JP6115419B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle, and more particularly to a vehicle capable of so-called pre-air conditioning in which an air conditioner is operated before a user gets on.

  In a vehicle configured to be able to generate a vehicle driving force by an electric motor, such as an electric vehicle, a hybrid vehicle, and a fuel cell vehicle, a relatively large-capacity power storage device is mounted to store the driving power of the electric motor. . In these vehicles, it is common to operate an air conditioner with electric power from a power storage device regardless of engine driving. Therefore, even before the user gets on the vehicle, cooling operation or heating operation by the air conditioner, that is, pre-air-conditioning is possible with the electric power from the power storage device.

  Japanese Patent Laying-Open No. 2008-308114 (Patent Document 1) describes an air conditioning control device that performs pre-air conditioning based on a scheduled departure time input by a user in a vehicle having the above-described pre-air conditioning function. .

JP 2008-308114 A

  However, if the user does not get on even after a predetermined time has elapsed after executing pre-air conditioning based on the user setting, energy for pre-air conditioning is wasted. In particular, when regular pre-air conditioning is executed by designating a day of the week, useless pre-air conditioning may be repeatedly executed.

  The present invention has been made to solve such problems, and an object of the present invention is that energy is consumed by repeated useless operation of the air conditioner before boarding according to user settings. Is to avoid.

  In the vehicle according to the present invention, the user sets in advance the air conditioner for adjusting the temperature in the passenger compartment, the boarding detection unit for detecting a passenger on the vehicle, and the periodic operation date and time of the air conditioner. A setting unit, a control unit for operating the air conditioner according to the operation date and time set by the user, and an output unit. When the control unit operates the air conditioner according to the periodic operation date and time set by the user, the output unit is not detected by the boarding detection unit within a predetermined time from the operation date and time, Information prompting the user to cancel or correct the setting of the operation date / time is output to the user.

  According to the above vehicle, an opportunity to cancel or correct the periodic setting according to the fact that the user's boarding is not detected even after a predetermined time has elapsed since the execution of the periodic pre-air conditioning set by the user. Can be automatically provided to the user. Thereby, it is possible to avoid unnecessary energy consumption by repeatedly performing useless pre-air-conditioning based on the setting of the periodic operation date and time without being noticed by the user.

  Preferably, when the air conditioner is operated according to the setting of the periodic operation date and time, the output unit continues for a predetermined number of times that no boarding of the personnel is detected by the boarding detection unit within a predetermined time from the operation date and time. Information is output to the user.

  In this way, it is possible to prevent information that prompts the user to cancel or correct the setting of the periodic operation date and time, and to prevent the user from being output with an excessive frequency.

  Preferably, the periodic operation date / time includes a day of the week and a time when the air conditioner operates.

  According to the present invention, in a vehicle having a function capable of operating an air conditioner before boarding a user, energy is consumed by repeated useless operation of the air conditioner before boarding according to a user setting. It can be avoided.

It is a block diagram for illustrating a schematic configuration of a vehicle having a pre-air conditioning function according to the embodiment of the present invention. It is a chart which shows the example of the regular setting of pre air conditioning. The flowchart for demonstrating the control processing regarding the pre-air-conditioning set regularly in the vehicle according to this Embodiment is shown. It is a flowchart for showing the control process at the time of user boarding in the vehicle according to the present embodiment. It is a flowchart for showing the control processing which concerns on the pre air conditioning at the time of the driving | operation start in the vehicle according to this Embodiment. It is a figure which shows an example of the information output with respect to a user.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

  FIG. 1 is a block diagram for illustrating a schematic configuration of a vehicle having a pre-air conditioning function according to an embodiment of the present invention.

  Referring to FIG. 1, vehicle 100 according to the embodiment of the present invention includes a power storage device BAT, a drive unit 200, and an air conditioning unit 300.

  The power storage device BAT is configured by a rechargeable electric storage element. For example, the power storage device can be a secondary battery such as nickel metal hydride or lithium ion. Hereinafter, power storage device BAT is also simply referred to as battery BAT. Note that the power storage device mounted on vehicle 100 is not limited to a secondary battery, and for example, an electric double layer capacitor may be used.

  Battery BAT supplies DC power to drive unit 200 and air conditioning unit 300 via positive electrode line PL1 and negative electrode line NL1. Further, the battery BAT is charged with DC power from the drive unit 200.

