JP2009120143A - Body temperature detector, and vehicle air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a body temperature detector measuring the body temperature of an occupant in real time without estimation, and also to provide a vehicle air conditioner controlling interior temperature based on the body temperature detected by the body temperature detector. <P>SOLUTION: This body temperature detector 100 detecting the body temperature of a driver has: an electromotive force detecting means 13 provided on a steering gripping member 20 and generating electromotive force in response to a temperature difference; and a body temperature detecting means 25 detecting the body temperature of the driver based on the electromotive force detected by the electromotive force detector 13. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a body temperature detection device that detects the body temperature of an occupant of a vehicle, and a vehicle air conditioner that controls the temperature in a vehicle interior using the body temperature of the occupant.

There is known a need to detect a driver's body temperature for air conditioning, physical condition management, etc., for example, and a technique for estimating a driver's body temperature in a non-contact manner has been proposed (see, for example, Patent Documents 1 and 2). ). Patent Document 1 describes an air conditioner that estimates a driver's body temperature by inputting a deviation between the passenger compartment temperature and the passenger compartment estimated temperature in a body temperature estimation model identified in advance. Further, Patent Document 2 discloses an air conditioner that estimates the driver's sense of temperature at the present time by inputting the body temperature of the driver's face measured in a non-contact manner with an infrared thermometer into a neural network in time series. Is described. In any air conditioner, information related to the body temperature of the driver can be acquired without binding the driver.
JP-A-7-223421 Japanese Patent No. 3235128

  However, in the air conditioner described in Patent Document 1, since it is assumed that the environmental temperature such as the passenger compartment temperature is substantially close to the body temperature, if noise enters the environmental temperature, an error occurs between the actual body temperature and the estimated body temperature. , It seems to expand over time. Moreover, the infrared thermometer of the air conditioning apparatus described in Patent Document 2 is easily affected by environmental noise such as sunlight.

  In other words, the air conditioners described in Patent Documents 1 and 2 have a problem that the error may increase when viewed from the point of followability to the actual body temperature on the time axis because the estimation of the body temperature or the temperature sensation is repeated.

  In view of the above problems, the present invention provides a body temperature detection device that measures in real time without estimating the body temperature of an occupant, and a vehicle air conditioner that controls the temperature in the vehicle interior based on the body temperature detected by the body temperature detection device. The purpose is to do.

  In view of the above problems, the present invention is a body temperature detection device that detects the body temperature of a driver, and is provided with an electromotive force detection unit that is disposed on a steering grip member and generates an electromotive force according to a temperature difference. Body temperature detecting means (for example, temperature detecting unit 25) for detecting the temperature of the driver based on the electromotive force detected by the power detecting means.

  According to the present invention, since the electromotive force is generated by the body temperature when the driver grips the grip member, the body temperature of the driver can be accurately detected. Since the gripping member is always gripped for steering, the body temperature can always be detected without a sense of incongruity.

  Further, the present invention is a vehicle air conditioner that controls the temperature of a passenger compartment using the body temperature of the driver detected by the body temperature detecting device according to claim 1, wherein the body temperature of the driver and the set temperature of the driver are And learning means (for example, temperature learning unit 53), and temperature control means (for example, auto air conditioner ECU 43) for controlling the temperature of the passenger compartment based on the learning result of the learning means. To do.

  According to the present invention, by learning the relationship between the body temperature and the set temperature, it is possible to air-condition to a temperature optimum for the driver.

  It is possible to provide a body temperature detection device that measures in real time without estimating the occupant's body temperature, and a vehicle air conditioner that controls the temperature in the passenger compartment based on the body temperature detected by the body temperature detection device.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

  1A is a front view of the steering wheel 20, and FIG. 1B is a side view of the steering wheel 20 viewed from the right side. A temperature sensor 13 is disposed on at least a part of the rim 11 of the steering wheel 20, thereby directly measuring the driver's body temperature. The temperature sensor 13 uses, for example, the Seebeck effect that generates an electromotive force when a temperature difference is given to two different heat conduction pairs. In this embodiment, a Peltier element is used to give a predetermined temperature difference between the two heat conduction pairs. To do.

