JP2021024485A - Device for vehicle for suppressing outside air from flowing in, system for vehicle for suppressing outside air from flowing in, method for vehicle for suppressing outside air from flowing in, and control program - Google Patents

Abstract

To enable suppressing an amount of air conditioning power consumed due to outside air flowing in when the door of the passenger transport vehicle is open while reducing passengers' discomfort caused by temperature changes inside the vehicle due to the outside air flowing in when the door of the passenger transport vehicle is open.SOLUTION: A device for a vehicle for suppressing outside air from flowing in, comprises: a stop detection part 202 that detects stopping of the vehicle at a boarding/alighting position; a suppression control part 204 that controls a door opening/closing actuator 30; and a wind direction identification part 203 that identifies a wind direction at the boarding/alighting position. The suppression control part 204 controls the door opening/closing actuator 30 to automatically open the entrance/exit door in a direction most significantly blocking air flowing into an entrance/exit along a wind direction, according to the wind direction identified by the wind direction identification part 203 on the basis of the stopping of the vehicle at the boarding/alighting position detected by the vehicle stop detection part 202.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a vehicle outside air inflow suppression device, a vehicle outside air inflow suppression system, a vehicle outside air inflow suppression method, and a control program.

Conventionally, a technique for adjusting the temperature inside a vehicle has been known. For example, in Patent Document 1, the amount of temperature change in the vehicle when arriving at the next station is derived based on the increase or decrease in the number of passengers in the reserved seat vehicle at the next station, and the air conditioning capacity is controlled according to the derived predicted vehicle interior temperature. The technology is disclosed. In the technique of Patent Document 1, when the number of passengers in the reserved seat vehicle increases at the next station, the air conditioning capacity is controlled to be high during the cooling operation, while the air conditioning capacity is controlled to be low during the heating operation.

Japanese Patent No. 6168792

In the technique disclosed in Patent Document 1, when the number of passengers increases, the air conditioning capacity is controlled to be low during the heating operation. Therefore, in the technique disclosed in Patent Document 1, the amount of temperature change in the vehicle due to the amount of heat generated by the passenger is assumed, but the amount of temperature change in the vehicle due to the inflow of outside air when the door is opened is not assumed. Therefore, it is difficult to reduce the discomfort of passengers due to the temperature change in the vehicle due to the inflow of outside air when the door is opened. In addition, if the temperature inside the vehicle during heating and cooling changes significantly due to the inflow of outside air, the consumption of air conditioning power for maintaining the target temperature increases.

One purpose of this disclosure is to reduce passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, and to reduce the discomfort of passengers due to the inflow of outside air when the door of the passenger transport vehicle is opened. It is an object of the present invention to provide a vehicle outside air inflow suppression device, a vehicle outside air inflow suppression system, a vehicle outside air inflow suppression method, and a control program, which can suppress the consumption of the vehicle.

The above objectives are achieved by a combination of the features described in the independent claims, and the sub-claims provide for further advantageous embodiments of the disclosure. The reference numerals in parentheses described in the claims indicate, as one embodiment, the correspondence with the specific means described in the embodiments described later, and do not limit the technical scope of the present disclosure. ..

In order to achieve the above object, the first vehicle outside air inflow suppression device of the present disclosure is used in a passenger transport vehicle to stop the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle. Suppression control unit (204,204a) that controls the stop detection unit (202,202b) to detect and the suppression mechanism (26,30,30a) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened. , 204b) and a wind direction specifying unit (203) that specifies the wind direction at the stop position, and the suppression control unit detects that the passenger transport vehicle has stopped at the stop position based on the stop detection unit. The suppression mechanism is operated according to the wind direction specified by the wind direction specifying unit.

In order to achieve the above object, the first method for suppressing the inflow of outside air for a vehicle of the present disclosure is carried out by a computer on a passenger transport vehicle, and the passenger transport vehicle is stopped at a stop position for getting on and off the passengers of the passenger transport vehicle. Is detected, the wind direction at the stop position is specified, and based on the detection of the stop of the passenger transport vehicle at the stop position, the outside air from the entrance / exit where the door of the passenger transport vehicle is opened according to the specified wind direction. It includes a step of operating a suppression mechanism (26, 30, 30a) for suppressing the inflow of the vehicle.

In order to achieve the above object, the first control program of the present disclosure uses a computer as a stop detection unit (202, 202b) for detecting a stop of a passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle. ), The wind direction identification unit (203) that specifies the wind direction at the stop position, and the stop detection unit detects that the passenger transport vehicle has stopped at the stop position. It functions as a suppression control unit (204, 204a, 204b) that operates a suppression mechanism (26, 30, 30a) that suppresses the inflow of outside air from the mouth.

