that of the broken line T_out, so the inside air recirculation mode is executed. This is because, when the filter efficiency is good, the concentration of a specific component in the vehicle cabin can be reduced in a shorter time than in the outside air introduction mode by circulating the air in the vehicle cabin through the filter 1 of the air conditioner 5.

[0088] 10, in the region between the first intersection point P1 and the second intersection point P2, the outside air introduction mode is executed because the purification time of the dashed line T_out is shorter than that of the solid line T_in. This is because in this region, the outside air introduction mode of the air conditioner 5 can reduce the concentration of a predetermined component in the vehicle cabin in a short time by ventilation.

[0089] 10, the inside air recirculation mode is executed in the region to the left of the second intersection point P2 because the air in the vehicle cabin cannot be purified in this region even if the air conditioner 5 is set to the outside air introduction mode.

[0090] Next, the inside / outside air switching method executed by the ECU will be described with reference to the flowchart of FIG.

[0091] First, in step S40 of FIG. 11, the ECU detects the concentration of a predetermined component contained in the air outside the vehicle cabin based on information transmitted from the outside vehicle cabin sensor 21, and further detects the concentration of a predetermined component contained in the air inside the vehicle cabin based on information transmitted from the inside vehicle cabin sensor 2.

[0092] Next, in step S41, the ECU calculates the filter efficiency. As described in the first embodiment, the filter efficiency can be obtained by various methods.

[0093] Next, in step S42, the ECU calculates the inside air mode purification time. The inside air mode purification time is calculated based on the concentration of a predetermined component contained in the air in the vehicle cabin and the filter efficiency. That is, as shown by the solid line T_in in the graph of Fig. 10, the inside air mode purification time becomes shorter as the filter efficiency improves and becomes longer as the filter efficiency deteriorates.

[0094] Next, in step S43, the ECU calculates the outside air mode purification time. The outside air mode purification time is calculated based on the filter efficiency and the predetermined component concentrations detected by the outside sensor 21 and the inside sensor 2. That is, as shown by the dashed line T_out in the graph of Fig. 10, the outside air mode purification time is shorter when the filter efficiency is good and longer as the filter efficiency becomes worse. Furthermore, when the filter efficiency is worse than a certain efficiency, the air in the vehicle interior cannot be purified, so the outside air mode purification time is infinite or cannot be calculated.

[0095] Next, in step S44, the ECU compares the inside air mode purification time with the outside air mode purification time.

[0096] When the ECU determines that the inside air mode purification time is longer than the outside air mode purification time (that is, the determination in step S44 is Yes), the ECU advances the process to step S45. In step S45, the ECU sets the air conditioner 5 to the outside air introduction mode.

[0097] On the other hand, if the ECU determines that the inside air mode purification time is shorter than the outside air mode purification time (i.e., the determination in step S44 is No), the ECU advances the process to step S46. In step S46, the ECU sets the air conditioner 5 to the inside air recirculation mode.

[0098] Thereafter, the ECU repeatedly executes the processes of steps S40 to S46 described above at predetermined control time intervals.

[0099] The air conditioning system of the fourth embodiment described above provides the following advantages. In the fourth embodiment, an ECU provided in the air conditioning system calculates an inside air mode purification time based on a predetermined component concentration contained in the air inside the vehicle cabin and a filter efficiency. The ECU also calculates an outside air mode purification time based on a predetermined component concentration contained in the air outside the vehicle cabin and a predetermined component concentration contained in the air inside the vehicle cabin and a filter efficiency. The ECU then selects the inside air circulation mode when the inside air mode purification time is shorter than the outside air mode purification time, and selects the outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time. According to this, when the concentration of a predetermined component contained in the air inside the vehicle compartment is high, inside / outside air switching is performed so as to shorten the purification time of the air inside the vehicle compartment, taking into consideration the concentrations of the predetermined component contained in the air outside the vehicle compartment and the air inside the vehicle compartment, the filter efficiency, etc. Therefore, this air conditioning system can perform inside / outside air switching in accordance with the intention of the occupant who wants to purify the air inside the vehicle compartment in a short time.

[0100] Fifth embodiment The fifth embodiment will be described. The fifth embodiment is different from the first embodiment in that the method of switching between inside and outside air executed by the ECU is changed, and other aspects are the same as those of the first embodiment, so only the differences from the first embodiment will be described.

[0101] The sensor 2 provided in the air conditioning system of the fifth embodiment is an outside-vehicle sensor 21 that detects the concentration of a predetermined component contained in the air outside the vehicle compartment, similarly to the first embodiment.

[0102] The inside / outside air switching method executed by the ECU provided in the air conditioning system of the fifth embodiment will be described with reference to the flowchart of FIG.

[0103] First, in step S50 of FIG. 12, the ECU detects the concentration of a predetermined component contained in the air outside the vehicle compartment based on information transmitted from the outside-vehicle sensor 21.

[0104] Next, in step S51, the ECU compares the concentration of a predetermined component contained in the air outside the vehicle cabin with a predetermined concentration threshold value Th_c stored in the ECU. The predetermined concentration threshold value Th_c is set to a concentration at which the passenger does not feel uncomfortable due to the concentration of the predetermined component, and is stored in advance in the ECU.

