Vehicle air conditioning device

Abstract

[Problem] To provide a vehicle air conditioning device capable of preventing introduction of an unpleasant odor into the cabin by improving the prediction accuracy of the time (timing) at which restriction of introduction of outside air is started in an intake unit when traveling in the vicinity of an unpleasant odor generation source. [Solution] A vehicle air conditioning device 1 comprises an intake unit 10A and a control device 32 for controlling the intake unit 10A. The intake unit 10A can switch an inside / outside air ratio in the cabin to an inside air priority state in which there is more inside air than outside air, and to an outside air priority state in which there is more outside air than inside air. The control device 32 includes: an odor information acquisition unit 327 that acquires odor information outside the cabin on a travel route; a switching history information management unit 326 that records and acquires a switching history of the inside / outside air ratio; an odor state prediction unit 328 that predicts an odor state of the outside air on the basis of at least one of the odor information and the switching history; and a switching time determination unit 329 that can determine the time to switch to the inside air priority state on the basis of a prediction result from the odor state prediction unit 327.

Description

Vehicle air conditioning system

[0001] The present invention relates to an air conditioning system for a vehicle.

[0002] 2. Description of the Related Art Conventionally, there has been known a technique for reducing odors that invade the vehicle interior from outside the vehicle interior in a vehicle air conditioner (see, for example, Patent Document 1).

[0003] Specifically, Patent Document 1 describes an air conditioning control device that includes a pollution information acquisition unit that acquires outside air pollution information, an inside air judgment unit that judges whether the inside air condition of the vehicle has deteriorated, a weather information acquisition unit that acquires weather information about the vehicle's driving path, an outside air prediction unit that predicts outside air pollution on the driving path in the vehicle's direction of travel based on the pollution information and the weather information, and a decision unit that decides the control content for outside air introduction and air purification based on the prediction result predicted by the outside air prediction unit and the weather information, and that controls at least one of the air conditioning equipment, window opening / closing unit, and air purifier when it is judged that the inside air condition of the vehicle has deteriorated or when outside air pollution is predicted.

[0004] The technology described in Patent Document 1 predicts contaminated and non-contaminated areas based on pollution information indicating whether or not there are facilities that are pollution sources along the route, and certain meteorological information around the pollution source. More specifically, based on the wind direction relative to the pollution source and thresholds of meteorological information (temperature, humidity, etc.) when the vehicle passes near the pollution source, the technology predicts that sections where it is assumed that a person would be able to detect a foul odor are contaminated areas of outside air.

[0005] JP 2023-47762 A

[0006] However, the technology described in Patent Document 1 (prior art) has a problem in that the prediction accuracy is not sufficient from the viewpoint of preventing the introduction of unpleasant odors (bad odors) into the vehicle interior.

[0007] Specifically, it is currently difficult to constantly and accurately acquire and predict weather information (especially wind direction, wind speed, etc.) at a predicted vehicle travel location (future vehicle position).

[0008] Furthermore, even if it were possible to obtain pinpoint weather information for the vehicle's future location, the comfort inside the vehicle actually depends on the occupants' physical sensations (whether or not they actually detect a bad odor), and a configuration that predicts the state of odor detection based on thresholds for weather information (wind direction, temperature, etc.) is likely to result in large prediction errors.

[0009] In order to maintain a comfortable environment inside the vehicle cabin, it is desirable to prevent even the slightest amount of bad odors from entering the vehicle cabin. However, in conventional technology, the timing of prediction of the outside air condition when the inside air condition inside the vehicle cabin deteriorates tends to be delayed, which in turn delays the timing of starting to restrict the introduction of outside air, and there is a risk that the introduction of bad odors into the vehicle cabin cannot be completely prevented.

[0010] In view of the above situation, the present invention aims to provide a vehicle air conditioning system that can improve the accuracy of predicting the timing at which the intake unit will begin restricting the introduction of outside air when driving near a source of unpleasant odor, thereby preventing the introduction of unpleasant odors into the vehicle cabin.

[0011] The present invention relates to a vehicle air conditioning system including an intake unit that controls the ratio of outside air to inside air introduced into the vehicle cabin (hereinafter referred to as the "inside / outside air ratio") and a control device that controls the intake unit, wherein the intake unit can switch the inside / outside air ratio in the vehicle cabin between an inside air priority state in which there is more inside air than outside air, and an outside air priority state in which there is more outside air than inside air, and the control device has an odor information acquisition unit that acquires odor information outside the vehicle cabin along the driving route, a switching history information management unit that records and acquires a switching history of the inside / outside air ratio, an odor state prediction unit that predicts the odor state of the outside air based on at least one of the odor information and the switching history, and a switching time determination unit that can determine the time to switch to the inside air priority state based on the prediction result of the odor state prediction unit.

[0012] According to the present invention, it is possible to provide an air conditioning system for a vehicle that can improve the accuracy of predicting the timing at which the intake unit will begin restricting the introduction of outside air when driving near a source of unpleasant odor, thereby preventing the introduction of unpleasant odors into the vehicle cabin.

[0013] FIG. 1 is a diagram showing a schematic configuration of a vehicle air conditioner according to an embodiment of the present invention. FIG. 2 is a block diagram showing a schematic configuration of a control device in the vehicle air conditioner according to an embodiment of the present invention. FIG. 3 is a functional block diagram of the control device in the vehicle air conditioner according to an embodiment of the present invention. FIG. 4 is a diagram showing an example of information handled by the control device according to an embodiment of the present invention. FIG. 5 is a conceptual diagram explaining intake unit control processing according to an embodiment of the present invention. FIG. 6 is a flow chart showing the flow of intake unit control processing according to an embodiment of the present invention.

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. Figures 1 to 7 show an example of an embodiment of the present invention, and in the figures, parts with the same reference numerals indicate parts with the same functions, and duplicated explanations in each figure will be omitted as appropriate.

[0015] FIG. 1 is a schematic diagram showing an example of a vehicle air conditioner 1 (its air conditioning circuit A) according to an embodiment of the present invention. The vehicle air conditioner 1 can be applied to vehicles such as electric vehicles (EVs) that do not have an internal combustion engine or so-called hybrid vehicles that use both an engine and an electric motor for traction. Such vehicles are equipped with a battery 55 (e.g., a lithium battery) and are driven by supplying power charged in the battery 55 from an external power source to a motor unit 65 that includes a traction motor (electric motor). The vehicle air conditioner 1 is also driven by power supplied from the battery 55.

[0016] The vehicle air conditioner 1 includes, for example, a refrigerant circuit R for performing heat pump operation, and an equipment temperature adjustment circuit 61 that includes heat-generating equipment (temperature-controlled equipment) such as a battery 55 and a motor unit 65 and adjusts the temperature of the temperature-controlled equipment. The equipment temperature adjustment circuit 61 is a heat medium circuit in which a heat medium (e.g., water) different from (separate from) the refrigerant circuit R circulates, and is connected to the refrigerant circuit R in parallel via a refrigerant-heat medium heat exchanger 64 (described later). The vehicle air conditioner 1 performs air conditioning in the vehicle cabin and temperature adjustment of the temperature-controlled equipment such as the battery 55 and the motor unit 65 by selectively performing air conditioning operations such as heating operation and cooling operation through heat pump operation using the refrigerant circuit R.