According to these, based on detecting the stop of the passenger transport vehicle at the stop position for passengers getting on and off the passenger transport vehicle, the door of the passenger transport vehicle opens according to the specified wind direction. The suppression mechanism that suppresses the inflow of outside air is operated. Therefore, when the passenger transport vehicle stops at the stop position and opens the door of the entrance / exit, it is possible to suppress the flow of air to the entrance / exit along the wind direction and suppress the inflow of outside air from this entrance / exit. It will be possible. By suppressing the inflow of outside air from the entrance / exit with the door open, it is possible to prevent the temperature inside the passenger transport vehicle from changing significantly. Further, by suppressing a large change in the temperature inside the passenger transport vehicle, it is possible to suppress an increase in the consumption of air-conditioning power for maintaining the target temperature. As a result, while reducing passenger discomfort caused by temperature changes inside the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. It becomes possible to do.

In order to achieve the above object, the second vehicle outside air inflow suppression device of the present disclosure is used in a passenger transport vehicle, and is used in a door open detection unit (207) that detects that the door of the entrance / exit of the passenger transport vehicle opens. ) And the suppression control unit (204c, 204d, 204e) that controls the suppression mechanism (31, 32, 33, 34, 35, 36) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened. The suppression control unit operates the suppression mechanism based on the detection that the door is opened by the door open detection unit.

In order to achieve the above object, the second method for suppressing the inflow of outside air for a vehicle of the present disclosure is implemented by a computer on a passenger transport vehicle, detects that the door of the entrance / exit of the passenger transport vehicle opens, and opens the door. Based on the detection of, the step of operating the suppression mechanism (31, 32, 33, 34, 35, 36) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened is taken. Including.

In order to achieve the above object, the second control program of the present disclosure uses a computer as a door open detection unit (207) for detecting that the door of the entrance / exit of a passenger transport vehicle opens, and a door open detection unit for the door. Suppression to operate the suppression mechanism (31, 32, 33, 34, 35, 36) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened based on the detection that the door opens. It functions as a control unit (204c, 204d, 204e).

According to these, based on the detection that the door of the entrance / exit of the passenger transport vehicle is opened, the suppression mechanism for suppressing the inflow of outside air from the entrance / exit of the passenger transport vehicle is operated. Therefore, when the door of the entrance / exit of the passenger transport vehicle is opened, it is possible to suppress the inflow of outside air from this entrance / exit. By suppressing the inflow of outside air from the entrance / exit with the door open, it is possible to prevent the temperature inside the passenger transport vehicle from changing significantly. Further, by suppressing a large change in the temperature inside the passenger transport vehicle, it is possible to suppress an increase in the consumption of air-conditioning power for maintaining the target temperature. As a result, while reducing passenger discomfort caused by temperature changes inside the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. It becomes possible to do.

In order to achieve the above object, the third vehicle outside air inflow suppression device of the present disclosure is used in a passenger transport vehicle, and a door open / close detection unit (208) that detects the opening / closing of the door of the entrance / exit of the passenger transport vehicle. And a suppression control unit (204f) that controls a suppression mechanism (37) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened. The suppression mechanism is the pressure inside the passenger transport vehicle. After the door open / close detection unit detects that the door has closed, and until the door open / close detection unit detects that the door opens. In addition, the suppression mechanism is operated so that the pressure inside the passenger transport vehicle is higher than the outside pressure.

In order to achieve the above object, the third method for suppressing the inflow of outside air for a vehicle of the present disclosure is implemented by a computer on a passenger transport vehicle, detects the opening and closing of the door of the entrance / exit of the passenger transport vehicle, and closes the door. The step includes operating a suppression mechanism (37) that raises the air pressure inside the passenger transport vehicle to be higher than the outside air pressure before detecting that the door is opened.

In order to achieve the above object, the third control program of the present disclosure uses a computer as a door open / close detection unit (208) for detecting the opening / closing of the door at the entrance / exit of a passenger transport vehicle, and a door opening / closing detection unit for the door. After detecting that the door is closed and before the door open / close detection unit detects that the door is opened, the suppression mechanism (37) that raises the air pressure inside the passenger transport vehicle to be higher than the outside air pressure is operated. It functions as a suppression control unit (204f).