[0105] When the ECU determines that the concentration of the predetermined component contained in the air outside the vehicle compartment is lower than the predetermined concentration threshold value Th_c (that is, the determination in step S51 is Yes), the ECU proceeds to step S52. In step S52, the ECU sets the air conditioner 5 to the outside air introduction mode.

[0106] On the other hand, when the ECU determines that the concentration of the predetermined component contained in the air outside the vehicle compartment is higher than the predetermined concentration threshold value Th_c (that is, the determination in step S51 is No), the ECU advances the process to step S53.

[0107] In step S53, the ECU calculates the filter efficiency of the filter 1 mounted in the air conditioner 5. As explained in the first embodiment, the filter efficiency can be obtained by various methods.

[0108] Next, in step S54, the ECU compares the filter efficiency with a predetermined filter efficiency threshold value Th_f. The predetermined filter efficiency threshold value Th_f is generally set as a filter efficiency that can sufficiently remove a predetermined component contained in the air introduced from outside the vehicle compartment into the vehicle compartment in the outside air introduction mode, and is stored in advance in the ECU.

[0109] If the ECU determines in step S54 that the filter efficiency is higher than the predetermined filter efficiency threshold value Th_f (that is, the determination in step S54 is Yes), the process proceeds to step S52. In step S52, the ECU sets the air conditioner 5 to the outside air introduction mode.

[0110] On the other hand, if the ECU determines in step S54 that the filter efficiency is lower than the predetermined filter efficiency threshold value Th_f (that is, the determination in step S54 is No), the ECU advances the process to step S55. In step S55, the ECU sets the air conditioner 5 to the inside air recirculation mode.

[0111] Thereafter, the ECU repeatedly executes the processes of steps S50 to S55 described above at predetermined control time intervals.

[0112] The air conditioning system of the fifth embodiment described above provides the following advantages. In the fifth embodiment as well, the ECU provided in the air conditioning system switches between inside and outside air based on the concentration of a predetermined component detected by the outside sensor 21 and the filter efficiency. According to this, the ECU performs inside / outside air switching taking into account the filter efficiency as well as the concentration of a predetermined component detected by the outside sensor 21, so that inside / outside air switching can be performed in line with the wishes of occupants who prefer the outside air introduction mode.

[0113] (Sixth to Tenth Embodiments) Sixth to tenth embodiments will be described below. In the sixth to tenth embodiments, an ECU determines the replacement time of the filter 1 and notifies the occupant of the result.

[0114] Sixth embodiment The sixth embodiment will be described with reference to Fig. 13 to Fig. 15. As shown in Fig. 13, the air conditioning system includes a filter 1 as a removal device, a sensor 2 for detecting the concentration of a predetermined component contained in the air in the vehicle cabin, an ECU, and an alarm device 4.

[0115] The filter 1 is incorporated in the flow path of the air conditioner 5. When the blower of the air conditioner 5 is operated and air passes through the filter 1, predetermined components contained in the air are removed. In this embodiment, since the filter 1 is incorporated as a removal device in the air conditioner 5, the operation of the air conditioner 5 corresponds to the operation of the removal device. In other words, the operation of the removal device refers to a state in which the removal device exerts its function of removing predetermined components.

[0116] When the air conditioner 5 operates in the internal air circulation mode, air within the vehicle cabin is taken into the casing of the air conditioner 5, passes through the filter 1, and is then blown into the vehicle cabin as conditioned air whose temperature and humidity have been adjusted. At that time, the filter 1 removes certain components contained in the air taken from the vehicle cabin and blown back into the vehicle cabin.

[0117] On the other hand, when the air conditioner 5 executes the outside air introduction mode, air from outside the vehicle cabin is taken into the casing of the air conditioner 5, passes through the filter 1, and is then blown into the vehicle cabin as conditioned air whose temperature and humidity have been adjusted. At that time, the filter 1 removes certain components contained in the air taken in from outside the vehicle cabin and blown into the vehicle cabin.

[0118] The air conditioner 5 can execute various air conditioning modes for blowing conditioned air into the vehicle cabin, including a face mode in which conditioned air is blown from the face air outlet 7, a bi-level (B / L) mode in which conditioned air is blown from the face air outlet 7 and a foot air outlet (not shown), a foot mode in which conditioned air is blown from the foot air outlet, a defroster mode in which conditioned air is blown from a defroster air outlet (not shown), and a foot / defroster mode in which conditioned air is blown from the foot air outlet and a defroster air outlet.

[0119] The sensor 2 is an in-vehicle sensor that detects the concentration of a predetermined component contained in the air in the vehicle cabin. The predetermined component detected by the sensor 2 is at least one of the predetermined components that can be removed by the filter 1. The sensor 2 may be installed at any position in the vehicle cabin. Information detected by the sensor 2 is transmitted to the ECU.

[0120] The ECU of this embodiment calculates the decay rate of the predetermined component concentration each time a predetermined detection condition is met while the air conditioner 5 is in operation (i.e., while the removal device is in operation).The ECU is configured to determine the time to replace the filter 1 based on the decay rate of the predetermined component concentration.The time to replace the filter 1 can also be expressed as the lifespan of the filter 1.

[0121] Here, a method of determining the replacement time of the filter 1 executed by the ECU will be described with reference to FIG. 14 and FIG.