  The drive unit 200 is configured to be able to generate the driving force of the vehicle 100 by DC power supplied from the battery BAT. Specifically, drive unit 200 includes an engine 2, motor generators MG 1 and MG 2, a power split mechanism 4, a speed reducer 6, inverters 8 and 10, a capacitor C 1, and a converter 12.

  The engine 2 generates a driving force by rotating a crankshaft (not shown) by burning an air-fuel mixture of fuel and air. The driving force generated by the engine 2 is divided into two paths by the power split mechanism 4. One of the two paths is a path for driving a wheel (not shown, the same applies hereinafter) via the speed reducer 6, and the other is a path for driving the motor generator MG1.

  Each of motor generators MG1, MG2 is, for example, a three-phase AC rotating electric machine. Motor generator MG 1 generates a three-phase AC voltage using the power of engine 2 and outputs the AC voltage to inverter 8. Motor generator MG1 is driven by power by inverter 8 to start engine 2. Motor generator MG2 is driven by power by inverter 10 to generate a driving force for driving the wheels. At the time of regenerative braking of vehicle 100, motor generator MG <b> 2 generates power using the rotational force of the vehicle and outputs a three-phase AC voltage generated by the generated power to inverter 10.

  Inverter 8 is connected to positive electrode line PL2 and negative electrode line NL2, and performs power conversion from DC to AC or from AC to DC between converter 12 and motor generator MG1. More specifically, the inverter 8 includes an arm circuit for three phases that includes a plurality of switching elements each connected in series. Each switching element performs a periodic switching operation in accordance with a switching command PWM1. Thereby, the power conversion is realized.

  Inverter 10 is connected to positive electrode line PL2 and negative electrode line NL2, and performs power conversion from direct current to alternating current or alternating current to direct current between converter 12 and motor generator MG2. More specifically, inverter 10 includes an arm circuit for three phases that includes a plurality of switching elements each connected in series. Each switching element performs a periodic switching operation in accordance with a switching command PWM2. Thereby, the power conversion is realized.

  Capacitor C1 is connected to positive electrode line PL2 and negative electrode line NL2, and smoothes the voltage between positive electrode line PL2 and negative electrode line NL2.

  Converter 12 boosts the DC voltage output from battery BAT in response to switching command PWC, and outputs the boosted voltage to positive line PL2. In response to switching command PWC, converter 12 steps down DC power supplied from inverters 8 and 10 via positive line PL2 to the voltage level of battery BAT and supplies it to battery BAT.

  The air conditioning unit 300 is configured to be operable by DC power from the battery BAT. Specifically, the air conditioning unit 300 includes a compression unit 70 and a blower 82.

  The compression unit 70 includes an A / C inverter 72 and a compressor (COMP) 74. The A / C inverter 72 converts DC power from the battery BAT into AC power and supplies the AC power to the compressor 74. The compressor 74 compresses the refrigerant when AC power is supplied. The blower 82 sends air, the temperature of which has been adjusted by the operation of the compressor 74, into the vehicle interior.

  Vehicle 100 further includes a DC / DC converter 80 and a battery SB for supplying auxiliary system power.

  DC / DC converter 80 is connected to positive electrode line PL1 and negative electrode line NL1. The DC / DC converter 80 converts the voltage of the battery BAT into an auxiliary system operating voltage (for example, DC 12V) in response to the control command CH.

  Battery SB is mounted on vehicle 100 as a sub power storage device (sub battery) used as an auxiliary power source. The battery SB is a lead storage battery as an example, and is charged by DC power from the DC / DC converter 80. Further, the battery SB supplies the electric power stored in itself to the blower 82 or auxiliary equipment (not shown) such as an audio device, a vehicle interior light, and an indicator. As described above, the DC power from the DC / DC converter 80 is supplied to the auxiliary equipment group including the battery SB and the blower 82.

  Vehicle 100 further includes system main relays SMR1, SMR2, SMR3, ECU (Electronic Control Unit) 20, limit resistor R1, power switch 22, door sensor 24, seating sensor 25, information output unit 26, A receiving antenna 32 and a setting switch 36 are included.

  System main relay SMR1 and limiting resistor R1 are connected in series between the positive electrode of battery BAT and positive electrode line PL1. System main relay SMR2 is provided in parallel to system main relay SMR1 and limit resistor R1 connected in series, and is connected between the positive electrode of battery BAT and positive electrode line PL1. System main relay SMR3 is connected between the negative electrode of battery BAT and negative electrode line NL1. System main relays SMR1 to SMR3 are turned on (on state) or non-conductive (off state) in response to control command SE.