  By directly measuring the body temperature of the driver, an accurate body temperature can be obtained, so that, for example, in a fully automatic air conditioner, the air conditioning in the vehicle can be appropriately controlled. Note that the direct measurement means, for example, that the driver's skin is in direct contact with the temperature sensor 13, but the surface of the temperature sensor 13 may be covered with a cosmetic seal, for example, the driver wears a glove. You may do it. That is, it includes contacting the temperature sensor 13 through an object that can be regarded as the same as the driver's body temperature.

  The steering wheel 20 is a gripping part used for steering a vehicle or the like. The steering wheel 20 is an annular rim 11 that is gripped by a driver steering the vehicle, a hub 14 that supports rotation of the rim 11, and the rim 11 and the hub 14. Are formed of a plurality of spokes 12 that are connected to each other. Note that the rim 11 is not annular, and may have another shape such as a shape in which a part of the ring is missing, which allows the driver to operate the vehicle or the like. Moreover, the cross section of the rim | limb 11 should just be a shape which a driver | operator is easy to grasp, such as circular and an ellipse.

  The temperature sensor 13 is configured by arranging temperature sensor elements 13-1, 13-2, 13-3,... 13-i (hereinafter referred to as temperature sensor elements 13n) having the same configuration in, for example, an array shape or a checkered pattern shape. Is done. The temperature sensor element 13n is 1 in at least a portion that the driver steadily grips (a left hand portion is a position from 9:00 to 10:00, a right hand portion is a position from 10 minutes to 15 minutes: hereinafter referred to as a steady gripping position). Arranged as described above, more preferably a plurality are arranged over the entire circumference. In FIG. 1, it arrange | positions over predetermined length in A direction so that a regular holding | grip position may be included. Further, in the cross-sectional view of the rim 11 and in the direction B, the rim 11 is disposed over at least a portion gripped by the driver, more preferably over the entire circumference.

  The temperature sensor element 13n has a predetermined thickness in the radial direction of the cross section of the rim 11, and has a square or rectangular contact surface on the surface of the rim 11. It may have a contact surface made of other shapes such as a circle, an ellipse, a polygon, and the like, and preferably a line-symmetric regular polygon, a circle, a point-symmetric regular even polygon, and the like are used. This is because there is little deviation in the surface area in all directions, and the surface of the rim 11 can be spread closely and without gaps.

  FIG. 2 shows some arrangement examples of the temperature sensor element 13n. In FIG. 2A, the plurality of temperature sensors 13 are arranged over the entire circumference of the steering wheel 20. By arranging it over the entire circumference, the body temperature can be detected regardless of the position of the driver around the circumference.

  FIG. 2 (b) shows an example in which a plurality of temperature sensor elements 13n are arranged over the entire circumference in the same manner, but the interval between the temperature sensor elements 13n is sparser than that in FIG. 2 (a). The interval between the temperature sensor elements 13n is determined such that, for example, when the steering wheel 20 is gripped, a part of the palm comes into contact with one or more temperature sensor elements 13n. Costs can be reduced by arranging the temperature sensor elements 13n sparsely. The density of the temperature sensor elements 13n does not need to be uniform over the entire circumference. For example, the steady gripping positions are arranged densely as shown in FIG. You may arrange | position sparsely like b).

  FIG. 2C shows an example of the shape and size of the temperature sensor element 13n. By using a relatively small temperature sensor element 13n as shown in FIG. 2 (a) or (b), even if the temperature sensor element 13n has a planar shape, it is arranged on a rim 11 having a circular cross section. It is possible to prevent the driver holding the vehicle from feeling uncomfortable. On the other hand, if the temperature sensor element 13n is curved in the A direction and the B direction, the area of the temperature sensor element 13n can be increased and the number can be reduced, so that the cost can be reduced by reducing the number of manufacturing steps.

  The temperature detection will be described. FIG. 3 is a block diagram of the temperature detection device 100, and FIG. 4 is a cross-sectional view of the rim 11 on which the temperature sensor element 13n is arranged, and the relationship between the temperature difference and the electromotive force. The temperature detection device 100 is controlled by the temperature controller 22. The temperature controller 22 is a computer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input / output interface, and the like, for example, by executing a program stored in the ROM. A temperature detection unit 25 described later is realized.