[0122] Fig. 14 is a graph for explaining a method of calculating the decay rate of a predetermined component concentration executed by the ECU. In the graph of Fig. 14, the horizontal axis represents the detection time, and the vertical axis represents the component concentration. The result of the first concentration measurement after replacing the filter 1 with a new one is shown by a solid line M_1, the result of the second concentration measurement is shown by a dashed line M_2, and the result of the Nth concentration measurement is shown by a dashed line M_n.

[0123] The ECU starts the concentration measurement from time T0. The condition for the ECU to start the concentration measurement includes the operation of the air conditioner 5 (i.e., the operation of the removal device). The ECU then calculates the decay rate of the predetermined component concentration under the predetermined detection condition. In the sixth embodiment, the predetermined detection condition for the ECU to calculate the decay rate of the predetermined component concentration includes setting the detection start time when the component concentration becomes a predetermined concentration C1 and the detection end time when the component concentration decays to another predetermined concentration C2. The predetermined concentration C1 and the other predetermined concentration C2 are set in advance by experiments or the like as appropriate concentrations for determining the replacement time of the filter 1, and are stored in the ECU. The predetermined detection condition for the ECU to calculate the decay rate of the predetermined component concentration includes, in addition to the above conditions, that the air conditioner 5 is operating in the inside air recirculation mode, that the blower of the air conditioner 5 is operating at a predetermined operation level, and that the air conditioner 5 is executing a predetermined air conditioning mode.

[0124] First, the ECU measures the time taken for the component concentration to decay from a predetermined concentration C1 to another predetermined concentration C2 in order to calculate the decay rate of the predetermined component concentration. In the example shown in Fig. 14, the time taken for the component concentration to decay from the predetermined concentration C1 to another predetermined concentration C2 is the time from time T1 to time T4 in the first concentration measurement, the time from time T2 to time T5 in the second concentration measurement, and the time from time T3 to time T6 in the Nth concentration measurement.

[0125] Next, the ECU divides the difference between the predetermined concentration C1 and another predetermined concentration C2 by the time measured in each concentration measurement to calculate the decay rate of the predetermined component concentration. That is, the decay rate of the predetermined component concentration is the amount of decay of the predetermined component concentration per unit time. In the graph of FIG. 14, the decay rate of the predetermined component concentration for each concentration measurement is represented as the slope of the solid line M_1, the dashed line M_2, and the dashed line M_n between the predetermined concentration C1 and the other predetermined concentration C2.

[0126] Next, the ECU compares the decay rate of the predetermined component concentration calculated in each concentration measurement with a predetermined threshold Th to determine when to replace the filter 1. FIG. 15 is a graph for explaining a method for determining when to replace the filter 1. In the graph of FIG. 15, the horizontal axis represents the number of detections, and the vertical axis represents the decay rate of the predetermined component. The decay rate of the predetermined component concentration calculated for each concentration measurement is plotted. The ECU determines that the filter 1 needs to be replaced when the decay rate of the predetermined component becomes slower than the predetermined threshold Th multiple times (for example, two times in this embodiment) in succession. As shown in the graph of FIG. 15, in this embodiment, the ECU determines that the filter 1 needs to be replaced at the Zth time. Note that the number of consecutive times for determining that the filter 1 needs to be replaced is not limited to two times as exemplified in this embodiment, and may be set to three or more times so as to increase the accuracy of determining when to replace the filter 1.

[0127] The predetermined threshold value Th used by the ECU to determine when to replace the filter 1 is set in advance through experiments or the like as an appropriate decay rate for determining when to replace the filter 1, and is stored in the ECU. The predetermined threshold value Th is set under a condition in which the blower of the air conditioner 5 operates at a predetermined operating level. The predetermined threshold value Th is set under a condition in which the air conditioner 5 executes a predetermined air conditioning mode.

[0128] Therefore, the predetermined detection condition for the ECU to calculate the decay rate of the concentration of the predetermined component includes that the blower of the air conditioner 5 is operating at the same operation level as the operation level of the blower when the predetermined threshold value Th was set. If the operation level of the blower of the air conditioner 5 is different, the amount of air passing through the filter 1 will be different, and the decay rate of the concentration of the predetermined component will also be different.

[0129] Furthermore, the predetermined detection condition for the ECU to calculate the decay rate of the concentration of the predetermined component includes that the air conditioner 5 is executing the same air conditioning mode as the air conditioning mode in which the predetermined threshold value Th is set. If the air conditioning mode is different, the state of the air flow in the vehicle cabin will be different, and therefore the decay rate of the concentration of the predetermined component will also be different.

[0130] The predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration include the air conditioner 5 operating in the inside air recirculation mode. If the air conditioner 5 operates in the outside air introduction mode, the decay rate of the predetermined component concentration will differ depending on the quality of air introduced into the vehicle cabin from outside and the flow rate of air exhausted from the vehicle cabin to the outside via a ventilation opening (not shown).

[0131] In this way, by appropriately setting the predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration and the judgment conditions for judging the time to replace the filter 1, it is possible to improve the judgment accuracy. The judgment result by the ECU is transmitted to the notification device 4.

[0132] 13, the notification device 4 is configured, for example, by a display device installed on the dashboard 6 of the vehicle. The notification device 4 displays on a display screen that the filter 1 needs to be replaced based on the determination result of the ECU. This allows the occupants to know that the filter 1 currently being used needs to be replaced.