[0017] The refrigerant circuit R is configured by an electric compressor (electric compressor) 2 that compresses the refrigerant, a condenser 4 that is provided in an air flow passage 3 of an HVAC system 10 through which air in the vehicle cabin is circulated and that serves as a heat radiating section (indoor heat exchanger, heating section) that radiates heat from the high-temperature, high-pressure refrigerant discharged from the compressor 2 to heat the air to be supplied to the vehicle cabin, an outdoor expansion valve 6 that serves as a pressure reducing section that decompresses and expands the refrigerant during heating, an outdoor heat exchanger (radiator) 7 that performs heat exchange between the refrigerant and outside air to function as a radiator (condenser) that radiates heat from the refrigerant during cooling and as an evaporator that absorbs heat from the refrigerant during heating, an indoor expansion valve 8 that serves as a pressure reducing section that decompresses and expands the refrigerant, an evaporator 9 that is provided in the air flow passage 3 and serves as a heat absorbing section that causes the refrigerant to absorb heat from inside and outside the vehicle cabin during cooling (dehumidifying) to cool the air to be supplied to the vehicle cabin, and an accumulator 12, etc., which are connected by refrigerant pipes 13A to 13H.

[0018] Electronic expansion valves can be used for both the outdoor expansion valve 6 and the indoor expansion valve 8. The outdoor expansion valve 6 reduces the pressure and expands the refrigerant that flows out of the condenser 4 and into the outdoor heat exchanger 7, and can also be fully closed. The indoor expansion valve 8 reduces the pressure and expands the refrigerant that flows into the evaporator 9, and adjusts the heat absorption power of the refrigerant in the evaporator 9, i.e., the cooling capacity of the air passing through.

[0019] The refrigerant outlet of the outdoor heat exchanger 7 and the refrigerant inlet of the evaporator 9 are connected by a refrigerant pipe 13A. A check valve 18 and an indoor expansion valve 8 are provided in the refrigerant pipe 13A, in this order from the outdoor heat exchanger 7 side. The check valve 18 is provided in the refrigerant pipe 13A so that the direction toward the evaporator 9 is the forward direction. The refrigerant pipe 13A branches into a refrigerant pipe 13B at a position closer to the outdoor heat exchanger 7 than the check valve 18.

[0020] Refrigerant pipe 13B branching off from refrigerant pipe 13A is connected to the refrigerant inlet of accumulator 12. Refrigerant pipe 13B is provided with, in this order from the exterior heat exchanger 7 side, a solenoid valve 21 that opens during heating and a check valve 20. Check valve 20 is connected so that the direction toward accumulator 12 is the forward direction. Refrigerant pipe 13B branches off to refrigerant pipe 13C between solenoid valve 21 and check valve 20. Refrigerant pipe 13C branching off from refrigerant pipe 13B is connected to the refrigerant outlet of evaporator 9. The refrigerant outlet of accumulator 12 and compressor 2 are connected by refrigerant pipe 13D.

[0021] The refrigerant outlet of the compressor 2 and the refrigerant inlet of the condenser 4 are connected by a refrigerant pipe 13E. One end of a refrigerant pipe 13F is connected to the refrigerant outlet of the condenser 4, and the other end of the refrigerant pipe 13F branches into a refrigerant pipe 13G and a refrigerant pipe 13H before the outdoor expansion valve 6 (on the refrigerant upstream side). One of the branched refrigerant pipes, 13H, is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other branched refrigerant pipe 13G is connected between the check valve 18 of the refrigerant pipe 13A and the indoor expansion valve 8. A solenoid valve 22 is provided on the refrigerant upstream side of the connection point of the refrigerant pipe 13G with the refrigerant pipe 13A.

[0022] As a result, the refrigerant pipe 13G is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18, and becomes a circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7 and the check valve 18.

[0023] The HVAC system 10 houses a heat exchanger therein, and an (air) intake unit 10A is provided in the air flow passage 3 on the air upstream side of the heat exchanger. The heat exchanger includes a condenser 4 that heats the air and an evaporator 9 that cools it. In this example, the intake unit 10A is disposed on the air upstream side of the evaporator 9. The intake unit 10A includes, for example, an outside air inlet and an inside air inlet (representatively shown as inlet 25 in FIG. 1 ), an inlet switching damper 26, and an interior blower (blower fan) 27. The intake unit 10A circulates inside air, which is air within the vehicle cabin, or introduces outside air, which is air outside the vehicle, into the vehicle cabin, using the inlet switching damper 26.

[0024] In this embodiment, "internal air circulation" refers to isolating the interior of the vehicle cabin from the outside and circulating air only within the vehicle cabin. When introducing external air, the external air and the internal air are mixed. The intake unit 10A can control the ratio of external air to internal air introduced into the vehicle cabin (hereinafter referred to as the "internal / external air ratio"). In other words, the intake unit 10A can switch the internal / external air ratio within the vehicle cabin between an external air priority state in which the ratio of external air introduced is higher than the internal air (e.g., external air:internal air = 8:2), an internal air priority state in which the ratio of internal air introduced is higher than the external air (e.g., external air:internal air = 2:8), and an internal / external air equalized state in which the ratio of external air to internal air is approximately equal (external air:internal air = 5:5).

[0025] Specifically, for example, the intake unit 10A of this embodiment has two air introduction modes: an outside air introduction (mixing) mode in which outside air and inside air are mixed, and an inside air circulation mode in which inside air is circulated without introducing outside air. In the outside air introduction mode, the inside / outside air ratio can be set to an inside air priority state, an outside air priority state, or an inside / outside air equality state. On the other hand, in the inside air circulation mode, the inside air priority state is set at an outside air:inside air ratio of 0:10. In this way, by switching between the outside air introduction mode and the inside air circulation mode, the intake unit 10A appropriately mixes inside air and outside air, or switches to inside air circulation and introduces the air into the air flow passage 3 through the intake port 25. Note that switching between the inside air circulation mode and the outside air introduction mode (adjusting the inside / outside air ratio) can also be performed manually by a user (a vehicle occupant including the driver, the same applies hereinafter).

[0026] An indoor blower (blower fan) 27 is provided downstream of the intake port switching damper 26 and supplies the introduced indoor air and outdoor air to the air flow passage 3. Furthermore, the air flow passage 3 downstream of the condenser 4 is formed with air outlets for FOOT, VENT, and DEF (representatively shown as air outlet 29 in FIG. 1), and this air outlet 29 is provided with an air outlet switching damper 31 that switches and controls the air blowing out from each of the above air outlets.

[0027] 1, an auxiliary heater 23 is provided as an auxiliary heating device. The auxiliary heater 23 is, for example, a PTC heater (electric heater), and is provided in the air flow passage 3 downstream of the condenser 4 with respect to the air flow in the air flow passage 3. When the auxiliary heater 23 is energized and generates heat, it can supplement the heating of the vehicle interior.

[0028] An air mix damper 28 is provided in the air flow passage 3 on the air upstream side of the condenser 4 to adjust the ratio of air (indoor air or outdoor air) that flows into the air flow passage 3 and passes through the evaporator 9 to the condenser 4 and the auxiliary heater 23.

[0029] The device temperature adjustment circuit 61 has heat-generating devices (such as the battery 55 and the motor unit 65) that are temperature-controlled devices, and is configured to be thermally connectable to at least one of the heat dissipation section (condenser 4) or the heat absorption section (evaporator 9). The device temperature adjustment circuit 61 is a heat medium circuit that circulates a heat medium through the temperature-controlled devices, such as the battery 55 and the motor unit 65, to adjust the temperature of the battery 55 and the motor unit 65. The motor unit 65 also includes heat-generating devices such as an electric motor for driving and an inverter circuit that drives the electric motor. The temperature-controlled devices are not limited to the battery 55 and the motor unit 65, and other heat-generating devices mounted on a vehicle can also be used.

[0030] The equipment temperature adjustment circuit 61 includes a first circulation pump 62 and a second circulation pump 63 as circulation devices for circulating the heat medium to the battery 55 and the motor unit 65, a refrigerant-heat medium heat exchanger (hereinafter referred to as a "chiller heat exchanger") 64, a heat medium heater 66, an air-heat medium heat exchanger 67, a three-way valve 81 as a flow path switching device, and a heat storage tank 85.