  The temperature sensor element 13n is, for example, a Peltier element as described above, and generates an electromotive force according to the temperature difference between the upper and lower surfaces, and controls one of the upper and lower surfaces to a constant temperature according to the current direction. it can. Hereinafter, the surface on which the temperature of the temperature sensor element 13n is controlled is referred to as a temperature control surface, and the other is referred to as a temperature detection surface.

  Since the Peltier element has no moving parts, maintenance is easy, noise is not generated, and the temperature of the same surface can be raised or lowered depending on the direction of the current. This is suitable for use in controlling the temperature of the surface of the temperature control surface embedded in 20. In order to keep one of the upper and lower surfaces at a predetermined temperature, a nichrome wire heater or the like may be used.

  In FIG. 4A, the temperature control surface of the temperature sensor element 13 n is arranged toward the center direction of the cross section of the rim 11. For example, when the driver contacts the temperature detection surface of the temperature sensor element 13n while keeping the temperature control surface inside the cross section constant at T degrees, the electromotive force is generated due to the temperature difference between T degrees and the driver's body temperature (hand temperature). Occurs. The amplifier 21 amplifies this electromotive force and outputs it to the temperature controller 22. Although there may be a slight difference between the body temperature (the temperature of the trunk) and the hand temperature, in this embodiment, the hand temperature is treated as the body temperature. Since it may be considered that there is a predetermined relationship between the hand temperature and the body temperature, the temperature of the trunk may be calculated from the hand temperature.

Therefore, if the relationship between the temperature difference between the temperature control surface and the temperature detection surface and the electromotive force is known, the temperature detection unit 25 can obtain the temperature of the temperature detection surface from the electromotive force. FIG. 4B shows an example of the relationship between the temperature difference between the temperature control surface and the temperature detection surface and the electromotive force. For example, when the temperature difference is TA, the electromotive force is A [V], and when the temperature difference is TB, the electromotive force is B [V]. From this, for example, when the electromotive force is A [V], the body temperature Th is Th = T + TA
Can be easily obtained.

  The relationship between the temperature difference and the electromotive force is not necessarily proportional in the entire region, but is proportional in a wide range in a practical temperature region temperature difference (TA to TB in FIG. 4B). As good as

  FIG.4 (c) is a figure which shows the relationship between the temperature difference and electromotive force which were obtained by experiment. It can be seen that the temperature sensor element 13n has a property of generating an electromotive force very linearly with respect to a temperature difference (about 5 to 80 degrees). The graph of FIG. 4C shows the relationship between the temperature difference and the electromotive force when the temperature on the low temperature side (temperature control surface) is set to 30 degrees, 25 degrees, and 20 degrees, respectively. It can be seen that there is a proportional relationship between the temperature difference and the electromotive force regardless of the temperature.

  Considering that the body temperature of the driver is about 35 to 39 degrees, when the temperature control surface is set to 30 degrees, the temperature difference is 5 to 9 degrees, and when the temperature control surface is set to 25 degrees, 10 to 14 is obtained. When the temperature control surface is 20 degrees, the temperature difference is 15 to 19 degrees. In these temperature differences, the temperature difference and the voltage are preferably proportional, so that the temperature control surface can be set in the range of 20 degrees to 30 degrees. However, if the temperature difference is too small, the electromotive force is also small, and the S / N ratio decreases, while if a large temperature difference is provided, the power consumption increases. The temperature of the temperature control surface can be determined from the above request.

  Note that since there is only a temperature difference, the temperature T of the temperature control surface may be set to 42 degrees to 57 degrees, for example, 5 degrees to 20 degrees higher than the body temperature, instead of lowering the body temperature.

  FIG. 5A shows an example of an electromotive force when the driver's body temperature is assumed, and FIG. 5B shows a graph in which the relationship between the body temperature and the electromotive force in FIG. In FIG. 5A, the temperature T of the temperature control surface is kept constant at 20 degrees. In order to assume the body temperature, the temperature detection surface may be controlled to a temperature corresponding to the body temperature using a Peltier element, or a heat source controlled to a constant temperature corresponding to the body temperature may be contacted.