[0133] The air conditioning system of the sixth embodiment described above provides the following advantages. (1) In the sixth embodiment, the ECU provided in the air conditioning system is configured to determine the time to replace the filter 1 based on the decay rate of a predetermined component concentration, which is calculated each time a predetermined detection condition is met while the air conditioning device 5 is operating. According to this, the ECU determines when to replace the filter 1 based on the decay rate of the concentration of a predetermined component by the currently used filter 1 (i.e., the performance of the currently used filter). This determination takes into account the usage environment of the filter 1, thereby improving the accuracy of determining when to replace the filter 1. Furthermore, even if the filter 1 is incorporated in the air conditioner 5, the sensor 2 may be installed anywhere in the vehicle cabin, and there is no need to attach the sensor 2 to the flow path of the air conditioner 5. Therefore, there is no deterioration in the performance of the air conditioner 5.

[0134] (2) In the sixth embodiment, the ECU determines that the filter 1 needs to be replaced when the decay rate of the concentration of a predetermined component, which is calculated each time a predetermined detection condition is met while the air conditioner 5 is operating, becomes slower than a predetermined threshold value Th. This enables the ECU to improve the accuracy of determining when to replace the filter 1.

[0135] (3) In the sixth embodiment, the ECU determines that the filter 1 needs to be replaced when the decay rate of a predetermined component concentration, which is calculated each time a predetermined detection condition is met while the air conditioner 5 is operating, becomes slower than a predetermined threshold value Th for multiple consecutive times. According to this, even if there is variation in the detection conditions or a detection error of the sensor 2, the accuracy of determining when to replace the filter 1 can be improved.

[0136] (4) In the sixth embodiment, the predetermined detection conditions used by the ECU to calculate the decay rate of a predetermined component concentration include setting the detection start time when the component concentration reaches a predetermined concentration C1 and setting the detection end time when the component concentration decays to another predetermined concentration C2. According to this, as shown in Fig. 14, generally, when the air conditioner 5 starts operating, the decay rate of the component concentration is large, and as the component concentration becomes thinner, the decay rate of the component concentration gradually slows down. Also, when the air conditioner 5 starts operating, there is variation in the concentration of a predetermined component contained in the air in the vehicle cabin. In contrast, in this embodiment, the ECU sets the component concentrations C1 and C2 at the start and end of detection to constant concentrations in each concentration measurement, and appropriately calculates the decay rate of the component concentration between them. Therefore, the accuracy of determining when to replace the filter 1 can be improved.

[0137] (5) In the sixth embodiment, the predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration include the air conditioner 5 operating in the inside air recirculation mode. According to this, when the air conditioner 5 is operating in the outside air introduction mode, it becomes difficult for the ECU to accurately determine the filter performance due to the quality of the air introduced from outside the vehicle cabin into the vehicle cabin and the flow rate of air discharged from inside the vehicle cabin to the outside of the vehicle cabin. In contrast, in this embodiment, the air conditioner 5 is set to the inside air circulation mode, so that outside air is not introduced into the vehicle cabin and inside air is not discharged to the outside of the vehicle cabin. Therefore, the ECU can accurately determine the filter performance and improve the accuracy of determining when to replace the filter 1.

[0138] (6) In the sixth embodiment, the predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration include the blower of the air conditioner 5 operating at a predetermined operating level. According to this, when the operation level of the blower of the air conditioner 5 changes, the amount of air passing through the filter 1 also changes, making it difficult for the ECU to accurately determine the filter performance. In contrast, in this embodiment, when the ECU calculates the decay rate of the predetermined component concentration, the operation level of the blower of the air conditioner 5 is set to a predetermined operation level, thereby reducing errors in the filter performance caused by fluctuations in the amount of air passing through the filter 1. Therefore, the ECU can accurately determine the filter performance and improve the accuracy of determining when to replace the filter 1. The operation level of the blower when the ECU calculates the decay rate of the concentration of a predetermined component is preferably set to the same as the operation level of the blower when the threshold value Th used to determine the replacement time of the filter 1 is set.

[0139] (7) In the sixth embodiment, the predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration include the air conditioner 5 being operated in a predetermined air conditioning mode. According to this, since the way the air flows inside the vehicle cabin differs depending on the air conditioning mode executed by the air conditioner 5, it becomes difficult for the ECU to accurately determine the filter performance. In contrast, in this embodiment, when the ECU calculates the decay rate of the predetermined component concentration, the air conditioner 5 is set to a predetermined air conditioning mode, thereby reducing errors in the filter performance caused by the way the air flows inside the vehicle cabin. Therefore, the ECU can accurately determine the filter performance, and can improve the accuracy of determining when to replace the filter 1. The air conditioning mode in which the ECU calculates the decay rate of the predetermined component concentration is preferably the same as the air conditioning mode in which the threshold value Th used to determine the replacement time of the filter 1 is set.

[0140] (Seventh to Ninth Embodiments) Seventh to ninth embodiments will be described. The seventh to ninth embodiments are different from the sixth embodiment in that some of the predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration are changed, and the rest of the seventh to ninth embodiments are the same as the sixth embodiment, so only the differences from the sixth embodiment will be described.