According to these, after detecting that the door is closed and before detecting that the door is opened, a suppression mechanism that raises the air pressure inside the passenger transport vehicle to be higher than the outside air pressure is operated. If the air pressure inside the passenger transport vehicle is higher than the outside air pressure by the time the door opens, natural convection will occur due to the difference between the air pressure inside the room and the outside air pressure when the door at the entrance of the passenger transport vehicle opens. Indoor air will be discharged from the entrance / exit. Therefore, when the door of the entrance / exit of the passenger transport vehicle is opened, it is possible to suppress the inflow of outside air from this entrance / exit. By suppressing the inflow of outside air from the entrance / exit with the door open, it is possible to prevent the temperature inside the passenger transport vehicle from changing significantly. Further, by suppressing a large change in the temperature inside the passenger transport vehicle, it is possible to suppress an increase in the consumption of air-conditioning power for maintaining the target temperature. As a result, while reducing passenger discomfort caused by temperature changes inside the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. It becomes possible to do.

In order to achieve the above object, the vehicle outside air inflow suppression system of the present disclosure is used in a passenger transport vehicle, and any of the above-mentioned vehicle outside air inflow suppression devices (20, 20a, 20b, 20c, 20d, 20e). , 20f) and a suppression mechanism (26, 30, 30a, 31, 32, 33, 34, 35, 36) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened.

According to this, since any of the above-mentioned vehicle outside air inflow suppression devices is included, passenger transportation is reduced while reducing passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transportation vehicle is opened. It is possible to suppress the consumption of air-conditioning power due to the inflow of outside air when the vehicle door is opened.

It is a figure which shows an example of the schematic structure of the vehicle system 1. It is a figure for demonstrating an example of the right-and-left opening of an entrance / exit door of a vehicle Ve. It is a figure which shows an example of the schematic structure of the vehicle side unit 2. It is a figure which shows an example of the schematic structure of the energy management ECU 20. It is a figure for demonstrating an example of switching the direction which opens a door according to a wind direction. It is a flowchart which shows an example of the flow of the process related to the suppression of the inflow of outside air in the energy management ECU 20. It is a graph which shows the temperature change in the interior of the vehicle Ve and the change in the consumption of air conditioning power when the inflow of outside air is not suppressed from the entrance / exit where the entrance / exit door is opened. It is a graph which shows the temperature change in the room of the vehicle Ve and the change of the consumption amount of the air-conditioning power when the outside air is suppressed from the entrance / exit where the entrance / exit door is opened according to the configuration of the first embodiment. It is a figure for demonstrating an example of how the entrance / exit door of a vehicle Ve is provided. It is a figure which shows an example of the schematic structure of the vehicle side unit 2a. It is a figure which shows an example of the schematic structure of the energy management ECU 20a. It is a figure for demonstrating an example of switching which of the left and right doors is opened according to the wind direction. It is a figure which shows an example of the schematic structure of the vehicle side unit 2b. It is a figure which shows an example of the schematic structure of the energy management ECU 20b. It is a figure for demonstrating an example of switching the direction which stops a vehicle Ve at a boarding / alighting position according to a wind direction. It is a flowchart which shows an example of the flow of the outside air inflow suppression related processing in the energy management ECU 20b. It is a figure which shows an example of the schematic structure of the vehicle side unit 2c. It is a figure which shows an example of the schematic structure of the energy management ECU 20c. It is a figure for demonstrating an example of the effect by the structure of Embodiment 4. It is a flowchart which shows an example of the flow of the processing related to the suppression of the inflow of outside air in the energy management ECU 20c. It is a figure which shows an example of the schematic structure of the vehicle side unit 2d. It is a figure which shows an example of the schematic structure of the energy management ECU 20d. It is a figure for demonstrating an example of the effect by the structure of Embodiment 6. It is a flowchart which shows an example of the flow of the outside air inflow suppression related processing in the energy management ECU 20d. It is a figure which shows an example of the schematic structure of the energy management ECU 20e. It is a figure for demonstrating an example of the effect by the structure of Embodiment 8. It is a flowchart which shows an example of the flow of the outside air inflow suppression related processing in the energy management ECU 20e. It is a figure which shows an example of the schematic structure of the vehicle side unit 2f. It is a figure which shows an example of the schematic structure of the energy management ECU 20f. It is a figure for demonstrating an example of the effect by the structure of Embodiment 10. It is a flowchart which shows an example of the flow of the outside air inflow suppression related processing in the energy management ECU 20f.

A plurality of embodiments for disclosure will be described with reference to the drawings. For convenience of explanation, the parts having the same functions as the parts shown in the drawings used in the explanations so far may be designated by the same reference numerals and the description thereof may be omitted. is there. For the parts with the same reference numerals, the description in other embodiments can be referred to.