  When battery BAT is electrically connected to drive unit 200 and air conditioning unit 300, system main relays SMR1 and SMR3 are turned on first, and then system main relay SMR2 is turned on. Thereby, the inrush current generated when the battery BAT is electrically connected can be limited by the limiting resistor R1. After limiting the inrush current, the system main relay SMR1 is turned off.

  The power switch 22 is an operation switch for the user to start and stop the vehicle operation. When the power switch 22 is operated by the user, the power supply command ACC to the auxiliary equipment group, the command IGON for starting the vehicle system (particularly the drive unit 200) shown in FIG. 1, or the vehicle system is stopped. Command IGOFF to output to ECU20. Therefore, ECU20 can detect boarding of a user (personnel) to vehicle 100 according to the output of power switch 22 according to user operation.

  For example, when the power switch 22 is operated in the power-off state of the vehicle 100, the command ACC is generated and the power supply of the auxiliary equipment group is started, and the power switch 22 is further operated from this state. Thus, an IGON command is issued and the vehicle system is activated (IG on state). On the other hand, when the power switch 22 is operated while the vehicle system is in the operating state (IG on state), the command IGOFF is generated. Preferably, operations for starting and stopping vehicle 100, that is, commands IGON and IGOFF are issued by combining the operation of power switch 22 with another operation (for example, the user steps on the brake pedal).

  The door sensor 24 detects opening / closing of a door (not shown) of the vehicle 100. The ECU 20 can detect the boarding of the user (personnel) on the vehicle 100 by the door sensor 24 according to the opening of the door in the IG off state (vehicle system stop state).

  The seating sensor 25 detects seating on the seat by detecting a load applied to an unillustrated passenger seat of the vehicle 100. The ECU 20 can detect the user (personnel) getting on the vehicle 100 based on the output of the seating sensor 25.

  As described above, the ECU 20 can detect the user's boarding on the vehicle 100 based on the outputs from the power switch 22, the door sensor 24, and the seating sensor 25. That is, each of the power switch 22, the door sensor 24, and the seating sensor 25 corresponds to an example of a “boarding detection unit”. It should be noted that the “boarding detection unit” can be configured by any device as long as it can detect the user (personnel) boarding the vehicle 100.

  The information output unit 26 is configured to output a visual and / or audio message to the user in accordance with a command from the ECU 20. Thereby, information can be notified to the user. Typically, the information output unit 26 can be configured by a liquid crystal touch panel (instrument panel) and / or a speaker in the vehicle interior. Alternatively, the information output unit 26 can be configured by the screen of the communication device 34 and / or the speaker.

  The ECU 20 executes a program stored in advance in response to the command IGON. As a result, the vehicle system shown in FIG. 1 is activated and the vehicle 100 is ready to travel. That is, the vehicle 100 is in a state in which the vehicle 100 can start traveling by a user operation. For example, when the user releases the brake and depresses an accelerator pedal (not shown), the driving unit 200 can generate the driving force of the vehicle 100.

The ECU 20 calculates based on a signal transmitted from each sensor (not shown) (for example, a vehicle speed sensor), a traveling state, an accelerator opening, a state of charge (SOC) of the battery BAT, a map stored in the ECU 20 and the like. Execute the process. The ECU 20 generates a control command SE and switching commands PWC, PWM1, PWM2 and the like for executing control of the vehicle according to the operation of the driver. Further, the ECU 20 gives a control command CH to the DC / DC converter 80 in order to drive the auxiliary machine.

  The ECU 20 is connected to the setting switch 36 and the receiving antenna 32. In response to the air conditioning request CTL1 from the setting switch 36 or the air conditioning request CTL2 from the receiving antenna 32, the ECU 20 executes control for air conditioning the vehicle interior.

  The receiving antenna 32 receives the air conditioning request CTL1 transmitted from the communication device 34 by wireless or wired communication. Communication device 34 is not particularly limited, and may be a dedicated remote control device or a portable information terminal, for example. The setting switch 36 is disposed, for example, on the instrument panel and is operated by the user.

  The ECU 20 can execute air conditioning in the vehicle interior by operating the air conditioning unit 300 in accordance with the air conditioning requests CTL1 and CTL2 even when the user is not in the vehicle 100. That is, vehicle 100 is configured to be able to perform pre-air conditioning.