[0031] The equipment temperature adjustment circuit 61 is configured to be connectable to the refrigerant circuit R via the chiller heat exchanger 64. In the refrigerant circuit R, one end of a branch pipe 72 serving as a branch circuit is connected between the connection point of the refrigerant pipe 13A with the refrigerant pipe 13G and the indoor expansion valve 8, and the other end of the branch pipe 72 is connected to the refrigerant flow path of the chiller heat exchanger 64. An auxiliary expansion valve 73 is provided in the branch pipe 72. The auxiliary expansion valve 73 reduces the pressure and expands the refrigerant flowing into the refrigerant flow path of the chiller heat exchanger 64, and can also be fully closed.

[0032] One end of a refrigerant pipe 74 is connected to the outlet of the refrigerant flow path of the chiller heat exchanger 64, and the other end of the refrigerant pipe 74 is connected to the refrigerant pipe 13B between the check valve 20 and the accumulator 12. The chiller heat exchanger 64 constitutes part of the refrigerant circuit R and also constitutes part of the equipment temperature adjustment circuit 61.

[0033] One end of the heat medium pipe 68A is connected to the heat medium discharge side of the chiller heat exchanger 64. The heat medium pipe 68A is provided with, in order from the chiller heat exchanger 64 side, a heat medium heater 66, a battery 55, a first circulation pump 62, and a check valve 82. The other end of the heat medium pipe 68A is connected to a heat medium pipe 68B, which will be described later. The heat medium pipe 68A branches off into a heat medium pipe 68B at a position closer to the chiller heat exchanger 64 than the heat medium heater 66. The other end of the branched heat medium pipe 68B is connected to the heat medium inlet of the chiller heat exchanger 64. The heat medium pipe 68B is provided with an air-heat medium heat exchanger 67. The air-heat medium heat exchanger 67 is arranged on the downwind side of the outdoor heat exchanger 7 with respect to the flow (air path) of outside air (air) ventilated by an outdoor fan (not shown).

[0034] A three-way valve 81 is provided on the heat medium pipe 68B downstream of the air-heat medium heat exchanger 67, and the other end of the heat medium pipe 68A is connected between the three-way valve 81 of the heat medium pipe 68B and the heat medium inlet of the chiller heat exchanger 64. A heat storage tank 85 is connected between the connection point between the other end of the heat medium pipe 68A and the heat medium pipe 68B and the heat medium inlet of the chiller heat exchanger 64. The heat medium pipe 68B branches into a heat medium pipe 68C on the heat medium upstream side of the air-heat medium heat exchanger 67 of the heat medium pipe 68B, and the other end of the branched heat medium pipe 68C is connected to the three-way valve 81. A second circulation pump 63 and a motor unit 65 are provided on the heat medium pipe 68C.

[0035] The heat medium used in the equipment temperature adjustment circuit 61 can be, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air. In this embodiment, water is used as the heat medium, for example. Also, the battery 55 and the motor unit 65 are surrounded by a jacket structure that allows the heat medium to circulate in a heat exchange relationship with the battery 55 and the motor unit 65.

[0036] When the first circulation pump 62 is operated, the heat medium discharged from the first circulation pump 62 flows in this order: heat medium pipe 68A, check valve 82, heat medium pipe 68B, heat storage tank 85, the heat medium flow path of the chiller heat exchanger 64, heat medium pipe 68A, heat medium heater 66, and battery 55, before being drawn into the first circulation pump 62. In this flow path control state, the heat medium circulates between the battery 55, heat storage tank 85, and chiller heat exchanger 64. Furthermore, when the three-way valve 81 is switched to a state in which the inlet communicates with the outlet on the chiller heat exchanger 64 side, and the second circulation pump 63 is operated, the heat medium discharged from the second circulation pump 63 flows in this order: heat medium pipe 64C, motor unit 65, three-way valve 81, heat medium pipe 68B, heat storage tank 85, the heat medium flow path of the chiller heat exchanger 64, and heat medium pipe 68B, before being drawn into the second circulation pump 63. In this flow path control state, the heat medium circulates between the motor unit 65, the heat storage tank 85, and the chiller heat exchanger 64. The heat storage tank 85 absorbs heat from the heat medium circulating in the equipment temperature adjustment circuit 61 and is capable of storing heat.

[0037] When the auxiliary expansion valve 73 is open, some or all of the refrigerant flowing out from the refrigerant pipe 13G or the outdoor heat exchanger 7 flows into the branch pipe 72, is decompressed by the auxiliary expansion valve 73, and then flows into the refrigerant flow path of the chiller heat exchanger 64 and evaporates. As the refrigerant flows through the refrigerant flow path of the chiller heat exchanger 64, it absorbs heat from the heat medium flowing through the heat medium flow path, and then passes through the accumulator 12 and is drawn into the compressor 2.

[0038] 2 shows an outline of the hardware configuration of the control device 32 that controls the vehicle air conditioner 1. Note that Fig. 2 shows only the main components for explaining this embodiment, and the hardware configuration of the control device 32 includes known components other than those shown in the figure, but these components are not shown.

[0039] When the automotive air conditioner 1 is mounted on a vehicle, the control device 32 is connected to a vehicle controller (vehicle ECU (Electronic Control Unit)) 35, which controls the overall vehicle including drive control of the motor unit 65 and charge / discharge control of the battery 55, the navigation device 25, and a vehicle external information communication means 40 via a vehicle communication bus, and transmits and receives information to and from them via an in-vehicle network such as a CAN (Controller Area Network) or a LIN (Local Interconnect Network). The vehicle external information communication means 40 is a means capable of communicating information with the vehicle, and is, for example, an information communication device provided in another vehicle, but may also be an information communication device provided in a traffic light, or an information communication device such as an Advanced Cruise-Assist Highway System (AHS) provided on a road (or a structure such as a building).

[0040] The control device 32 of this embodiment includes a processor (or electrical circuit) 321, such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), a memory 322, such as a ROM (Read Only Memory) or a RAM (Random Access Memory), a non-volatile storage unit 323, such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive), and a communication control unit 324. The CPU 321, the memory 322, the storage unit 323, and the communication control unit 324 are connected to each other via an internal bus so as to be able to communicate with each other. The storage unit 323 stores various programs and data, including an intake unit control program (odor introduction reduction control program) described below.

[0041] The control device 32 can also connect to a server (for example, a cloud server) via the communication control unit 324 and a communication line (not shown), and can acquire various types of driving assistance information from the server.

[0042] The controller 32 is connected to various sensors (detectors) 30 and an air conditioning operation unit 53, and receives their outputs. The various sensors 30 include at least an air inlet switching sensor 42 that detects the opening / closing degree of the air inlet switching damper 26, a vehicle speed sensor 45, an acceleration sensor 46, and a gyro sensor 47. Although not shown, the various sensors 30 also include known sensors that can be controlled by the controller 32, such as an interior air temperature sensor that detects the temperature of the air inside the vehicle (interior air), an exterior air temperature sensor that detects the temperature of the air outside the vehicle, an HVAC intake temperature sensor that detects the temperature of air drawn into the air flow passage 3 from the air inlet 25, an outlet temperature sensor that detects the temperature of air blown into the vehicle interior from the outlet 29, an evaporator temperature sensor 48 that detects the temperature of the evaporator 9, a rotation speed detection sensor that detects the rotation speed of the compressor 2, and a discharge pressure sensor that detects the pressure of the refrigerant discharged from the compressor 2.