[0141] Seventh embodiment A method in which the ECU included in the air conditioning system of the seventh embodiment calculates the decay rate of a predetermined component concentration will be described with reference to Fig. 16. In the graph of Fig. 16, similar to Fig. 14, the horizontal axis indicates the detection time and the vertical axis indicates the component concentration. The result of the first concentration measurement after the filter 1 is replaced with a new one is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n.

[0142] In the seventh embodiment, the predetermined detection conditions by which the ECU calculates the decay rate of the predetermined component concentration include setting the detection start time to when the predetermined component concentration detected by the sensor 2 becomes a predetermined concentration C11, and setting the detection end time to when a predetermined detection time DT has elapsed from the detection start time. Note that the predetermined component concentration C11 and the predetermined detection time DT are set in advance by experiments or the like as appropriate concentrations and detection times for determining when to replace the filter 1, and are stored in the ECU.

[0143] First, in order to calculate the decay rate of the predetermined component concentration, the ECU measures the time when the component concentration becomes the predetermined component concentration C11 (i.e., the time when detection starts) and the component concentration when the detection ends when the predetermined detection time DT has elapsed from the start of detection for each concentration measurement. In the example shown in FIG. 16, in the first concentration measurement, the time when detection starts is T11, and the component concentration at the detection end time T14 when the predetermined detection time DT has elapsed is C14. In the second concentration measurement, the time when detection starts is T12, and the component concentration at the detection end time T15 when the predetermined detection time DT has elapsed is C13. In the Nth concentration measurement, the time when detection starts is T11, and the component concentration at the detection end time T16 when the predetermined detection time DT has elapsed is C12.

[0144] Next, the ECU divides the difference between the component concentration C11 at the start of detection and the component concentration at the end of each concentration measurement by a predetermined detection time DT to calculate the decay rate of the predetermined component concentration. In the graph of Fig. 16, the decay rate of the predetermined component concentration for each concentration measurement is represented as the slope of the solid line M_1, the dashed line M_2, and the dashed line M_n from the start of detection to the end of detection in each concentration measurement.

[0145] Next, the ECU compares the decay rate of the predetermined component concentration calculated in each concentration measurement with a predetermined threshold value Th, as in the sixth embodiment, to determine the time to replace the filter 1. The result of the determination is displayed on the display screen of the notification device 4.

[0146] In the seventh embodiment described above, the predetermined detection conditions used by the ECU to calculate the decay rate of a predetermined component concentration include setting the detection start time to when the component concentration becomes a predetermined concentration C11, and setting the detection end time to when a predetermined detection time DT has elapsed from the detection start time. 16, generally, when the air conditioner 5 starts operating, the decay rate of the component concentration is large, and as the component concentration becomes thinner, the decay rate of the component concentration gradually slows down. Also, when the air conditioner 5 starts operating, there is variation in the concentration of a predetermined component contained in the air inside the vehicle cabin. In contrast, in the seventh embodiment, the ECU sets the component concentration at the start of detection to a constant concentration in each concentration measurement, and can appropriately calculate the decay rate of the component concentration in the predetermined detection time DT, thereby improving the accuracy of determining when to replace the filter 1.

[0147] Eighth embodiment A method in which the ECU included in the air conditioning system of the eighth embodiment calculates the decay rate of a predetermined component concentration will be described with reference to Fig. 17. In the graph of Fig. 17, similar to Figs. 14 and 15, the horizontal axis indicates the detection time and the vertical axis indicates the component concentration. The result of the first concentration measurement after the filter 1 is replaced with a new one is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n.

[0148] In the eighth embodiment, the predetermined detection conditions by which the ECU calculates the decay rate of the predetermined component concentration include setting the time when the air conditioner 5 starts operating as the detection start time T0, and setting the time when the predetermined component concentration becomes a predetermined component concentration C22 as the detection end time. Note that the predetermined component concentration C22 that determines the detection end time is set in advance by experiments or the like as an appropriate component concentration for determining the replacement time of the filter 1, and is stored in the ECU.

[0149] First, in order to calculate the decay rate of the predetermined component concentration, the ECU measures the component concentration at the start of detection and the time when the component concentration becomes the predetermined component concentration C22 (i.e., the detection end time) for each concentration measurement. In the example shown in Fig. 17, in the first concentration measurement, the component concentration at the start of detection is C21 and the detection end time is T21. In the second concentration measurement, the component concentration at the start of detection is C21 and the detection end time is T22. In the third concentration measurement, the component concentration at the start of detection is C21 and the detection end time is T23.

[0150] Next, the ECU divides the difference between the component concentration at the start of detection and the component concentration C22 at the end of each concentration measurement by the time from the detection start time T0 to the detection end time to calculate the decay rate of the predetermined component concentration. In the graph of Fig. 17, the decay rate of the predetermined component concentration for each concentration measurement is represented as the slope of the solid line M_1, the dashed line M_2, and the dashed line M_n from the detection start time T0 to the detection end time in each concentration measurement.

[0151] Next, the ECU compares the decay rate of the predetermined component concentration calculated in each concentration measurement with a predetermined threshold value Th, as in the sixth embodiment, to determine the time to replace the filter 1. The result of the determination is displayed on the display screen of the notification device 4.

[0152] In the eighth embodiment described above, the predetermined detection conditions for the ECU to calculate the decay rate of the predetermined component concentration include setting the start of operation of the air conditioner 5 as the detection start time T0 and setting the end of detection as the time when the predetermined component concentration becomes the predetermined component concentration C22. This method also allows the ECU to calculate the decay rate of the predetermined component concentration in each concentration measurement.