(Embodiment 1)
<Outline configuration of vehicle system 1>
Hereinafter, this embodiment will be described with reference to the drawings. As shown in FIG. 1, the vehicle system 1 includes a vehicle side unit 2 and a center 3 used in the vehicle Ve. The vehicle Ve is a passenger transport vehicle that can automatically open and close the door of the entrance / exit (hereinafter referred to as the entrance / exit door). Passenger transport vehicles include buses, ride-sharing vehicles, railroad vehicles, and the like.

As shown in FIG. 2, the entrance / exit door of the vehicle Ve can be opened to the left or right by switching the rotation axes (AxL, AxR in FIG. 2) when opening / closing the entrance / exit door. It will be a door. FIG. 2 is a schematic view of the vehicle Ve as viewed from the zenith direction. AxL in FIG. 2 is a rotation axis when the entrance / exit door (see Dr in FIG. 2) is opened to the left (see Lo in FIG. 2). AxR in FIG. 2 is a rotation axis when the entrance / exit door is opened to the right (see Ro in FIG. 2). In FIG. 2, the left side of the vehicle Ve is indicated by L, the right side is indicated by R, the front portion is indicated by Fr, and the rear portion is indicated by Re. The same applies to the following figures.

In the present embodiment, one entrance / exit door is provided on one of the left and right side surfaces of the vehicle Ve. In the example of FIG. 2, as an example of an area where left-hand traffic is legalized, an example in which one entrance / exit door is provided on the left side surface of the vehicle Ve is shown. In areas where right-hand traffic is legalized, one boarding / alighting door may be provided on the right side of the vehicle Ve.

Since the vehicle Ve is a passenger transport vehicle, the entrance / exit where the entrance / exit door is provided has a wide opening surface when the entrance / exit door is opened. Further, the vehicle Ve is an autonomous driving vehicle without switching from automatic driving to manual driving. Further, the vehicle Ve is an electric vehicle that uses a motor as a traveling drive source.

The center 3 may be, for example, a physical server installed outside the vehicle, or may be a cloud. The center 3 is connected to a public communication network, and exchanges information with a communication terminal 21 described later of the vehicle side unit 2 used in the vehicle Ve. The center 3 distributes weather information, traffic information, vehicle Ve operation plans, vehicle Ve reservation information, and the like.

The weather information is information such as the weather and the wind direction for each predetermined section unit. The division unit may be a mesh unit of a map, an administrative division unit, or another division unit. The traffic information is traffic congestion information for each road link.

When the vehicle Ve goes around the bus stop along a predetermined route, the operation plan may be the traveling route of the vehicle Ve, the estimated time of arrival at each stop, the scheduled departure time from each stop, and the like. In addition, when the stop position for getting on and off the vehicle Ve (hereinafter referred to as the boarding / alighting position) is not fixed, the travel route of the vehicle Ve and each boarding / alighting position determined according to the reservation information of the vehicle Ve from the user. The estimated time of arrival, the estimated time of departure from each boarding / alighting position, etc. may be used. In the following, it will be referred to as the boarding / alighting position including the bus stop.

The reservation information of the vehicle Ve is the desired number of passengers, the desired boarding position, the desired boarding time zone, the desired disembarking position, the desired disembarking time zone, and the like. These reservation information may be used, for example, to determine the combination of users who dispatch the vehicle Ve. Further, the desired boarding position, desired boarding time zone, desired getting-off position, and desired getting-off time zone may be used to determine the estimated time of arrival at each boarding / alighting position and the scheduled departure time from each boarding / alighting position. The center 3 may be configured to acquire reservation information via an information terminal carried by the user.

<Outline configuration of vehicle side unit 2>
Subsequently, an example of the schematic configuration of the vehicle side unit 2 will be described with reference to FIG. As shown in FIG. 3, the vehicle side unit 2 includes an energy management ECU 20, a communication terminal 21, an ADAS (Advanced Driver Assistance Systems) locator 22, a peripheral monitoring sensor 23, a vehicle status sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, and an outside unit. It includes a temperature sensor 27, a room temperature sensor 28, a body ECU 29, and a door opening / closing actuator 30. It is assumed that the energy management ECU 20, the communication terminal 21, the ADAS locator 22, the vehicle state sensor 24, the automatic driving ECU 25, the vehicle control ECU 26, the outside temperature sensor 27, the room temperature sensor 28, and the body ECU 29 are connected to, for example, the in-vehicle LAN. ..

The communication terminal 21 communicates with the center 3 via the public communication network. The communication terminal 21 downloads the above-mentioned weather information, traffic information, vehicle Ve operation plan, vehicle Ve reservation information, and the like from the center 3. The communication terminal 21 may upload the sensing information in the vehicle Ve to the center 3.