  More specifically, when executing pre-air conditioning, the ECU 20 first outputs a control command SE to the system main relays SMR1 to SMR3 to connect the battery BAT to the positive line PL1 and the negative line NL1. As described above, system main relays SMR1 and SMR3 are first turned on, and then system main relay SMR2 is turned on. Thereafter, system main relay SMR1 is turned off. Thereby, the battery BAT can supply DC power to the air conditioning unit 300.

  Note that the ECU 20 does not output the switching commands PWM1, PWM2, and PWC when executing pre-air conditioning. Therefore, inverters 8 and 10 and converter 12 remain stopped. Further, the ECU 20 gives a control command CMP to the compression unit 70 (A / C inverter 72). As a result, the compression unit 70 operates. Further, ECU 20 gives control commands CH and BL to DC / DC converter 80 and blower 82 to operate DC / DC converter 80 and blower 82, respectively.

  The ECU 20 has a clock (timer) function, and can operate the air conditioning unit 300 according to the pre-air conditioning operation date and time set in advance by the user. That is, the “control unit” is configured by the ECU 20. When the air conditioning requests CTL1 and CTL2 corresponding to the user input to the communication device 34 or the setting switch 36 are transmitted to the ECU 20, the ECU 20 operates the operation date and time of the air conditioning unit 300 for pre-air conditioning according to the user input (hereinafter simply referred to as operation). Can also be set. Thereby, the function of a pre air conditioning is implement | achieved. For example, the ECU 20 starts pre-air conditioning according to the operation date and time set by the user, and after the pre-air conditioning starts, when the temperature of the passenger compartment reaches a predetermined temperature (for example, a user set temperature) or When the time elapses, the pre-air conditioning is terminated by stopping the air conditioning unit 300.

  As an aspect of the pre-air conditioning, the user designates the operation date and time including the day of the week to instruct the regular execution of a plurality of times of pre-air conditioning that matches the operation date and time by a single user setting. be able to. Here, the designation of the day of the week may include selecting a plurality of days by designating weekdays or holidays (including holidays) in addition to directly selecting each day of the week from Sunday to Saturday. Such setting of the operation date and time that leads to the execution of pre-air conditioning multiple times by the user is also referred to as “periodic setting” below. Regular settings are also specified by user input to the communication device 34 or the setting switch 36. That is, the communication device 34 and the setting switch 36 correspond to an example of a “setting unit”.

FIG. 2 is a chart showing an example of regular setting of pre-air conditioning.
With reference to FIG. 2, the operation date and time of the periodic setting by the user includes designation of a day of the week (designation of a day to Saturday, designation of a weekday (Monday to Friday), etc.) and designation of a time (hour, minute). For example, the example of FIG. 3 shows a state where n (n: natural number) periodic settings are input by the user. According to the first periodic setting, pre-air conditioning is executed on weekdays, that is, every day from Monday to Friday at 6:00 pm until the periodic setting is canceled.

  The pre-air conditioning setting further includes the above-described user set temperature or air conditioning time. The user set temperature and the air conditioning time may be specified for each operation date and time, or a common temperature may be specified for each operation date and time.

  Alternatively, the user may designate the departure date and time by the vehicle 100 instead of directly inputting the operation date and time, that is, the pre-air conditioning time. In this case, the operation date and time for pre-air conditioning is obtained by the ECU 20 by back calculation from the departure date and time.

  A count value is defined corresponding to each regular setting of the pre-air conditioning. That is, the count value CNT (i) is defined corresponding to the i-th periodic setting. For example, in the example of FIG. 2, the count values CNT (1) to CNT (n) are assigned to n periodic settings (i: a natural number of 1 ≦ i ≦ n).

  As described above, the air conditioning unit 300 operates using the stored power of the battery BAT. Therefore, if the user does not get on even after a certain period of time has elapsed after the pre-air conditioning is performed, energy is wasted. Therefore, when periodic pre-air conditioning is executed according to the regular setting, useless pre-air conditioning may be repeatedly executed.

  Therefore, in the vehicle according to the present embodiment, the following control is executed so as to avoid repeated useless pre-air-conditioning according to a periodic pre-air-conditioning instruction from the user.

  FIG. 3 is a flowchart for explaining control processing related to pre-air conditioning that is set periodically.

  The control process according to the flowchart shown in FIG. 3 is periodically executed by the ECU 20 in FIG.