[0043] On the other hand, the output of the control device 32 is connected to components such as the intake port 25, the intake port switching damper 26, and the indoor blower (blower fan) 27 that constitute the intake unit 10A. Also connected are the other components of the vehicle air conditioner 1 shown in Fig. 1 (such as the compressor 2, the outdoor heat exchanger 7, the outlet switching damper 31, and the air mix damper 28) that are not shown. The control device 32 controls the components of the vehicle air conditioner 1 based on the outputs of the various sensors 30, values ​​input via the air conditioning operating unit 53, and information from the vehicle ECU 35.

[0044] The navigation device 25 includes, for example, a display unit 251, a map information storage unit 252, a position acquisition unit 253, a route information generation unit 254, an audio output unit 257, a communication control unit 258, and the like.

[0045] The map information storage unit 252 stores map information (digital data) having location information, road network data used for route search by the route information generation unit 254 and for location acquisition by the location acquisition unit 253, and voice data used for route and other voice guidance by the voice output unit 257.

[0046] The position acquisition unit 253 receives information (signals) from radio waves transmitted by a GPS (Global Positioning System (Satellite)) and from various sensors 30 (e.g., a vehicle speed sensor 45, an acceleration sensor 46, a gyro sensor 47, etc.) mounted on the vehicle (or the navigation device 25) to acquire the current location (position information) of the vehicle. Then, the position acquisition unit 253 corrects the acquired position information on map information by map matching or the like to the most appropriate position on the road, and displays the map information and the current location of the vehicle superimposed on the display unit 251.

[0047] When a destination is set by the user (hereinafter referred to as "navigation setting"), the route information generation unit 254 calculates an optimal route between the current location acquired by the position acquisition unit 253 as the starting point and the input point as the destination using a known algorithm such as the Dijkstra algorithm, and generates route information to the destination. The route information includes, for example, one or more pieces of route guidance information. Here, the route guidance information is information such as one or more important points (target points) on the route to the destination, information about each target point (such as the location information of the target point and the direction of travel at the target point), and recommended lanes to travel at the target point. The target point is, for example, the name of the destination, an intersection, a branch, a building or point (landmark), or a road.

[0048] The navigation device 25 acquires (measures) the vehicle's position at predetermined intervals using the position acquisition unit 253, and generates new route information whenever it determines that the vehicle is traveling on a route different from the route information set in the navigation system.

[0049] The audio output unit 257 is, for example, a speaker, and outputs guidance information generated from the audio data stored in the map information storage unit 252. In addition, similar content is displayed on the display unit 251 by image control using images (display guidance) such as characters and arrows.

[0050] The navigation device 25 can transmit route information (route guidance information) to the control device 32 via the communication control unit 258. Note that the navigation device 25 has known configurations other than those described above.

[0051] Fig. 3 is a block diagram showing the functions of the control device 32. The control device 32 functions as an intake unit control section 320 that controls the intake unit 10A, for example. Fig. 2 is an example of a functional block diagram when the control device 32 mainly functions as the intake unit control section 320.

[0052] The control device 32 (intake unit control unit 320) of this embodiment has, for example, a status acquisition unit 325, an odor information acquisition unit 327, a switching history information management unit 326, an odor state prediction unit 328, and a switching timing determination unit 329, and is capable of executing an odor introduction reduction control program stored in the memory unit 323 and performing control to reduce odors introduced into the vehicle cabin (odor introduction reduction control) by controlling the intake unit 10A.

[0053] The status acquisition unit 325 constantly acquires the status of the vehicle and the exterior of the vehicle cabin at a predetermined cycle. The vehicle status includes, for example, the ratio of inside air to outside air in the intake unit 10A (the opening / closing degree of the inlet switching damper 26). The opening / closing degree of the inlet switching damper 26 is acquired based on the detection result of the inlet switching sensor 42. The status acquisition unit 325 also acquires the control mode of the intake unit 10A as the vehicle status. The control modes of the intake unit 10A include an auto mode in which the entire HVAC system 10, including the intake unit 10A, is automatically controlled by the control device 32, and a manual mode in which the HVAC system 10 is controlled in response to user operation (manual operation) of the air conditioning operation unit 53. In the auto mode, the inlet 25 and the inlet switching damper 26 are automatically controlled based on, for example, the temperature and humidity inside the vehicle cabin and the temperature and humidity of the outside air, and the outside air mode is automatically switched between the outside air introduction mode and the inside air circulation mode as appropriate.

[0054] In addition, in this embodiment, the air inlet control mode has an odor introduction reduction mode that automatically reduces (suppresses) odors introduced into the vehicle cabin depending on the odor state outside the vehicle cabin. The odor introduction reduction mode can be set in either auto mode or manual mode by a predetermined operation (turning on the odor introduction reduction mode) by the user on the air conditioning operation unit 53. When the odor introduction reduction mode is not set (off), the air inlet normal control mode is used, which does not automatically reduce (suppress) odors introduced into the vehicle cabin.

[0055] The status acquisition unit 325 also acquires the vehicle status, such as the position, speed, and acceleration of the vehicle. The status acquisition unit 325 also acquires the operating status of the HVAC system 10, the refrigerant circuit R, the equipment temperature adjustment circuit 61, and the like.

[0056] The switching history information management unit 326 stores the switching history of the inside / outside air ratio of the host vehicle (hereinafter referred to as "host vehicle_inside / outside air switching history") in the memory unit 323, and also acquires the host vehicle_inside / outside air switching history, if any, stored in the memory unit 323. Specifically, when the user operates the air conditioning operation unit 53 (manually) to control (change) at least the opening / closing degree of the air inlet switching damper 26 and change the inside / outside air ratio, the switching history information management unit 326 stores the inside / outside air ratio (whether the mode is outside air introduction mode or inside air circulation mode, the opening / closing degree of the air inlet switching damper 26, etc.) together with the location (location information) and the driving route during driving in the memory unit 323.

[0057] Specifically, when the inside / outside air ratio in the vehicle cabin is changed, the switching history information management unit 326 stores, as the host vehicle_inside / outside air switching history, the position information of the switching (change) point and the new inside / outside air ratio in the storage unit 323. Furthermore, when the inside / outside air ratio in the vehicle cabin is switched from the outside air priority state to the inside air priority state, when it is switched from the inside air priority state to the outside air priority state, or when it is switched from the inside air priority state or the outside air priority state to the inside / outside air equalized state, the switching history information management unit 326 stores, as the host vehicle_inside / outside air switching history, the position information of the switching point and the new inside / outside air ratio in the storage unit 323. In addition, when the intake unit 10A is switched from the outside air introduction mode to the inside air circulation mode (when the inside air ratio is switched to 100%), the switching history information management unit 326 stores the location information of the switching point and the fact that the outside air introduction mode has been switched to the inside air circulation mode in the memory unit 323 as the own vehicle_inside / outside air switching history, and when the intake unit 10A is switched from the inside air circulation mode to the outside air introduction mode, the switching history information management unit 326 stores the location information of the switching point and the fact that the inside air circulation mode has been switched to the outside air introduction mode in the memory unit 323 as the own vehicle_inside / outside air switching history.

[0058] The switching history information management unit 326 also stores the driving route together with the position information of the switching point as the host vehicle_inside / outside air switching history in the storage unit 323. The driving route is the route to the destination included in the route information when the navigation system is set, and is the route that is predicted to be traveled (predicted route) when the navigation system is not set. The predicted route is the host vehicle's position and route in the near future, such as in minutes or hours, predicted by the control device 32 based on the host vehicle's driving history (including the date, time, day of the week, etc.) stored in the storage unit 323, the current host vehicle position, the direction the vehicle is facing, and map information held by the navigation device 25.

[0059] In addition, when the host vehicle is driven, the switching history information management unit 326 searches for information in the memory unit 323, and if there is a host vehicle_inside / outside air switching history on the driving route (i.e., if there is a point where the user manually switched to inside air priority mode when driving the same driving route in the past), it can obtain the host vehicle_inside / outside air switching history.