The ADAS locator 22 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, and a map database (hereinafter, DB) that stores map data. The GNSS receiver receives positioning signals from a plurality of artificial satellites. The inertial sensor includes, for example, a gyro sensor and an acceleration sensor. The map DB is a non-volatile memory and stores map data such as link data, node data, and road shape. The map data may be configured to include a three-dimensional map composed of a road shape and a point cloud of feature points of a structure. The structure may include a building such as a building.

The ADAS locator 22 sequentially positions the vehicle position and azimuth (that is, the traveling direction) of the vehicle Ve by combining the positioning signal received by the GNSS receiver and the measurement result of the inertial sensor. For the positioning of the vehicle position, the mileage or the like obtained from the detection results sequentially output from the vehicle speed sensor mounted on the vehicle Ve may be used. Then, the positioned vehicle position and azimuth are output to the in-vehicle LAN. When a three-dimensional map consisting of a point cloud of road shape and feature points of a structure is used as map data, the ADAS locator 22 uses the three-dimensional map and the features of the road shape and structure without using a GNSS receiver. The vehicle position of the vehicle Ve may be specified by using the detection result of the peripheral monitoring sensor 23 such as LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) that detects the point cloud of the points. The map data may be acquired from outside the vehicle Ve via, for example, the communication terminal 21.

The peripheral monitoring sensor 23 monitors the surrounding environment of the vehicle Ve. As an example, the peripheral monitoring sensor 23 detects obstacles around the vehicle Ve, such as moving objects such as pedestrians and other vehicles, and stationary objects such as falling objects on the road. In addition, road markings such as traveling lane markings around the vehicle Ve are detected. The peripheral monitoring sensor 23 is, for example, a peripheral monitoring camera that captures a predetermined range around the vehicle Ve, a millimeter wave radar that transmits an exploration wave to a predetermined range around the vehicle Ve, a sonar, a lidar, or the like. The peripheral monitoring camera sequentially outputs the captured images to be sequentially captured as sensing information to the automatic driving ECU 25. Sensors that transmit exploration waves such as sonar, millimeter-wave radar, and LIDAR sequentially output scanning results based on the received signal obtained when the reflected wave reflected by an obstacle is received to the automatic operation ECU 25 as sensing information. The sensing information detected by the peripheral monitoring sensor 23 may be output to the in-vehicle LAN via the automatic driving ECU 25.

The vehicle state sensor 24 is a group of sensors for detecting various states of the vehicle Ve. The vehicle state sensor 24 includes a vehicle speed sensor that detects the vehicle speed of the vehicle Ve, a steering sensor that detects the steering angle of the vehicle Ve, and the like. The vehicle condition sensor 24 outputs the detected sensing information to the in-vehicle LAN. The sensing information detected by the vehicle state sensor 24 may be output to the in-vehicle LAN via the ECU mounted on the vehicle Ve.

By controlling the vehicle control ECU 26, the automatic driving ECU 25 executes an automatic driving function that substitutes for a driving operation by a person. The automatic driving ECU 25 recognizes the traveling environment of the vehicle Ve from the vehicle position and map data of the vehicle Ve acquired from the ADAS locator 22 and the detection result by the peripheral monitoring sensor 23. As an example, the shape and moving state of an object around the vehicle Ve are recognized from the detection result of the peripheral monitoring sensor 23, and the shape of the marking around the vehicle Ve is recognized. Then, by combining with the vehicle position and map data of the vehicle Ve, a virtual space that reproduces the actual driving environment in three dimensions is generated.

The automatic driving ECU 25 generates a driving plan for automatically driving the own vehicle by the automatic driving function based on the recognized driving environment. As the travel plan, a long- to medium-term travel plan and a short-term travel plan are generated. In the long- and medium-term driving plan, the driving route for directing the own vehicle to the set destination is defined. The long- to medium-term travel plan may be generated using the operation plan acquired by the communication terminal 21. In the short-term travel plan, the planned travel locus for realizing the travel according to the long- to medium-term travel plan is defined by using the virtual space around the generated vehicle Ve. Specifically, execution of steering for lane following and lane change, acceleration / deceleration for speed adjustment, and sudden braking for collision avoidance are determined based on a short-term travel plan.

The vehicle control ECU 26 is an electronic control device that controls acceleration / deceleration and steering of the vehicle Ve. The vehicle control ECU 26 includes a steering ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, a brake ECU, and the like. The vehicle control ECU 26 acquires detection signals output from each sensor such as a steering angle sensor and a vehicle speed sensor mounted on the own vehicle, and controls each traveling of an electronically controlled throttle, a brake actuator, an EPS (Electric Power Steering) motor, and the like. Output the control signal to the device. Further, the vehicle control ECU 26 can output the sensing information of each of the above-mentioned sensors to the in-vehicle LAN.