  If the body temperature of the driver is 35 degrees, the temperature difference is 15, so the electromotive force is 1.324457 [V]. Similarly, if the body temperature of the driver is 36 degrees, the temperature difference is 16. Therefore, if the electromotive force is 1.369867 [V] and the body temperature of the driver is 37 degrees, the temperature difference is 17 Therefore, the electromotive force is 1.398769 [V]. Thus, by extracting experimentally the relationship between the temperature difference assumed for body temperature and the electromotive force, the body temperature of the driver can be detected from the electromotive force.

  The temperature controller 22 stores a temperature conversion table 26 indicating the relationship between electromotive force and body temperature as shown in FIG. 5A or 5B, and the temperature detection unit 25 is based on the electromotive force input from the amplifier 21. The temperature of the driver is detected with reference to the temperature conversion table 26. Since the electromotive force and the body temperature are in a proportional relationship, the relationship between the two can be expressed by a linear function, and the body temperature may be calculated by inputting the electromotive force into a predetermined function.

  As described above, the temperature detection device 100 according to the present embodiment can measure the body temperature of the driver in real time without estimation.

[Application example]
(A) Temperature control of the air conditioner The temperature detection device 100 of the present embodiment can detect the body temperature of the driver, so that the temperature control of the air conditioner is suitably executed based on the body temperature of the driver as described in the second embodiment. can do. By learning the relationship between the set temperature set by the driver and the body temperature, the driver can control the temperature to a comfortable temperature without setting the temperature.

  In some cases, sunlight directly reaches a part of the steering wheel 20. In this case as well, the temperature sensor element 13n generates an electromotive force by the radiant heat of the sun, but the temperature detecting device 100 of the present embodiment is like this. Can be eliminated. FIG. 6A shows an example of sunlight that reaches a part of the steering wheel 20. Since the temperature of the part directly exposed to sunlight rises above the body temperature, when the temperature rises locally, the temperature controller 22 eliminates the electromotive force of the temperature sensor element 13n to accurately determine the driver's body temperature. It is possible to detect. In addition, since the driver usually operates with the steering wheel 20 held, a part where a temperature equal to or higher than the body temperature is detected is excluded from a part where a temperature of about body temperature (35 to 37 degrees) is detected. May be.

(B) Detection of steering wheel 20 gripping By detecting the body temperature of the driver, it is possible to detect whether or not the driver is gripping the steering wheel 20. When the driver's body temperature is detected, it may be determined that the driver is seated in the driver's seat, prompting the meter ECU 23 to prompt adjustment of the tilt steering position or driving position, or forgetting to fasten the seat belt. You can ask to do it.

(C) Holding position of the steering wheel 20 When the temperature sensor element 13n is arranged on the entire circumference of the steering wheel 20, the temperature controller 22 can detect the holding position of the driver. For example, if a gripping position extremely different from the steady gripping position is detected for a predetermined time or more, the temperature controller 22 can request the meter ECU 23 to alert the driver.

  Further, since it can be detected that the driver is holding the steering wheel 20 only with one hand, the driver may be alerted in that case. For example, since it is not preferable to drive with one hand when turning right or left, if the temperature controller 22 detects that the driver is operating the steering wheel 20 with one hand when turning right or left, The ECU 23 is requested to call attention. Whether the vehicle is turning right or left can be detected from the winker operation or the route of the navigation system. In a driving situation where one-handed driving is preferable, such as when the vehicle is moved backward, the intention to move backward is detected from the shift position and alerting is prohibited.

  Further, when the steering wheel 20 is steered largely, such as a curve, the driver often holds a position different from the steady gripping position in advance so that the driver is in a steady gripping position during traveling of the curve or the like. FIG. 6B shows an example of the grip position of the driver before the right curve or right turn. In order to operate the steering wheel 20 clockwise, the driver's right hand holds around 1 o'clock and the left hand holds around 7 o'clock. Therefore, if the temperature controller 22 outputs the driver's grip position to, for example, the body ECU 24, the body ECU 24 can predict the steering direction immediately after the driver from the grip position.