  In step S100, the ECU 20 confirms whether or not the pre-air conditioning is regularly set. For example, when the pre-air-conditioning operation date and time set by the user includes a plurality of dates and times by specifying the day of the week or the like, step S100 is determined as YES. ECU20 skips step S110-S130, and complete | finishes a process, when the regular setting of pre air conditioning is not made (at the time of NO determination of S100).

  When the pre-air conditioning is regularly set (YES at S100), the ECU 20 determines whether or not the regularly set operation date / time has arrived at step S110. If the regularly set operation date has not arrived (NO in S110), the ECU 20 skips steps S120 and S130 and ends the process.

  When the pre-air-conditioning has been set periodically, the ECU 20 proceeds to step S120 and activates the air-conditioning unit 300 when the set date and time comes (when YES is determined in S110). Thereby, pre air-conditioning is performed. As described above, the started pre-air conditioning is terminated when the temperature of the passenger compartment reaches a predetermined temperature or when a predetermined air-conditioning time has elapsed.

  Furthermore, ECU20 advances a process to step S130 and memorize | stores the setting information regarding the pre air conditioning performed by step S120. For example, a flag indicating that the pre-air conditioning by the regular setting has been executed is turned on, and information for specifying the user's regular setting corresponding to the executed pre-air conditioning is stored.

  FIG. 4 is a flowchart for illustrating control processing when the user gets on the vehicle according to the present embodiment.

  Referring to FIG. 4, ECU 20 has detected whether the user has boarded vehicle 100 based on at least one of the outputs of power switch 22, door sensor 24, and seating sensor 25 shown in FIG. 1 in step S <b> 200. Judge whether or not.

  When the user boarding is detected (when YES is determined in S200), the ECU 20 starts processing in steps S210 to S290 described below. On the other hand, when no user boarding is detected (NO in S200), the processes in steps S210 to S290 are not started.

  In step S210, the ECU 20 reads out information related to the regular setting stored in step S130 (FIG. 3) during pre-air conditioning. Thus, whether or not the pre-air conditioning by the regular setting has been executed between the previous user getting off or the end of driving and before the user's boarding, and any one of the n regular settings input by the user It is possible to specify whether pre-air conditioning has been performed according to the setting. Here, it is assumed that pre-air-conditioning is performed according to the k-th (k: 1 ≦ k ≦ n natural number) periodic setting.

  In step S215, the ECU 20 determines whether or not pre-air conditioning based on regular settings has been executed before boarding the user. When the pre-air conditioning based on the regular setting is not executed (NO in S215), the following steps S220 to S290 are skipped and the process is terminated.

  When the pre-air conditioning based on the regular setting is being executed (YES in S215), the ECU 20 calculates an elapsed time ΔT from the pre-air conditioning based on the regular setting to the user boarding in step S220. Further, in step S230, the ECU 20 compares the elapsed time ΔT calculated in step S220 with the reference time Tt.

  If the elapsed time ΔT is longer than the reference time Tt, that is, if the user has not boarded after the pre-air conditioning even after the reference time Tt has elapsed (YES determination in S230), the ECU 20 proceeds to step S240. To increase the count value CNT (k) of the kth periodic setting corresponding to the executed pre-air conditioning by 1.

  Further, in step S250, the ECU 20 compares the count value CNT (k) counted up in step S240 with the reference value Ct. When count value CNT (k) reaches reference value Ct, ECU 20 turns on flag FLG (k) corresponding to the regular setting in step S260, and then advances the process to step S290.

  On the other hand, when the elapsed time ΔT calculated in step S220 is equal to or shorter than the reference time Tt, that is, when the user gets on the vehicle after the pre-air conditioning until the reference time Tt elapses, the ECU 20 performs step S260. The count value CNT (k) corresponding to the kth periodic setting is cleared to zero. Further, ECU 20 turns off flag FLG (k) in step S280 and advances the process to step S290.

  Further, the ECU 20 turns off the flag FLG (k) in step S280 when NO is determined in step S250, that is, when the count value CNT (k) counted up in step S240 has not reached the reference value Ct. Then, the process proceeds to step S290. At this time, the count value CNT (k) is maintained at the value after the count-up in step S240.

  When the processing of the count value CNT (k) of the kth periodic setting corresponding to the executed pre-air conditioning and the flag FLG (k) is completed (S240 to S280), the ECU 20 performs the executed pre-air conditioning in step S290. Clears the memory contents related to the periodic settings. As a result, when pre-air conditioning based on the periodic setting is executed thereafter, information related to the periodic setting can be newly stored.