The outside air temperature sensor 27 is a sensor that measures the outside air temperature of the vehicle Ve (hereinafter referred to as the outside air temperature). For example, the outside air temperature sensor 27 is provided on the vehicle body of the vehicle Ve and measures the outside air temperature around the vehicle Ve. The outside air temperature sensor 27 may output the outside air temperature to be measured sequentially to the in-vehicle LAN. The room temperature sensor 28 is a sensor that measures the temperature inside the vehicle Ve (hereinafter referred to as room temperature). For example, the room temperature sensor 28 is configured to be provided in the interior of the vehicle Ve. The room temperature sensor 28 may output the room temperature to be measured sequentially to the in-vehicle LAN.

The body ECU 29 is an electronic control device that controls various actuators mounted on the vehicle. The body ECU 29 is connected to a courtesy switch for the entrance / exit door, and acquires a signal of the courtesy switch according to the opening / closing of the entrance / exit door. The door opening / closing actuator 30 is an actuator that opens / closes the entrance / exit door by rotating the entrance / exit door around a rotation axis. The door opening / closing actuator 30 may be configured to use, for example, a motor. The body ECU 29 automatically opens and closes the entrance / exit door by controlling the door opening / closing actuator 30. It is assumed that the maximum opening degree is set in advance for the entrance / exit door. The body ECU 29 automatically opens and closes the boarding / alighting door with this maximum opening as the upper limit of the movable range of the boarding / alighting door. The maximum opening can be set arbitrarily. It is preferable that the body ECU 29 not only switches the opening and closing of the entrance / exit door, but also switches the opening degree in the open state in a plurality of stages. The body ECU 29 may be configured to switch the opening degree by adjusting the rotation angle of the motor.

The energy management ECU 20 is an electronic control device mainly composed of a microcomputer including, for example, a processor, a memory, I / O, and a bus connecting these. The energy management ECU 20 executes various processes related to energy management of the vehicle Ve by executing a control program stored in the memory. The memory referred to here is a non-transitory tangible storage medium that stores programs and data that can be read by a computer non-transiently. Further, the non-transitional substantive storage medium is realized by a semiconductor memory, a magnetic disk, or the like.

In the present embodiment, the energy management ECU 20 executes a process related to suppressing the inflow of outside air into the interior of the vehicle Ve (hereinafter, a process related to suppressing the inflow of outside air). The energy management ECU 20 corresponds to a vehicle outside air inflow suppression device. Further, the execution of the outside air inflow suppression-related processing by the processor corresponds to the execution of the vehicle outside air inflow suppression method. The energy management ECU 20 may be configured to execute processing related to charge management, processing related to air conditioning management, and the like. The details of the processing in the energy management ECU 20 will be described later.

<Outline configuration of energy management ECU 20>
Subsequently, the schematic configuration of the energy management ECU 20 will be described with reference to FIG. The energy management ECU 20 includes an information acquisition unit 201, a stop detection unit 202, a wind direction identification unit 203, a suppression control unit 204, an outside air temperature acquisition unit 205, and a room temperature acquisition unit 206 as functional blocks. In addition, a part or all of the functions executed by the energy management ECU 20 may be configured in hardware by one or a plurality of ICs or the like. Further, a part or all of the functional blocks included in the energy management ECU 20 may be realized by executing software by a processor and a combination of hardware members.

The information acquisition unit 201 acquires the information downloaded from the center 3 at the communication terminal 21. The information acquisition unit 201 may acquire weather information as information used for specifying the wind direction.

The stop detection unit 202 detects that the vehicle Ve has stopped at the boarding / alighting position. The stop detection unit 202 may detect the stop of the vehicle Ve at the boarding / alighting position when the vehicle Ve is located at the next boarding / alighting position in the operation plan and the vehicle Ve is stopped. Whether or not the vehicle Ve is positioned at the next boarding / alighting position in the operation plan may be determined from, for example, the long- to medium-term travel plan used by the automatic driving ECU 25 and the vehicle position determined by the ADAS locator 22. Whether or not the vehicle Ve has stopped may be determined by, for example, whether or not the value of the vehicle speed sensor in the vehicle state sensor 24 is a value indicating that the vehicle has stopped.