[0060] The odor information acquisition unit 327 acquires odor information outside the vehicle cabin, particularly odor information outside the vehicle cabin along the driving route. The odor information outside the vehicle cabin includes map information. More specifically, the odor information is location information of points or facilities assumed to be sources of odors (particularly odors that the user finds unpleasant (bad odors)), which are included in the map information held by the navigation device 25, and information about the points or facilities (such as names and types of facilities). Examples of points or facilities assumed to be sources of odors include factories, sewage treatment facilities, waste disposal facilities, livestock breeding facilities, etc., where work that generates odors is performed.

[0061] The odor information outside the vehicle cabin also includes the inside / outside air ratio switching history of the other vehicle (other vehicle) (hereinafter referred to as "other vehicle_inside / outside air switching history"). The content of the other vehicle_inside / outside air switching history is the same as the above-mentioned host vehicle_inside / outside air switching history, except that it is information about the other vehicle. For example, when the intake unit of the other vehicle is switched from the outside air introduction mode to the inside air recirculation mode (when the mode is switched so that the inside air ratio is 100%), information indicating the switch from the outside air introduction mode to the inside air recirculation mode, as well as information about the location of the switching point and the driving route at that time, are collected (stored) by a predetermined means as the other vehicle_inside / outside air switching history. The other vehicle_inside / outside air switching history may be collected and stored, for example, in a server (not shown) to which the vehicle (host vehicle) can connect via a communication line, or may be stored in a memory unit of the control device of the other vehicle. The odor information acquisition unit 327 of the control device 32 in this embodiment acquires the other vehicle's internal / external air switching history held by the server via the communication control unit 324, or receives the other vehicle's internal / external air switching history directly from the other vehicle via the vehicle external information communication means 40 while driving.

[0062] The odor state prediction unit 328 predicts the odor state outside the vehicle based on the odor information acquired by the odor information acquisition unit 327 and the host vehicle_interior / exterior air switching history stored in the memory unit 323. Specifically, if there is a point or facility on the host vehicle's driving route that is assumed to be an odor source, the odor state prediction unit 328 acquires location information of the source (hereinafter referred to as "odor source location information"). The odor source location information is acquired before the host vehicle reaches the odor source. Specifically, for example, if navigation is set, the odor state prediction unit 328 acquires odor source location information based on map information stored in the map information memory unit 252 of the navigation device 25 at the start of driving. Furthermore, if navigation is not set, if there is an odor source on the predicted route, the odor state prediction unit 328 acquires the odor source location information a considerable distance (e.g., in kilometers) before the odor source.

[0063] Furthermore, the odor state prediction unit 328 assumes that the odor will spread from the source to the surrounding area due to factors such as terrain and weather, and identifies (predicts) the area where the odor will likely be detected by the occupants (the area where an odor that the occupants will find unpleasant is predicted to be occurring, hereinafter referred to as the "odor detection area").

[0064] The odor state prediction unit 328 also acquires the internal / external air switching history (other vehicle_internal / external air switching history) of other vehicles estimated to have traveled on the vehicle's driving route or other vehicles traveling in the oncoming lane, and identifies (predicts) the odor detection area. The other vehicle_internal / external air switching history, particularly the history of switching to the internal air priority mode (preferably the history of switching from the external air introduction mode to the internal air circulation mode (100% internal air ratio)), can be estimated as the point where the occupant of the other vehicle sensed an unpleasant odor and performed the internal / external air switching. For example, even if the map information does not indicate an odor source on the vehicle's driving route, the odor from a distant source due to terrain, weather, etc. may be stagnating in a certain area on the driving route. The odor state prediction unit 328 can identify (predict) the odor detection area that may exist on the driving route by acquiring the other vehicle_internal / external air switching history, regardless of whether the odor source is located on the vehicle's driving route.

[0065] The odor state prediction unit 328 acquires at least one of the odor source location information and the other vehicle's interior / exterior air switching history as odor information outside the vehicle, and predicts the odor state of the outside air based on the odor information and at least one of the host vehicle's interior / exterior air switching history. Specifically, it predicts whether there is an odor detection area on the host vehicle's driving route. The prediction method of the odor state prediction unit 328 will be described later.

[0066] The switching time determination unit 329 determines the time to automatically switch the vehicle interior to the inside air priority state based on the prediction result of the odor state prediction unit 328. More preferably, based on the odor detection area predicted by the odor state prediction unit 328 and the vehicle's driving route, if an odor detection area is present on the driving route, the switching time determination unit 329 determines the time to switch to the inside air priority state to be the time before the odor detection area is reached. Note that the inside air priority state is a state in which outside air may be included. Depending on the type of odor, the occupants may not feel uncomfortable even if a small amount of outside air is included. On the other hand, if an odor is unpleasant to the occupants, introducing even a small amount into the vehicle interior will impair the comfort of the occupants.

[0067] In the following, as an example of this embodiment, the odor state prediction unit 328 identifies an odor detection area based on the history of switching to an inside air priority state in which the ratio of outside air to inside air is 100% (i.e., the own vehicle's inside / outside air switching history and / or other vehicle's inside / outside air switching history in which the intake unit has been switched from outside air introduction mode to inside air circulation mode), and the switching timing determination unit 329 determines the time to switch the intake unit 10A of the own vehicle to inside air circulation mode (inside air circulation switching timing) based on the odor detection area.

[0068] However, the present invention is not limited to this. The odor state prediction unit 328 may identify the odor detection area based on a switching history (own vehicle_interior / exterior air switching history and / or other vehicle_interior / exterior air switching history) of switching to an interior air priority state that includes exterior air, depending on, for example, the type of odor source, and the switching time determination unit 329 may be configured to determine the time to switch to an interior air priority state that includes exterior air, depending on, for example, the type of odor source.

[0069] When the timing for switching to the internal air recirculation mode arrives, the control device 32 performs control to switch the intake unit 10A to the internal air recirculation mode.

[0070] <Prediction Method by Odor State Prediction Unit> An example of a prediction method (method of identifying an odor detection area) by the odor state prediction unit 328 will be described with reference to Figures 4 and 5. Figure 4 shows an example of information stored in the memory unit 323, with Figure 4(A) being an example of map information of odor sources (odor source map information a (a1 to a3 in this example)) held in the map information memory unit 252 of the navigation device 25, Figure 4(B) being an example of host vehicle_inside / outside air switching history b (b1 to b5 in this example) held in the memory unit 323 of the control device 32, and Figure 4(C) being an example of other vehicle_inside / outside air switching history c (c1 to c10 in this example) held by the server or other vehicles.

[0071] As shown in Fig. 4(A), odor source map information a includes odor source location information and facility information. The facility information includes the type and name of the facility, and is information for predicting the type and level of odor that may be generated.

[0072] As shown in FIG. 4B, the vehicle_inside / outside air switching history b includes location information of the inside / outside air ratio switching point in the vehicle, the details of the inside / outside air switching, and at least information on the driving route R near the switching point (on which driving route R the inside / outside air switching was performed).

[0073] As shown in FIG. 4C, the other vehicle's inside / outside air switching history c includes the location information of the inside / outside air ratio switching point of the other vehicle, the details of the inside / outside air switching, and information on the driving route R near at least the switching point.

[0074] 4B and 4C, the point at which the mode was switched from the outside air introduction mode to the inside air recirculation mode (only when the inside air ratio is 100%) is shown as "outside → inside (0:10)," the point at which the mode was switched from the inside air recirculation mode to the outside air introduction mode is shown as "inside → outside (ratio)," and a change in the outside / inside air ratio (outside air priority or inside air priority) other than 100% is shown as "outside:inside = ratio." Also, other vehicle_inside / outside air switching history C includes information on multiple other vehicles.