  The body ECU 24 that predicted the immediately following steering direction can increase the light distribution in the steering direction of the headlight, for example, and the temperature controller 22 alerts the meter ECU 23 when traveling in the wrong direction with the navigation path. Can be requested.

[One form of block diagram of temperature detecting device 100]
In FIG. 3, each temperature sensor element 13n is electrically independent and input to the amplifier 21 (hereinafter referred to as an independent type). Thereby, the electromotive force generated individually by each temperature sensor element 13n can be detected individually, and the driver's gripping position and flooding such as sunlight can be detected. However, if the grip position of the driver is not detected, the amplifier 21 and each temperature sensor element 13n may be connected in series (hereinafter referred to as a collective type).

  FIG. 7 shows an example of a block diagram of the intensive temperature detection apparatus 100. In FIG. 7, since all the temperature sensor elements 13n are connected in series, the total electromotive force of each temperature sensor element 13n is input to the amplifier 21. In FIG. 7, when the temperature sensor elements 13n are arranged on the entire circumference, an electromotive force is generated because the temperature sensor elements 13n at positions not held by the driver have a temperature difference due to room temperature. By controlling the electric power so as not to be input to the amplifier 21, the body temperature of the driver can be accurately detected. Further, the temperature sensor element 13n may be provided only at the steady gripping position. The temperature detection device 100 of FIG. 7 can suppress an increase in cost because only two connection lines are input to the amplifier 21.

  Moreover, you may mix a stand-alone type and an aggregation type. For example, a stand-alone type is placed at the steady gripping position, and an aggregated type is placed at the other so that the body temperature of the driver who grips the steady gripping position can be detected with high accuracy, and a position other than the steady gripping position can be gripped. As a result, an approximate gripping position can be detected over the entire circumference. Even if sunlight directly reaches the steering wheel 20, it is guarded by the driver's palm if it is in the steady gripping position, and the driver's body temperature can be detected. Since it becomes higher than this, it can be excluded as a flood.

  Further, instead of mixing for each part such as the steady gripping position and the other positions, the independent type and the intensive type may be mixed over the entire circumference. For example, as shown in FIG. 2 (b), the independent type is sparsely arranged, and the aggregated type is arranged between them, so that the gripping position can be detected at a low cost and the contact area increases and the driver's body temperature can be easily detected. become.

  In the present embodiment, temperature control of an air conditioner using the temperature detection device 100 described in the first embodiment will be described.

  First, conventional temperature control will be briefly described. Conventionally, in an air conditioner called an auto air conditioner in the temperature control of an air conditioner, an environmental condition such as a room temperature is input to a set temperature set by a user to control the temperature, air volume, and direction of the air conditioner. In a fully automatic air conditioner, the body temperature of the driver is predicted by an indirect model, and the temperature, air volume, and direction of the air conditioner are controlled based on the predicted body temperature and environmental conditions (without the driver setting the temperature). It was. FIG. 8 shows an example of a conventional model for predicting a set temperature in a fully automatic air conditioner. In FIG. 8, the horizontal axis is the body temperature, and the vertical axis is the air conditioner set temperature. That is, in the conventional fully automatic air conditioner, a set temperature that the driver will set is determined in association with the body temperature of the driver, and the set temperature is determined based on the body temperature predicted by the model.

  Therefore, in the conventional fully automatic air conditioner, the body temperature of the driver is an estimated value, and the set temperature is only an estimated value. For this reason, it cannot be said that the temperature is controlled to be comfortable for the driver.

  In this embodiment, the temperature detector 100 accurately detects the body temperature of the driver, and learns the body temperature, the set temperature of the driver, and the environmental conditions, thereby controlling the temperature to the optimum temperature for the driver. Will be described.

  Birds and mammals are most active near 37 ° C, the optimal temperature at which enzymes work, so they try to keep their body temperature at this temperature (homeostasis). For example, when it is determined that the body temperature is high, the blood flow flowing through the limbs and the skin surface is increased and the body temperature is decreased, and when it is determined that the body temperature is low, the blood flow is reduced. Therefore, it is considered that if the blood flow is changed by this mechanism, the temperature of the palm is also changed, and the temperature detecting device 100 is sensitively measuring the temperature (sensible temperature) felt by the driver. That is, by controlling the temperature of the air conditioner based on the temperature detected by the temperature detection device 100, the temperature can be controlled to be optimal for the driver.