[0153] Ninth embodiment A method in which the ECU included in the air conditioning system of the ninth embodiment calculates the decay rate of a predetermined component concentration will be described with reference to Fig. 18. In the graph of Fig. 18, similar to Figs. 14 and 15, the horizontal axis indicates the detection time and the vertical axis indicates the component concentration. The result of the first concentration measurement after the filter 1 is replaced with a new one is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n.

[0154] In the ninth embodiment, the predetermined detection conditions by which the ECU calculates the decay rate of the predetermined component concentration include setting the start of operation of the air conditioner 5 as the detection start time T0 and setting the elapse of a predetermined detection time DT from the detection start time T0 as the detection end time. Note that the predetermined detection time DT is set in advance through experiments or the like as an appropriate detection time for determining the replacement time of the filter 1, and is stored in the ECU.

[0155] First, in order to calculate the decay rate of a predetermined component concentration, the ECU measures the component concentration at the start of detection and the component concentration when a predetermined detection time DT has elapsed from the start of detection for each concentration measurement. In the example shown in Fig. 18, in the first concentration measurement, the component concentration at the start of detection is C31, and the component concentration at the detection end time T30 is C34. In the second concentration measurement, the component concentration at the start of detection is C31, and the component concentration at the detection end time T30 is C33. In the third concentration measurement, the component concentration at the start of detection is C31, and the component concentration at the detection end time T30 is C32.

[0156] Next, the ECU divides the difference between the component concentration at the start of each concentration measurement and the component concentration at the end of each detection by the detection time DT to calculate the decay rate of the predetermined component concentration. In the graph of Fig. 18, the decay rate of the predetermined component concentration for each concentration measurement is represented as the slope of the solid line M_1, the dashed line M_2, and the dashed line M_n from the detection start time T0 to the detection end time T30 in each concentration measurement.

[0157] Next, the ECU compares the decay rate of the predetermined component concentration calculated in each concentration measurement with a predetermined threshold value Th, as in the sixth embodiment, to determine the time to replace the filter 1. The result of the determination is displayed on the display screen of the notification device 4.

[0158] In the ninth embodiment described above, the predetermined detection conditions for the ECU to calculate the decay rate of the concentration of the predetermined component include setting the operation time of the air conditioner 5 as the detection start time T0 and setting the time when the predetermined detection time DT has elapsed from the detection start time T0 as the detection end time. This method also allows the ECU to calculate the decay rate of the concentration of the predetermined component in each concentration measurement.

[0159] Tenth embodiment The tenth embodiment will be described. The tenth embodiment is different from the sixth embodiment in that the configurations of the sensor 2 and the notification device 4 are changed, but the rest is the same as the sixth embodiment, so only the differences from the sixth embodiment will be described.

[0160] 19, in the tenth embodiment, the sensors 2a, 2b, and 2c are provided in at least one of the following locations: under the dashboard 6, in the center of the passenger compartment ceiling, and in the rear of the passenger compartment ceiling. In this way, the sensors 2a, 2b, and 2c may be provided in any location in the passenger compartment.

[0161] In the tenth embodiment, the notification device 4a is, for example, configured with a speaker that outputs sound. The notification device 4a notifies by sound that the filter 1 needs to be replaced based on the determination result of the ECU. This allows the passengers to know that the filter 1 currently being used needs to be replaced.

[0162] The above-described tenth embodiment can also achieve the same effects as the sixth embodiment and the like.

[0163] (Other embodiments) (1) In the first embodiment, the sensor provided in the air conditioning system is described as the outside sensor 21, but this is not limiting and the sensor may be the inside sensor 2. In this case, the inside sensor 2 detects the concentration of a predetermined component contained in the air introduced into the vehicle cabin from outside the vehicle cabin via the filter 1 in the outside air introduction mode, and the ECU switches the air conditioner 5 to the outside air introduction mode when the concentration of the component is lower than a predetermined threshold value.

[0164] (2) In the above first to fifth embodiments, the removal device has been described as a filter 1 incorporated in the flow path of the air conditioner 5. However, the present invention is not limited to this. For example, the removal device may be an ionizer device installed in the flow path or at the air outlet of the air conditioner 5. In addition, in the sixth to tenth embodiments, the removal device has been described as a filter 1 incorporated in the flow path of the air conditioner 5, but this is not limited thereto. For example, the removal device may be a filter 1 of an air purifier mounted on a vehicle separately from the air conditioner 5, or an ionizer device.

[0165] (3) In the above sixth to tenth embodiments, the alarm device 4 has been described as a display or a speaker, but is not limited thereto. For example, the alarm device 4 may be a lamp or a buzzer, or may be a device that transmits a message to a communication device such as a smartphone carried by an occupant, etc.

[0166] (4) In the sixth to tenth embodiments, the ECU determines the replacement time of the filter 1 as a removal device based on the decay rate of the concentration of the predetermined component. However, the present invention is not limited to this. The type of the filter 1 may be determined based on the decay rate of the concentration of the predetermined component. Specifically, the filter 1 mounted on the vehicle may be determined to be a dust filter or a deodorizing filter, and the result may be notified to the occupants by the notification device 4. If the filter 1 mounted on the vehicle is a dust filter that does not adsorb the predetermined component, the concentration of the predetermined component calculated each time a predetermined detection condition is met during the operation of the air conditioner 5 is hardly attenuated. Based on the calculation result, the ECU can determine whether the filter 1 is a dust filter or a deodorizing filter.