[0075] 5A and 5B are conceptual diagrams illustrating the prediction methods used by the odor state prediction unit 328, where FIG. 5A is a conceptual diagram illustrating the case where the odor sensing area X is predicted (identified) using the first prediction method, and FIG. 5B is a conceptual diagram illustrating the case where the odor sensing area X is predicted (identified) using the second prediction method.

[0076] The first prediction method (method for identifying the odor detection area X) will be described with reference to Figure 5 (A). The first prediction method uses odor source map information a, host vehicle_interior / exterior air switching history b, and other vehicle_interior / exterior air switching history c. First, for a certain source in odor source map information a, a range of radius r1 (indicated by a large dashed circle) is identified from the odor source location information, and all host vehicle_interior / exterior air switching history b and other vehicle_interior / exterior air switching history c that have location information (coordinates) of switching points within that range are extracted. Then, within the radius r1, the position information of the history of switching from the outside air introduction mode to the inside air circulation mode (in the example of FIG. 4, the own vehicle's inside / outside air switching history b3, b4 in FIG. 4(B) and the other vehicle's inside / outside air switching history c1, c3, c5, c6, c8, c10 in FIG. 4(C)) is connected by, for example, numerical prediction, to identify the odor detection area X shown by the dashed line in FIG. 5(A).

[0077] In this case, the facility information in the odor source map information a is also associated with the facility information, and the cause of the odor is identified from the facility information. In other words, the range of the odor detection area X is adjusted appropriately, taking into consideration whether the odor from the source is unpleasant to the user and the degree of unpleasantness. The radius r1 may also be adjusted appropriately based on the facility information.

[0078] The second prediction method (method for identifying the odor detection area Y) will be described with reference to FIG. 5B . The second prediction method is a method for identifying the odor detection area Y, for example, when odor source map information a cannot be obtained. Specifically, for example, factories, sewage treatment facilities, waste disposal facilities, livestock breeding facilities, etc. can be acquired as odor source map information a. On the other hand, garbage dumps in residential areas may not be included in odor source map information a (map information held by the navigation device 25), but they are areas in the vicinity where a foul odor may be emitted. In other words, although it is difficult to identify the odor source, there may be areas on the driving route where the intake of odor (outside air) makes the occupants feel uncomfortable. In the second prediction method, such odor detection area Y is identified using the host vehicle's internal / external air switching history b and the other vehicle's internal / external air switching history c. For example, if there is an area Y' near the front of driving route R1 where odor source map information a cannot be obtained but where the host vehicle_interior / exterior air switching history b and / or other vehicle_interior / exterior air switching history c are more concentrated than in other areas, a range (indicated by a large dashed circle) of radius r2 from approximately the center of area Y' is identified. Then, all host vehicle_interior / exterior air switching history b and other vehicle_interior / exterior air switching history c that have position information for switching points within this range are extracted, and the position information for switching from the outside air introduction mode to the inside air recirculation mode (in the example of Figure 4, the host vehicle_interior / exterior air switching history b3 and b4 shown in Figure 4B and the other vehicle_interior / exterior air switching history c1, c3, c5, c6, c8, and c10 shown in Figure 4C) within the range of radius r2 is connected by, for example, numerical prediction, to identify the odor detection area Y shown by the dashed line in Figure 5B.

[0079] The odor sensing area may be identified using the first prediction method or the second prediction method, or may be identified using the second prediction method if the area cannot be identified using the first prediction method.

[0080] <Method of Determining Switching Timing by Switching Timing Determining Unit> Continuing with reference to FIG. 5A , a method of determining the internal air recirculation switching timing by the switching timing determiner 329 will be described. In FIG. 5A , a thick solid arrow indicates the current driving route R1 of the host vehicle. In this case, driving route R1 reaches the odor detection area X at point P1 and passes through part of the odor detection area X in this case, as if crossing the odor detection area X. In other words, if the control device 32 switches the intake unit 10A to the internal air recirculation mode at point P1, there is a risk of odor being introduced into the vehicle cabin. For this reason, the control device 32 switches the mode to the internal air recirculation mode at point PS before reaching the odor detection area X. In other words, the switching timing determiner 329 determines the timing at which the host vehicle will arrive at point PS (internal air recirculation switching start point). Hereinafter, point PS will be referred to as the internal air recirculation switching start point PS.

[0081] To determine the internal air recirculation switching start point PS, information on a driving route (in this case, driving route R6 indicated by a thick dashed line) that is the same as the current driving route R1 and / or is similar, including the direction of travel, to the own vehicle's internal / external air switching history b and other vehicle's internal / external air switching history c used to identify the odor detection area X is extracted. An approximate driving route here refers to, for example, a route heading in the same direction and having an entrance / exit to the odor detection area X within a predetermined distance (e.g., 1 km, 3 km, etc.), or a route that matches 50% or more, 75% or more, or 90% or more within the odor detection area X or a predetermined area including the odor detection area X. In the example of FIG. 4 , these are the own vehicle's internal / external air switching histories b3 and b4 in FIG. 4B and the other vehicle's internal / external air switching histories c5, c6, and c8 in FIG. 4C. Here, the other vehicle's internal / external air switching history c1, c3, and c10 are also information used to identify the odor detection area X, but since these routes R2 and R8 (shown by thick dashed lines) are not similar to route R1, including the direction of travel, they are not used when determining the internal air circulation switching start point PS.

[0082] Then, for example, if there is a history of the same driving route R1, the system identifies the switching position (c6 in this example) that is farthest from the odor source from that information (in this example, the host vehicle's internal / external air switching history b3, b4 and the other vehicle's internal / external air switching history c5, c6). Then, the system determines a point further away from the odor source (i.e., a predetermined distance α) as the internal air recirculation switching start point PS. In this example, the internal air recirculation switching start point PS is a point that is a distance Z1 away from the intersection P1 between the driving route R1 and the odor detection area X.

[0083] Alternatively, among all the information that has history for the same driving route R1 and a similar driving route R6 (in this example, the own vehicle's internal / external air switching history b3, b4 and other vehicle's internal / external air switching history c5, c6, c8), the switching position that is the furthest from the odor source (c8 in this example) can be identified, and the intersection of a circle (shown by a thin dashed line) with the distance Z2 from the odor source and the driving route R1 (the closest intersection from the current position) can be determined to be the internal air circulation switching start point PS.

[0084] The control device 32 detects whether the vehicle has reached the internal air recirculation switching start point PS at any time based on the vehicle's position acquired by the status acquisition unit 325, and when the vehicle's position reaches the internal air recirculation switching start point PS on the driving route R1 (when the distance to point P1 becomes distance Z1, or when the straight-line distance from source a becomes distance Z2), it begins control to switch the intake unit 10A to internal air recirculation mode (100% internal air with an external internal air ratio).

[0085] By doing this, even if the control device 32 is in a state of switching the intake unit 10A while the vehicle is running, the switching to the internal air circulation mode can be completed reliably before the odor detection area X is reached, and it is possible to prevent unpleasant odors from entering the vehicle interior.

[0086] The method for determining the inside air recirculation switch start point PS is the same even when the odor sensing area Y is identified by the method shown in FIG. 5(B).

[0087] The above-described methods for identifying the odor detection area X(Y) and determining the interior air recirculation switchover start point PS are merely examples. This embodiment may be configured such that the odor state prediction unit 328 acquires at least one of odor source location information and other vehicle's interior / exterior air switching history as odor information outside the vehicle cabin, and identifies the odor detection area X(Y) based on the odor information and / or the host vehicle's interior / exterior air switching history. Furthermore, the switchover timing determination unit 329 may be configured to determine the timing for switching the intake unit 10A to the interior air recirculation mode (the interior air recirculation switchover start point PS) based on the odor detection area X(Y) and the host vehicle's travel route.