  FIG. 9 shows a block diagram of the air conditioner apparatus 200. The air conditioner 200 is controlled by an automatic air conditioner ECU (electronic control unit) 43. The auto air conditioner ECU 43 is a computer that controls the indoor temperature, the air volume, and the outlet according to environmental conditions such as the indoor temperature with the target temperature as a target.

  The temperature setting switch 31 is arranged on a control panel of an air conditioner provided in the center cluster, for example, and serves as a user interface for setting the indoor target temperature. The temperature setting switch 31 can select the “Auto” mode. When the “Auto” mode is selected, the auto air conditioner ECU 43 sets the target based on the body temperature of the driver detected by the air conditioner temperature detecting device 100. The temperature is determined and controlled to the optimum temperature for the driver without the input of the set temperature.

  A sensor for detecting the air temperature of each part is installed in the vehicle, and the inside air sensor 32 is arranged beside the center cluster, for example, to detect the room temperature of the vehicle. The solar radiation sensor 33 is provided on a dashboard, for example, and detects the amount of solar radiation. The outside air sensor 34 is provided inside the bumper, for example, and detects the outside air temperature outside the vehicle. The water temperature sensor 35 detects the engine water temperature of the engine cooling water. The post-evaporator sensor 36 detects the intake air temperature of the air after passing through the evaporator provided in the air conditioning unit.

  The airmic damper 37 is a valve that adjusts the ratio of the air passing through the two flow paths on the high temperature side and the low temperature side in the air conditioning unit according to the opening degree, and determines the blowing temperature, that is, the temperature of the conditioned air. The blower motor 38 blows air sucked from the suction port downstream of the air conditioning unit. The mode damper 39 adjusts the outlets that are blown into the vehicle compartment from the ventilator, the defroster, and the foot outlets. The inlet damper 41 adjusts the ratio of the outside air and the inside air sucked from the outside air side suction and the inside air side suction by the intake door. The compressor 42 adjusts the cooling capacity of the evaporator.

  The auto air conditioner ECU 43 calculates the target temperature and the detection values of the sensors 30, drives the airmic damper 37 with a predetermined drive signal, detects the position of each actuator 40 with a potentiometer, and sends the detection signal to the auto air conditioner. Input to the ECU 43. The auto air conditioner ECU 43 compares and verifies the drive signal and the detection signal (feedback control), and repeats the control so that each actuator 40 operates normally. For temperature control, fuzzy control, PID control, feedforward control, servo control, or the like may be used.

  Next, learning of body temperature and target temperature will be described. FIG. 10A shows an example of a functional block diagram of the auto air conditioner ECU 43, and FIG. 10B shows an example of temporal transition of the body temperature detected by the temperature detection device 100 and the set temperature set by the driver.

  The detection signal recording unit 52, the temperature learning unit 53, and the target temperature determination unit 56 in FIG. 10A are realized by the CPU of the automatic air conditioner ECU 43 executing a program or by an IC or the like. The log storage unit 54 and the control DB 55 are recorded in the memory of the auto air conditioner ECU 43.

  The personal identification unit 51 identifies the driver and makes it possible to execute optimum temperature control for each driver. For example, personal identification may be performed based on a face image photographed by a face camera, or based on biometric authentication such as a fingerprint or a key ID of a vehicle electronic key.

  The detection signal recording unit 52 acquires the set temperature input by the temperature setting switch 31, the environmental conditions detected by the sensors 30 and the body temperature detected by the temperature detection device 100, and records them in the log storage unit 54. The environmental conditions and body temperature of the sensors 30 are acquired every cycle time (for example, every 10 seconds), and the set temperature is acquired, for example, when the temperature setting switch 31 is operated. And the temperature learning part 53 learns the temperature which a driver | operator likes from the body temperature and environmental conditions based on the value memorize | stored in the log memory | storage part 54, and outputs the learning information mentioned later to control DB55.