[0167] The present invention is not limited to the above-described embodiments, and can be appropriately modified within the scope of the claims. Moreover, the above-described embodiments are not unrelated to each other, and can be appropriately combined, except when the combination is clearly impossible. Moreover, in each of the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential, except when they are specifically stated to be essential or when they are clearly considered to be essential in principle. Moreover, in each of the above-described embodiments, when the numbers, values, amounts, ranges, etc. of the components of the embodiments are mentioned, they are not limited to the specific numbers, except when they are specifically stated to be essential or when they are clearly limited to a specific number in principle. Moreover, in each of the above-described embodiments, when the shapes, positional relationships, etc. of the components are mentioned, they are not limited to the shapes, positional relationships, etc., except when they are specifically stated to be essential or when they are clearly limited to a specific shape, positional relationship, etc. in principle.

[0168] The control unit and the method according to the present invention may be realized by a special-purpose computer provided by configuring a processor and a memory programmed to execute one or more functions embodied in a computer program. Alternatively, the control unit and the method according to the present invention may be realized by a special-purpose computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and the method according to the present invention may be realized by one or more special-purpose computers configured by a combination of a processor and a memory programmed to execute one or more functions and a processor configured with one or more hardware logic circuits. Furthermore, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions executed by a computer. [Explanation of symbols]

[0169] 1. Filter (removal device) 2. Vehicle interior sensor 21 Vehicle exterior sensor 3. Electronic Control Unit (ECU) 5 Air conditioner

Claims

1. In an air conditioning system installed in a vehicle, An air conditioner (5) capable of switching between an outside air introduction mode for introducing outside air into a vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin; an outside sensor (21) for detecting a concentration of a predetermined component contained in at least the air outside the vehicle compartment; a removal device (1) provided in the air conditioner, which removes a predetermined component contained in air introduced from outside the vehicle cabin into the vehicle cabin in an outside air introduction mode, and which removes a predetermined component contained in air circulating in the vehicle cabin via the air conditioner in an inside air circulation mode; an electronic control device (3) that switches between an outside air introduction mode and an inside air circulation mode executed by the air conditioner based on a removal efficiency of a predetermined component by the removal device and a concentration of the predetermined component detected by the sensor; the electronic control device calculates a concentration of a predetermined component contained in air introduced from outside the vehicle compartment through the removal device into the vehicle compartment based on a removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the outside sensor; When the calculated concentration of the predetermined component is lower than a predetermined concentration threshold (Th_c), the outside air introduction mode is selected. The air conditioning system switches to an inside air recirculation mode when the calculated concentration of a predetermined component is higher than a predetermined concentration threshold value.

2. An air conditioning system mounted on a vehicle, An air conditioner (5) capable of switching between an outside air introduction mode for introducing outside air into a vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin; A vehicle interior sensor (2) for detecting a concentration of a predetermined component contained in at least the air in the vehicle interior; a removal device (1) provided in the air conditioner, which removes a predetermined component contained in air introduced from outside the vehicle cabin into the vehicle cabin in an outside air introduction mode, and which removes a predetermined component contained in air circulating in the vehicle cabin via the air conditioner in an inside air circulation mode; an electronic control device (3) that switches between an outside air introduction mode and an inside air circulation mode executed by the air conditioner based on a removal efficiency of a predetermined component by the removal device and a concentration of the predetermined component detected by the sensor; the electronic control device calculates an inside air mode purification time as the time during which the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold value in an inside air recirculation mode, and an outside air mode purification time as the time during which the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold value in an outside air introduction mode, based on the removal efficiency of a predetermined component by the removal device and the concentration of the predetermined component detected by the vehicle cabin sensor; When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. The air conditioning system is configured to switch to an outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time.

3. An air conditioning system mounted on a vehicle, An air conditioner (5) capable of switching between an outside air introduction mode for introducing outside air into a vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin; A vehicle interior sensor (2) for detecting a concentration of a predetermined component contained in at least the air in the vehicle interior; a removal device (1) provided in the air conditioner, which removes a predetermined component contained in air introduced from outside the vehicle cabin into the vehicle cabin in an outside air introduction mode, and which removes a predetermined component contained in air circulating in the vehicle cabin via the air conditioner in an inside air circulation mode; an electronic control device (3) that switches between an outside air introduction mode and an inside air circulation mode executed by the air conditioner based on a removal efficiency of a predetermined component by the removal device and a concentration of the predetermined component detected by the sensor; the electronic control device calculates an inside air mode purification time as a time until the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than a predetermined concentration threshold when the inside air recirculation mode is selected, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the vehicle cabin sensor; When the inside air mode purification time is shorter than a predetermined time threshold (Th_t), the inside air recirculation mode is selected. The air conditioning system is configured to switch to an outside air introduction mode when the inside air mode purification time is longer than a predetermined time threshold.