[0088] In addition, the internal air circulation switch end point PE (see FIG. 5A) after passing through the odor detection area X(Y) may be determined (determined at a position a predetermined distance away from the odor detection area X(Y)) using a method similar to that used to determine the internal air circulation switch start point PS, and the control mode may be automatically switched to the normal intake port control mode after reaching the internal air circulation switch end point PE.

[0089] <Intake Unit Control Process> The intake unit control process of the vehicle air conditioner 1 will be described with reference to Figures 6 and 7. Figures 6 and 7 are flow charts showing an example of the flow of the intake unit control process, and in particular, an example of the flow of the odor introduction reduction control process by executing an odor introduction reduction control program will be described here. The intake unit control process shown in Figures 6 and 7 is repeatedly executed at a predetermined cycle while the vehicle is running (while the engine is running).

[0090] 6, in step S01, status acquisition unit 325 acquires the status of the vehicle and the outside of the vehicle cabin. Status acquisition unit 325 acquires, for example, the ratio of inside air to outside air in intake unit 10A (inside air circulation mode / outside air introduction mode), the overall operation mode of HVAC system 10 (auto mode / manual mode), the odor introduction reduction mode (on / off), the vehicle's position, vehicle speed, acceleration, and, if a navigation system is set, the driving route.

[0091] In step S03, it is determined whether the overall operation mode of the HVAC system 10 is in the auto mode. If it is not in the auto mode, the process proceeds to step S05, and if it is in the auto mode, the process proceeds to step S11.

[0092] In step S05, the switching history information management unit 326 searches the information in the storage unit 323 and determines whether or not the host vehicle_interior / exterior air switching history including a point on the current driving route (for example, driving route R1 shown in FIG. 5 ) is stored in the host vehicle's storage unit 323. If the host vehicle_interior / exterior air switching history including a point on the driving route is stored in the storage unit 323, the switching history information management unit 326 proceeds to step S07 and acquires the host vehicle_interior / exterior air switching history. If the storage unit 323 does not store the host vehicle_interior / exterior air switching history including a point on the driving route, the processing proceeds to step S13. The driving route is the route to the destination included in the route information when the navigation system is set, and is the route predicted to be traveled (predicted route) when the navigation system is not set.

[0093] 6 and 7, the switching history information management unit 326 periodically monitors the user's control of the opening / closing degree of the air inlet switching damper 26 (for example, switching from the outside air introduction mode to the inside air circulation mode) at any timing. When the user controls the opening / closing degree of the air inlet switching damper 26, whether in the auto mode or the manual mode, the switching history information management unit 326 stores in the storage unit 323 the location information of the point where the switching operation was performed, the control details of the air inlet switching damper 26, and the driving route during driving as a single information group (host vehicle_inside / outside air switching history) shown in FIG. 4(B).

[0094] When the switching history information management unit 326 acquires the host vehicle_inside / outside air switching history in step S07, the process proceeds to step S09, where it issues a notification that the odor introduction reduction mode can be set. This notification is issued, for example, via the audio output unit 257 of the navigation device 25. Specifically, for example, a voice message such as "The odor introduction reduction mode can be set. To set the odor introduction reduction mode, please turn on the setting button" is output. Note that the odor introduction reduction mode can be set (on) as a default value, and if it is set as a default value, this notification may or may not be issued.

[0095] In step S11 following step S09, it is determined whether the odor introduction reduction mode is on, and if it is on, the process proceeds to step S21 shown in Fig. 7. As already mentioned, the odor introduction reduction mode may be set as an initial value (for example, set at engine start), or the user may manually set it to on after receiving the mode setting notification in step S09. If it is determined in step S11 that the odor introduction reduction mode is not set (not on), the process proceeds to step S15, where the HVAC system 10 (intake unit 10A) is controlled in the intake normal control mode, and the process ends.

[0096] In the control in the normal air inlet control mode in step S15, regardless of the odor state outside the vehicle cabin, in the auto mode, the opening / closing degree of the air inlet damper is adjusted as appropriate based on the detection results of the various sensors 30 as part of the overall control of the HVAC system 10. In the manual mode, the opening / closing degree of the air inlet damper is adjusted as appropriate in response to user operation.

[0097] 7, in step S21, which is reached if the determination in step S11 shown in Fig. 6 is "Yes," the odor state prediction unit 328 acquires odor information outside the vehicle cabin along the driving route. Specifically, if there is a point or facility along the driving route that is thought to be an odor source based on the map information stored in the map information storage unit 252 of the navigation device 25, the odor state prediction unit 328 acquires map information of the source (odor source map information, see Fig. 4(A)), and the process proceeds to step S23.

[0098] In step S23, the odor state prediction unit 328 acquires the inside / outside air switching history (other vehicle_inside / outside air switching history) of other vehicles that are estimated to have traveled on the driving route of the vehicle or other vehicles traveling in the oncoming lane, and then proceeds to step S25. In this way, the odor state prediction unit 328 acquires at least one of the odor source map information and the other vehicle_inside / outside air switching history as odor information outside the vehicle cabin.

[0099] In step S25, the odor state of the outside air is predicted based on at least one of the acquired odor information and the vehicle's internal / external air switching history. Specifically, odor detection area X or odor detection area Y (see FIG. 5) on the vehicle's travel route is identified.

[0100] In step S27, for example, the switching timing determination unit 329 determines whether an odor detection area exists on the driving route (whether the odor detection area will be passed), and if it exists (will be passed), proceeds to step S29; if not, proceeds to step S37.

[0101] In step S29, the switching timing determination unit 329 determines the internal air circulation switching start point PS (the distance Z1 from the nearest odor detection area on the driving route to the current position of the vehicle) which is the starting point for switching control to the internal air circulation mode, based on the prediction result (specified odor detection area) of the odor state prediction unit 328 and the host vehicle's internal / external air switching history and / or the other vehicle's internal / external air switching history, and then proceeds to step S31. In step S31, it is determined whether the host vehicle has reached the internal air circulation switching start point PS. If not, step S31 is repeated, and if so, the process proceeds to step S33.

[0102] In step S33, it is determined whether or not the opening / closing degree of the suction port switching damper 26 has been manually operated by the user. If it has been operated, the process proceeds to step S37; if not, the process proceeds to step S35.

[0103] In step S35, the control device 32 executes odor introduction reduction control and ends the process. In the odor introduction reduction control, the intake unit 10A is set to the inside air circulation mode. That is, if the intake unit 10A is in the outside air introduction mode, the mode is switched to the inside air circulation mode and the process ends.

[0104] In step S37, the HVAC system 10 (intake unit 10A) is controlled using normal intake control, and the process ends. Alternatively, in step S37, for example, when the control device 32 was about to execute odor introduction mitigation control, a voice message may be issued informing the user that the odor introduction mitigation process will be terminated due to a user operation. As a result of the voice message, the user may be prompted to decide whether or not to execute the odor introduction mitigation process. Alternatively, the mode may be forcibly switched to auto mode.

[0105] Although not shown in the figures, it is desirable to determine the internal air recirculation switch end point PE after passing through the odor detection area X(Y) in step S29 or the like in a similar manner to that used to determine the internal air recirculation switch start point PS, and then determine in step S31 or the like whether the internal air recirculation switch end point PE has been reached, and if the internal air recirculation switch end point PE has been reached, proceed to step S37 and switch to normal air intake control mode.

[0106] In the intake unit control process described above, if an interruption occurs during the process due to a manual operation by the user (such as an operation of the opening / closing degree of the intake port switching damper 26), that manual operation takes priority. For example, if the mode is manually switched to the internal air recirculation mode before reaching the internal air recirculation switching start point PS, that operation takes priority.