  Briefly explain learning. For learning, the set temperature and body temperature are stored in association with each other, and after learning, the set temperature is automatically set as the target temperature, and the learning method such as a neural network or support vector machine is used. There is. The temporal transition of the body temperature and the set temperature set by the driver in FIG. 10B is an example of the former, and it can be seen that the user increases the set temperature when the body temperature decreases. If the set temperature is a comfortable temperature with respect to the body temperature, the line between the body temperature and the set temperature is expected to be a straight line parallel to time. Therefore, if the set temperature and the body temperature are stored in association with each other, the target temperature can be determined from the body temperature.

  Next, learning using a neural network will be briefly described. FIG. 11 shows an example of a neural network that learns the temperature preferred by the driver from body temperature and the like. Although the input layer has four terminals in FIG. 11, the number of terminals can be freely designed to input all detection values of the sensors 30 and the past detection values.

  The neural network compares the output (target temperature) and the correct answer (teacher signal) and learns to output the correct answer for various inputs to the input layer by changing the coupling weight between the terminals. To do. In this embodiment, the driver's set temperature Ts is a teacher signal.

For example, when the weights between four intermediate layers and the output layer are w1 to w4 and θ is a threshold value, X = Σ (xi · wi−θ), and the output Y of the output layer is
Y = f (X)
It can be expressed as. f (X) is, for example, a sigmoid function or tanh.

The learning in this case corresponds to minimizing an error R between Y obtained by giving an appropriate initial value to wi and a set temperature as a teacher signal. If the teacher signal is Ts, the loss function R is expressed by the following equation.
R = Σ (Ts−Y) ²
By gradually changing the weight wi and the threshold value θ so that the loss function R is minimized, learning can be performed so that correct answers can be output for various inputs.

  The change amount of the loss function R with respect to the change amount of the weight wi can be expressed by the following equation. Note that ε is a small positive constant called a learning coefficient.

これから重みｗｉの修正量Δｗｉが求められるので、修正後のｗｉを用いて学習を繰り返すことにより、中間層と出力層の間の重みｗｉを決定することができる。４つの端子の入力層と中間層の結合の重みの修正量は、中間層と出力層の重みの修正量を利用することで計算できる。学習の終了条件は、例えばＲが充分に小さくなった場合や温度差が所定値以下となった場合として定める。

Since the correction amount Δwi of the weight wi is obtained from this, the weight wi between the intermediate layer and the output layer can be determined by repeating learning using the corrected wi. The correction amount of the coupling weight of the input layer and the intermediate layer of the four terminals can be calculated by using the correction amount of the weight of the intermediate layer and the output layer. The learning end condition is determined, for example, when R becomes sufficiently small or when the temperature difference becomes a predetermined value or less.

  As described above, the temperature learning unit 53 determines the weight wi and stores it in the control DB 55 in association with the driver identification information (hereinafter referred to as learning information). The target temperature determination unit 56 extracts learning information and determines a target temperature based on the body temperature detected by the temperature detection device 100 and the environmental conditions detected by the sensors 30. Therefore, it is possible to air-condition to the optimal temperature for the driver's body temperature without setting the driver's temperature by fully learning.

  FIG. 12 is an example of a flowchart illustrating a procedure in which the automatic air conditioner ECU 43 performs learning and temperature control. The flowchart of FIG. 12 is started by turning on the switch of the air conditioner 200, for example.

  First, the auto air conditioner ECU 43 acquires the identification information identified by the personal identification unit 51 (S10). And temperature control is started according to the setting of the temperature setting switch 31 (S20). In the “Auto” mode, the target temperature is determined using the learning information in the control DB 55, and when the driver sets the temperature, each actuator 40 is controlled so as to become the set temperature.

  While performing the temperature control, the detection signal recording unit 52 detects whether the set temperature has been changed from the temperature setting switch 31 while detecting the body temperature and the environmental condition at every predetermined cycle time (S30, S40) ( S50).

  When the temperature setting is not changed (No in S50), the target temperature determination unit 56 extracts learning information with reference to the control DB 55 based on the body temperature and the environmental conditions detected by the sensors 30, and determines the target temperature. Then, the auto air conditioner ECU 43 determines whether or not the difference between the current temperature set value (set temperature set by the driver) and the determined target temperature is less than a predetermined value T0 (for example, about 0.5 degrees) (S60). ).