  In this way, for each of the periodic settings for pre-air conditioning by the user shown in FIG. 2, the elapsed time ΔT from the pre-air conditioning based on the regular settings until the user actually gets on is managed. The elapsed time ΔT is longer than the reference time Tt, that is, the fact that the user's boarding is not detected even after the reference time Tt has elapsed since the preset pre-air-conditioning is executed. If it occurs, it is determined that the pre-air conditioning is based on useless regular settings, and a flag corresponding to the regular settings is turned on. It is also possible to set Ct = 1. In this case, if the user's boarding is not detected even after the reference time Tt has elapsed since the preset pre-air conditioning is executed, it is immediately determined that the pre-air conditioning by the regular setting is useless, The corresponding flag can be turned on.

  FIG. 5 is a flowchart for illustrating control processing related to pre-air conditioning at the start of operation in the vehicle according to the embodiment of the present invention, that is, at the time of generation of command IGON. That is, in the series of operations in which the user gets on and further operates the power switch 22 to start the vehicle operation, the control process shown in FIG. 5 is executed after the control process shown in FIG. 4 is completed. Is done.

  Referring to FIG. 5, when command IGON is generated in step S300 (when YES is determined in S300), ECU 20 executes a series of processes in steps S310 to S390. On the other hand, except when the command IGON is generated (when NO is determined in S300), the ECU 20 does not start the processes in steps S310 to S390.

  In step S310, the ECU 20 sets the parameter i to the initial value 1 (i = 1) and advances the process to step S320.

  In step S320, the ECU 20 determines whether the flag FLG (i) corresponding to the i-th regular setting is turned on according to the current value of the parameter i. Then, when FLG (i) is turned on (when YES is determined in S320), the ECU 20 advances the process to step S330 to prompt the user to correct or delete the i-th periodic setting. Is output from the information output unit 26 to the user.

  FIG. 6 shows an example of output information when step S330 is executed when i = 1. That is, use of the information output unit 26 shown in FIG. 1 causes unnecessary energy consumption due to pre-air-conditioning designating “6 pm on weekdays” corresponding to the first periodic setting shown in FIG. Screen information for notifying that the user is doing is output to the user. Further, screen information for requesting the user to input an instruction as to whether or not to turn off the periodic setting is output to the user.

  The user can select whether or not to cancel the displayed pre-air conditioning regular setting for the screen information by operating the touch panel or the like. In this way, for the i-th periodic setting for which the corresponding flag FLG (i) is turned on, information prompting the user to cancel or correct the periodic setting can be output to the user.

  Referring to FIG. 5 again, in step S340, ECU 20 confirms the user's instruction input for the information output in step S330. When the user inputs an instruction to modify or cancel the i-th periodic setting, for example, when “YES” is operated on the screen of FIG. 6, the ECU 20 proceeds to step S350. The correction / cancellation of the periodic setting is executed.

  On the other hand, when the user has not input an instruction for correction / cancellation (when NO is determined in S340), for example, when “NO” is operated on the screen of FIG. The i-th periodic setting is maintained.

  Further, after executing step S350 or S360, the ECU 20 turns off the flag FLG (i) corresponding to the i-th periodic setting that prompted the user to correct / cancel in step S370.

  When the processing related to the flag FLG (i) in steps S320 to S360 ends, the ECU 20 advances the processing to step S380 and adds 1 to the parameter i. In step S390, the ECU 20 compares the parameter i incremented in step S380 with the regularly set number (n) of pre-air conditioning.

  The ECU 20 repeatedly executes the processes of steps S320 to S380 while i ≦ n (when NO is determined in S390). On the other hand, the ECU 20 ends the process when i> n (YES in S390).

  Thereby, it is confirmed whether or not the corresponding flag is turned on for each of the n regular settings of the pre-air conditioning set by the user, and the user is prompted to correct / cancel the regular setting when the flag is turned on. Information can be output.

  Thereby, in the vehicle according to the present embodiment, the regular setting is corrected in response to the fact that the user's boarding is not detected even after a predetermined time (reference time Tt) has elapsed since the preset pre-air-conditioning is executed. Or the user can be given the motivation to cancel. Thereby, it is possible to avoid unnecessary energy consumption due to repeated execution of useless pre-air conditioning based on regular settings without the user's knowledge.