[0107] Even if the manual mode is selected, if the odor introduction reduction mode is turned on (step S11), the mode is automatically switched to the inside air circulation mode when the inside air circulation switch start point PS is reached.

[0108] To reiterate, the intake unit control process (particularly the odor introduction reduction control process) shown in Figures 6 and 8 is repeatedly executed at a predetermined cycle. For example, in the case where the odor detection area is no longer present on the driving route due to a change in the driving route after the odor detection area has been identified or the internal air recirculation switch start point PS has been determined, multiple control methods can be considered depending on the cycle at which the intake unit control process is executed.

[0109] For example, if the intake unit control process cycle is short, the determination in step S27 in the next cycle will be "No," and the HVAC system 10 (intake unit 10A) will be controlled in the normal intake port control mode.

[0110] On the other hand, if the cycle is long, in the processing shown in Figures 6 and 7, the odor introduction reduction mode will remain on even if, for example, the odor detection area no longer exists on the driving route. However, since, for example, step S31 determines the timing at which the internal air circulation switch start point PS will be reached (the time until the internal air circulation switch start point PS is reached), a notification that the odor introduction reduction mode will be switched on at this timing may be given to prompt the user to perform an operation.

[0111] The cycle of the intake unit control process can be shortened by, for example, performing calculations in a server to identify the odor sensing area and determine the internal air recirculation switch start point PS.

[0112] The switching history information management unit 326 may also store, as the host vehicle_inside / outside air switching history, location information of points where the control device 32 of this embodiment automatically switches to the inside air recirculation mode.

[0113] As described above, the configuration of the vehicle air conditioning device 1 is not limited to the above example as long as the present embodiment has the HVAC system 10 equipped with the intake unit 10A. Furthermore, the heat exchangers (cooler and heater) of the HVAC system 10 may be heat exchangers of the refrigerant circuit R or heat exchangers of the heat medium circuit.

[0114] As described above, according to this embodiment, the odor state is predicted based on odor information on the driving route (map information and / or other vehicle's interior / exterior air switching history) and the vehicle's own vehicle's interior / exterior air switching history, and the system switches to an interior air priority state (preferably to the interior air recirculation mode).

[0115] By combining the odor information with the vehicle's internal / external air ratio switching history for the vehicle's route, the accuracy of odor detection can be improved. Also, the vehicle can switch to the internal air recirculation mode, which can suppress the introduction of unpleasant odors, at the appropriate timing, i.e., before the passengers detect the odor, thereby improving passenger comfort.

[0116] Furthermore, by switching to the internal air circulation mode (internal air ratio of 100%) before the odor reaches the odor detection area based on odor information and the history of switching between internal and external air ratios, the introduction of external air can be blocked (suppressed) before the occupants sense a bad odor, thereby improving comfort inside the vehicle.

[0117] The host vehicle's internal / external air switching history is a history of when the vehicle's occupant switched to the internal air recirculation mode based on their own sense (sense of smell). Although olfaction (the degree to which the driver can sense odors) varies from person to person, it is possible to control the internal / external air switching in response to odor information, reflecting the occupant's (driver's) sense of smell.

[0118] In addition, since the odor state is predicted by acquiring the other vehicle's inside / outside air switching history, even if the vehicle's own vehicle's inside / outside air switching history is not stored, such as when traveling a new route, the odor state can be predicted effectively.

[0119] In addition, by setting the internal air recirculation mode only in the specified odor detection area and returning to the normal intake control mode after the odor has passed through the odor detection area, it is possible to prevent the introduction of bad odors while preventing odor buildup due to internal air recirculation in areas where no bad odors are occurring, thereby providing a comfortable interior space for occupants.

[0120] The spread of odors varies greatly depending on, for example, topography and weather, making it difficult to suppress the introduction of unpleasant odors using only map information (distance to the source). In this embodiment, by combining map information with the vehicle's own vehicle's internal / external air switching history and other vehicle's internal / external air switching history, the occupant's senses (olfactory sense) can be reflected in the prediction (identification) of the area where odors will spread (periodic detection area). Unlike conventional technology, which predicts whether a state in which a bad odor will be detected is based on whether the threshold value of weather information is exceeded, the prediction reflects the occupant's bodily sensation, thereby significantly improving prediction accuracy.

[0121] In addition to odor information (map information and / or other vehicle_interior / exterior air switching history) and host vehicle_interior / exterior air switching history, seasonal information and weather information (wind direction, temperature, humidity, etc.) may be added to predict odor conditions. In this case, it is desirable to obtain (local) real-time weather information from around the host vehicle or along the driving route whenever possible. Furthermore, other vehicle_interior / exterior air switching history and host vehicle_interior / exterior air switching history may be updated every season, and switching history according to the season may be referenced.

[0122] The vehicle air conditioner 1 of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit and scope of the present invention.

[0123] DESCRIPTION OF SYMBOLS 1 Vehicle air conditioning device 2 Compressor (electric compressor) 3 Air flow passage 4 Heat dissipation section 6 Outdoor expansion valve (pressure reduction section) 7 Outdoor heat exchanger (radiator) 8 Indoor expansion valve 9 Heat absorption section (evaporator) 10 HVAC system 10A Intake unit 12 Accumulator 13A to 13H Refrigerant piping 25 Navigation device 26 Intake port switching damper 27 Indoor blower (blower fan) 28 Air mix damper 29 Air outlet 30 Various sensors 31 Air outlet switching damper 32 Control device 35 Vehicle ECU 42 Intake port switching sensor 53 Air conditioning operation section 61 Heat medium circuit 251 Display section 252 Map information storage section 253 Position acquisition section 254 Route information generation section 257 Audio output section 258 Communication control section 320 Intake unit control unit 324 Communication control unit 325 Status acquisition unit 327 Switching history information management unit 328 Odor state prediction unit 329 Switching time determination unit

Claims

1. An air conditioning system for a vehicle comprising: an intake unit that controls the ratio of outside air to inside air (hereinafter referred to as "inside / outside air ratio") introduced into a vehicle cabin; and a control device that controls the intake unit, wherein the intake unit can switch the inside / outside air ratio in the vehicle cabin between an inside air priority state in which there is more inside air than outside air, and an outside air priority state in which there is more outside air than inside air, and the control device has: an odor information acquisition unit that acquires odor information outside the vehicle cabin on the driving route; a switching history information management unit that records and acquires a switching history of the inside / outside air ratio; an odor state prediction unit that predicts the odor state of the outside air based on at least one of the odor information and the switching history; and a switching time determination unit that can determine the time to switch to the inside air priority state based on the prediction result of the odor state prediction unit.

2. The vehicle air conditioning system according to claim 1, characterized in that the switching history is a history of points at which the inside air priority state was switched to when the driving route was traveled in the past.

3. The vehicle air conditioning system according to claim 1, characterized in that the odor information includes map information.

4. The vehicle air conditioning system according to claim 1, characterized in that the odor information includes other switching histories of other intake units in other vehicles.

5. The vehicle air conditioning system of claim 1, characterized in that the odor state prediction unit identifies an odor detection area where an odor is predicted to be generated, and the switching time determination unit determines the time to switch to the inside air priority state based on the odor detection area and the driving route.

6. The vehicle air conditioning system of claim 3, characterized in that the odor state prediction unit identifies an odor detection area where an odor that the occupants find unpleasant is predicted to be generated based on at least the map information, and the switching time determination unit determines the time to switch to the inside air priority state based on the odor detection area and the driving route.

7. The vehicle air conditioning system of claim 5 or 6, characterized in that, when the odor detection area is present on the driving route, the switching time determination unit determines the time before reaching the odor detection area as the time to switch to the inside air priority state.

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