The wind direction specifying unit 203 specifies the wind direction at the boarding / alighting position. The wind direction specifying unit 203 preferably specifies the wind direction at the next boarding / alighting position in order to make it possible to specify the wind direction in a time zone closer to the time of getting on and off. The wind direction specifying unit 203 may obtain information on the next boarding / alighting position from the stop detecting unit 202. As an example, the wind direction specifying unit 203 may specify the wind direction of the section corresponding to the next boarding / alighting position in the weather information acquired by the information acquisition unit 210 as the wind direction at the boarding / alighting position. The direction of the wind is the direction in which the wind blows. As an example, the wind direction may be represented by a clockwise azimuth with respect to true north.

Here, an example of specifying the wind direction at the boarding / alighting position using the weather information acquired from the center 3 is shown, but the present invention is not necessarily limited to this. For example, when the boarding / alighting position is fixed like a bus stop, the wind direction at the boarding / alighting position is specified from the wind direction information at the boarding / alighting position acquired by roadside communication from the roadside unit installed at the boarding / alighting position. It may be configured. In this case, the communication terminal 21 may also have a road-to-vehicle communication function, or the vehicle-side unit 2 may include a communication terminal for road-to-vehicle communication in addition to the communication terminal 21. The roadside machine may be configured to detect the wind direction at the boarding / alighting position with a wind direction sensor.

In addition, the three-dimensional map acquired from the ADAS locator 22 may be used to simulate the flow of airflow by AI or the like to specify the wind direction at the boarding / alighting position. In this case, weather information, wide-area wind direction information, and the like among the weather information acquired from the center 3 may also be used.

The outside air temperature acquisition unit 205 acquires the outside air temperature measured by the outside air temperature sensor 27. The room temperature acquisition unit 206 acquires the room temperature acquired by the room temperature sensor 28.

Based on the fact that the vehicle stop detection unit 202 detects that the vehicle Ve has stopped at the boarding / alighting position, the suppression control unit 204 opens the vehicle Ve boarding / alighting door according to the wind direction at the boarding / alighting position specified by the wind direction specifying unit 203. The door opening / closing actuator 30 is operated so as to suppress the inflow of outside air from the open entrance / exit. The suppression control unit 204 may instruct the body ECU 29 to operate the door opening / closing actuator 30. The door opening / closing actuator 30 that switches the opening direction of the entrance / exit door, which is a left-right opening door, corresponds to the suppression mechanism. The operation of the door opening / closing actuator 30 so as to suppress the inflow of outside air from the entrance / exit is hereinafter referred to as an outside air inflow suppression operation.

When the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value, the suppression control unit 204 preferably does not perform the outside air inflow suppression operation. The specified value here is a value for distinguishing the temperature difference to the extent that the change in the consumption of air conditioning power is suppressed to an error level even when the outside air flows into the vehicle Ve from the entrance / exit. It is a value that can be set arbitrarily. According to this, even when the outside air flows into the interior of the vehicle Ve from the entrance / exit, in a situation where the change in the consumption of air conditioning power is suppressed to a small extent, the outside air inflow suppression operation is not performed to suppress the outside air inflow. It is possible to reduce unnecessary processing load for operation. When the outside air inflow suppression operation is not performed, the doors for getting on and off may be opened in the default set direction by controlling the door opening / closing actuator 30 by the body ECU 29. Further, when the opening degree of the entrance / exit door can be adjusted, the entrance / exit door may be configured to be opened to the default set opening degree.

On the other hand, the suppression control unit 204 is configured to perform an outside air inflow suppression operation when the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is equal to or greater than a specified value. Is preferable. According to this, in a situation where the change in the consumption of air-conditioning power becomes large when the outside air flows into the room of the vehicle Ve from the entrance / exit, the outside air inflow can be suppressed by performing the outside air inflow suppression operation. It will be possible. In the following, an example in which the outside air inflow suppression operation is performed will be described.

When the vehicle stop detection unit 202 detects that the vehicle Ve has stopped at the boarding / alighting position, the suppression control unit 204 causes the air flow to the boarding / alighting port along the wind direction to be increased according to the wind direction specified by the wind direction specifying unit 203. The door opening / closing actuator 30 is operated so as to automatically open the entrance / exit door in the direction of the side that largely blocks the door. The direction of air flow to the entrance / exit along the wind direction is the direction opposite to the direction indicating the wind direction.

As an example, the suppression control unit 204 includes the azimuth angle of the vehicle Ve determined by the ADAS locator 22, the maximum opening of the entrance / exit door, the design data of the vehicle Ve, and the air flow to the entrance / exit along the wind direction described above. The direction to open the entrance / exit door is determined from the direction of. The design data includes the width of the vehicle Ve, the length of the vehicle, the mounting position of the entrance / exit door with respect to the vehicle position, the position of the rotation axis of the entrance / exit door with respect to the vehicle position, and the like.