4. An air conditioning system mounted on a vehicle, An air conditioner (5) capable of switching between an outside air introduction mode for introducing outside air into a vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin; A vehicle interior sensor (2) for detecting a concentration of a predetermined component contained in the air in the vehicle interior; an outside sensor (21) for detecting a concentration of a predetermined component contained in air outside the vehicle; a removal device (1) provided in the air conditioner, which removes a predetermined component contained in air introduced from outside the vehicle cabin into the vehicle cabin in an outside air introduction mode, and which removes a predetermined component contained in air circulating in the vehicle cabin via the air conditioner in an inside air circulation mode; an electronic control device (3) that switches between an outside air introduction mode and an inside air circulation mode executed by the air conditioner based on a removal efficiency of a predetermined component by the removal device and a concentration of the predetermined component detected by the sensor; the electronic control device calculates an inside air mode purification time as a time until the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than a predetermined concentration threshold when the inside air recirculation mode is selected, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the vehicle cabin sensor; calculate an outside air mode purification time as a time until the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold when an outside air introduction mode is selected, based on a removal efficiency of a predetermined component by the removal device and the concentrations of the predetermined component detected by the vehicle cabin interior sensor and the vehicle exterior sensor; When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. The air conditioning system is configured to switch to an outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time.

5. An electronic control device (3) mounted on a vehicle that includes an air conditioning device (5) switchable between an outside air introduction mode for introducing outside air into the vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin, an outside vehicle cabin sensor (21) for detecting at least the concentration of a predetermined component contained in the air outside the vehicle cabin, and a removal device (1) provided in the air conditioning device and removing a predetermined component contained in the air introduced from outside the vehicle cabin into the vehicle cabin in the outside air introduction mode, and removing a predetermined component contained in the air circulating inside the vehicle cabin via the air conditioning device in the inside air circulation mode, calculating a concentration of a predetermined component contained in air introduced from outside the vehicle compartment through the removal device into the vehicle compartment based on a removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the outside sensor; When the calculated concentration of the predetermined component is lower than a predetermined concentration threshold (Th_c), the outside air introduction mode is selected. The electronic control device switches to the recirculated air mode when the calculated concentration of the predetermined component is higher than a predetermined concentration threshold value.

6. An electronic control device (3) mounted on a vehicle that includes an air conditioning device (5) switchable between an outside air introduction mode for introducing outside air into the vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin, an interior sensor (2) for detecting at least the concentration of a predetermined component contained in the air inside the vehicle cabin, and a removal device (1) provided in the air conditioning device and configured to remove a predetermined component contained in the air introduced from outside the vehicle cabin into the vehicle cabin in the outside air introduction mode, and to remove a predetermined component contained in the air circulating inside the vehicle cabin via the air conditioning device in the inside air circulation mode, based on the removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the vehicle interior sensor, calculate an inside air mode purification time as the time during which the concentration of the predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold value when the inside air recirculation mode is selected, and an outside air mode purification time as the time during which the concentration of the predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold value when the outside air introduction mode is selected; When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. The electronic control device switches to an outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time.

7. An electronic control device (3) mounted on a vehicle that includes an air conditioning device (5) switchable between an outside air introduction mode for introducing outside air into the vehicle cabin and an inside air circulation mode for circulating air inside the vehicle cabin, an interior sensor (2) for detecting at least the concentration of a predetermined component contained in the air inside the vehicle cabin, and a removal device (1) provided in the air conditioning device and removing a predetermined component contained in the air introduced into the vehicle cabin from outside the vehicle cabin in the outside air introduction mode, and removing a predetermined component contained in the air circulating inside the vehicle cabin via the air conditioning device in the inside air circulation mode, calculating an inside air mode purification time as a time until the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than a predetermined concentration threshold when the inside air recirculation mode is selected, based on a removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the vehicle cabin sensor; When the inside air mode purification time is shorter than a predetermined time threshold (Th_t), the inside air recirculation mode is selected. The electronic control device switches to an outside air introduction mode when the inside air mode purification time is longer than a predetermined time threshold.

8. An electronic control device (3) mounted on a vehicle that includes an air conditioning device (5) switchable between an outside air introduction mode for introducing outside air into the vehicle cabin and an inside air circulation mode for circulating the air inside the vehicle cabin, an inside vehicle cabin sensor (2) for detecting the concentration of a predetermined component contained in the air inside the vehicle cabin, an outside vehicle cabin sensor (21) for detecting the concentration of a predetermined component contained in the air outside the vehicle cabin, and a removal device (1) provided in the air conditioning device and configured to remove a predetermined component contained in the air introduced from outside the vehicle cabin into the vehicle cabin in the outside air introduction mode, and to remove a predetermined component contained in the air circulating inside the vehicle cabin via the air conditioning device in the inside air circulation mode, calculating an inside air mode purification time as a time until the concentration of a predetermined component contained in the air in the vehicle cabin becomes lower than a predetermined concentration threshold when the inside air recirculation mode is selected, based on a removal efficiency of the predetermined component by the removal device and the concentration of the predetermined component detected by the vehicle cabin sensor; calculate an outside air mode purification time as a time until the concentration of a predetermined component contained in the air inside the vehicle cabin becomes lower than a predetermined concentration threshold when an outside air introduction mode is selected, based on a removal efficiency of a predetermined component by the removal device and the concentrations of the predetermined component detected by the vehicle cabin interior sensor and the vehicle exterior sensor; When the inside air mode purification time is shorter than the outside air mode purification time, the inside air circulation mode is selected. The electronic control device switches to an outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time.

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