  If it is less than the predetermined value T0 (No in S60), it may be determined that the learning has ended, so the learning information calculated from the value stored in the log storage unit 54 is stored in the control DB 55 (S90). If it is less than the predetermined value T0 (No in S60), learning is repeated.

  On the other hand, when the temperature setting is changed in step S50 (Yes in S50), the detection signal recording unit 52 stores the set temperature, the environmental condition, and the body temperature in the log storage unit 54 (S80). Then, the temperature learning unit 53 updates the weight wi and determines whether or not the difference between the newly set temperature set value and the newly determined target temperature is less than the predetermined value T0 (S60). If it is less than the predetermined value T0 (No in S60), the same process is repeated from step S30 until the learning is completed, so that the weight wi that finally becomes the target temperature optimum for the driver's preference can be learned.

  As described above, the air conditioner 200 according to the present embodiment. The driver's body temperature is accurately detected instead of being estimated, and the driver's set temperature is learned for each driver based on the body temperature and environmental conditions, so that the temperature can be controlled to be optimal for the driver.

It is an example of the front view and side view of a steering wheel. It is a figure which shows some example of arrangement | positioning of a temperature sensor element. It is a figure which shows the block diagram of a temperature detection apparatus. It is sectional drawing of the steering wheel by which the temperature sensor element is arrange | positioned, and is a figure which shows the relationship between a temperature difference and an electromotive force. It is a figure which shows an example of the electromotive force at the time of assuming a driver | operator's body temperature. It is a figure which shows an example of the sunlight which reaches a part of steering wheel, an example of the holding position of the driver | operator before a right curve or a right turn. It is a figure which shows an example of the block diagram of an intensive type | mold temperature detection apparatus. It is a figure which shows an example of the prediction model of the conventional preset temperature in a full auto air conditioner. It is an example of the block diagram of an air-conditioner apparatus. It is a figure which shows an example of the functional block diagram of auto air-conditioner ECU, and an example of the time transition of the body temperature which the temperature detection apparatus detected, and the preset temperature which the driver | operator set. It is a figure which shows an example of the neural network which learns target temperature from body temperature etc. It is an example of the flowchart figure which shows the procedure in which auto air-conditioning ECU learns and temperature-controls.

Explanation of symbols

11 Rims 12 Spokes 13 Temperature Sensors 13n Temperature Sensor Elements 14 Hubs 20 Steering Wheels 21 Amplifiers 22 Temperature Controllers 100 Temperature Detection Devices 200 Air Conditioning Devices

Claims (6)

A body temperature detection device for detecting a driver's body temperature,
An electromotive force detecting means arranged on a steering member for generating an electromotive force according to a temperature difference;
Body temperature detection means for detecting the body temperature of the driver based on the electromotive force detected by the electromotive force detection means;
A body temperature detection device comprising: A vehicle air conditioner that controls the temperature of the passenger compartment using the body temperature of the driver detected by the body temperature detection device according to claim 1,
Learning means for learning the relationship between the body temperature of the driver and the set temperature of the driver;
Temperature control means for controlling the temperature of the passenger compartment based on the learning result of the learning means;
A vehicle air conditioner characterized by comprising: The body temperature detection unit prohibits detection of body temperature by the electromotive force when an electromotive force of a predetermined value or more is detected.
The body temperature detection device according to claim 1. When an electromotive force corresponding to a body temperature is detected only from one place of the gripping member by the electromotive force detection means, it has a warning means that alerts the driver according to the driving environment.
The body temperature detection device according to claim 1. When gripping at a gripping position for turning, which is different from a steady gripping position on the gripping member, is detected by an electromotive force detected by the electromotive force detecting means, a steering direction is predicted based on the gripping position for steering. Having a prediction means,
The body temperature detection device according to claim 1. The electromotive force detection means maintains one of the planes at a substantially constant temperature, and detects an electromotive force generated by a temperature difference between the substantially constant temperature and the temperature of the driver's hand.
The body temperature detection device according to claim 1.

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