  Further, in accordance with the reference value Ct shown in FIG. 4, when wasteful pre-air conditioning due to the regular setting occurs continuously a plurality of times, information for prompting the user to correct / cancel the regular setting is output. By doing so, it is possible to avoid bothering the user by outputting the information with excessive frequency.

  In addition, after the pre-air conditioning is finished and before the user's boarding is detected, when the pre-air-conditioning operation date / time by another periodic setting arrives (step S110 in FIG. 3), in step S120 (FIG. 3), It is preferable to mask the execution of pre-air conditioning. This is for avoiding repeated useless pre-air-conditioning when the user does not get on the vehicle 100 for a long time due to travel or the like. In this case, if the setting information about the masked pre-air conditioning is not stored in step S130 (FIG. 3), useless pre-air conditioning can be detected for the actually executed pre-air conditioning. .

  In addition, after the completion of pre-air conditioning and before the user boarding is detected, if the user setting date and time of pre-air conditioning is changed, the pre-air conditioning according to the changed setting date and time may be before the user boarding It is preferable to perform pre-air conditioning without masking. This is to give priority to the user's intention to change the setting.

  It should be noted that the configuration of drive unit 200 in vehicle 100 is an example, and it will be described in a positive manner that the present invention is applicable without limiting the configuration of the vehicle drive system. Further, it is possible to add a configuration for charging the battery BAT (on-vehicle power storage device) with a power supply outside the vehicle to the configuration of the vehicle 100 shown in FIG. In such an externally chargeable vehicle, there is no contact with the vehicle 100 via an external power source electrically connected to the vehicle 100 via a charging cable, or via electromagnetic coupling by a coil or the like. The battery BAT can be charged with power from an external power supply that supplies power. In a vehicle capable of external power supply, pre-air conditioning may be performed during external charging, that is, during power feeding from the external power supply. In this case, unlike the vehicle of FIG. 1, pre-air conditioning is executed using electric power from an external power source. However, by applying the present invention, wasteful pre-air conditioning according to a regular setting causes It is possible to avoid unnecessary consumption of energy. Thus, the present invention can be commonly applied to vehicles having a pre-air conditioning function without limiting the configuration of the vehicle drive system, the presence or absence of an external charging function, and the like.

  In addition, in a vehicle having an external charging function, a mode in which the vehicle is incorporated into the energy management system of the house and the execution of the external charging or the charging date and time is set from the control panel provided in the house is assumed. In such a system, the communication device 34 and the information output unit 26 shown in FIG. 1 may be provided in the control panel.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  2 engine, 4 power split mechanism, 6 speed reducer, 8, 10 inverter, 12 converter, 22 power switch, 24 door sensor, 25 seating sensor, 26 information output unit, 32 receiving antenna, 34 communication device, 36 setting switch, 70 compression Unit, 72 A / C inverter, 74 compressor, 80 DC / DC, 82 blower, 100 vehicle, 200 drive unit, 300 air conditioning unit, BAT battery (power storage device), C1 capacitor, CH, CMP, SE control command, CNT ( i) Count value, CTL1, CTL2 air conditioning request, Ct reference value, FLG (i) flag, MG1, MG2 motor generator, NL1, NL2 negative line, PL1, PL2 positive line, PWC, PWM1, PWM2, PWC, PWM1 switch Ching command, R1 limit resistor, SMR1 to SMR3 system main relay, Tt reference time.

Claims (3)

An air conditioner for adjusting the temperature in the passenger compartment;
A boarding detection unit for detecting the boarding of personnel on the vehicle;
A setting unit for the user to set in advance the periodic operation date and time of the air conditioner;
A control unit for operating the air conditioner according to the operation date and time set by the user;
When the control unit operates the air conditioner according to the periodic operation date and time set by the user, according to the fact that the boarding detection unit is not detected by the boarding detection unit within a predetermined time from the operation date and time, A vehicle comprising: an output unit for outputting information prompting the user to cancel or correct the setting of the operation date and time.   When the air conditioner is operated according to the setting of the periodic operation date and time, the output unit continues for a predetermined number of times that no boarding of a person is detected by the boarding detection unit within a predetermined time from the operation date and time. The vehicle according to claim 1, wherein the information is output to the user when it is done.   The vehicle according to claim 1, wherein the periodic operation date and time includes a day of the week and a time when the air conditioner operates.

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