Specifically, based on the design data, the boarding / alighting door and the rotation axis of the boarding / alighting door are arranged on the two-dimensional coordinate plane of latitude and longitude with the vehicle position of the vehicle Ve as the origin. Then, the arrangement of the entrance / exit doors when the entrance / exit doors are opened to the maximum opening degree on each of the left and right sides around the rotation axis is obtained by coordinate transformation. The side where the angle between the line segment corresponding to the outer surface of the entrance / exit door when opened to the maximum opening on each side and the straight line corresponding to the direction of air flow to the entrance / exit along the wind direction becomes closer to a right angle. The direction in which the entrance / exit door is opened is determined as the direction in which the entrance / exit door is opened. The straight line corresponding to the direction of the air flow to the entrance / exit along the wind direction may be drawn from the direction corresponding to the wind direction with respect to the origin.

According to this, as shown in FIG. 5, the door opening / closing actuator 30 can be operated so as to automatically open the entrance / exit door in the direction of the side that more obstructs the flow of air to the entrance / exit along the wind direction. It will be possible. FIG. 5A shows an example of opening the entrance / exit door to the left, and B shows an example of opening the entrance / exit door to the right. The arrow in FIG. 5 indicates the direction of air flow to the entrance / exit along the wind direction.

Further, the suppression control unit 204 is located within the movable range of the entrance / exit door in a direction that more obstructs the flow of air to the entrance / exit along the wind direction according to the wind direction specified by the wind direction identification unit 203. It is preferable to operate the door opening / closing actuator 30 so as to automatically open the entrance / exit door at an opening degree that further blocks the flow of air to the entrance / exit along the wind direction.

As an example, the suppression control unit 204 includes the azimuth angle of the vehicle Ve determined by the ADAS locator 22, the maximum opening of the entrance / exit door, the design data of the vehicle Ve, and the air flow to the entrance / exit along the wind direction described above. The direction in which the entrance / exit door is opened and the opening degree thereof are determined from the direction of.

Specifically, based on the design data, the boarding / alighting door and the rotation axis of the boarding / alighting door are arranged on the two-dimensional coordinate plane of latitude and longitude with the vehicle position of the vehicle Ve as the origin. Then, the arrangement of the entrance / exit doors when the entrance / exit doors are changed stepwise from the closed state to the left and right around the rotation axis to the maximum opening degree is obtained by coordinate conversion. Then, the opening and opening directions of the boarding / alighting door are set so that the angle formed by the line segment corresponding to the outer surface of the boarding / alighting door and the straight line corresponding to the direction of the air flow to the boarding / alighting port along the wind direction is closer to a right angle. Is determined as the opening direction and its opening.

According to this, the entrance / exit door is automatically opened in the direction of the side that more greatly blocks the air flow to the entrance / exit along the wind direction, and at the opening that further blocks the air flow to the entrance / exit along the wind direction. As described above, the door opening / closing actuator 30 can be operated.

<Processing related to suppression of outside air inflow in the energy management ECU 20>
Subsequently, an example of the flow of the outside air inflow suppression-related processing in the energy management ECU 20 will be described with reference to the flowchart of FIG. The flowchart of FIG. 6 may be configured to start when, for example, a switch for starting the motor generator of the vehicle Ve (hereinafter referred to as a power switch) is turned on. In addition, the configuration may be such that the air conditioning is started when the air conditioning device of the vehicle Ve is started. In FIG. 6, a case where the opening degree of the entrance / exit door is also adjusted according to the wind direction will be described as an example.

First, in step S1, when the stop detection unit 202 detects that the vehicle Ve has stopped at the boarding / alighting position (YES in S1), the process proceeds to step S2. On the other hand, if no stop is detected (NO in S1), the process proceeds to step S7.

In step S2, the suppression control unit 204 determines whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than the specified value. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S2), the process proceeds to step S5. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S2), the process proceeds to step S3.

In step S3, the wind direction specifying unit 203 specifies the wind direction at the boarding / alighting position. In step S4, the suppression control unit 204 opens the boarding / alighting door in the direction and opening degree according to the wind direction specified in S3 so as to further block the air flow to the boarding / alighting port along the wind direction, and proceeds to step S6. ..

In step S5, the suppression control unit 204 opens the boarding / alighting door in the default set direction and opening degree, and proceeds to step S6. For example, if opening the door to the left to the maximum opening is the default setting when the door is opened, the door is opened to the left to the maximum opening. When the boarding / alighting door is opened in the default set direction and opening degree, the boarding / alighting door may be opened by the body ECU 29 without the instruction of the suppression control unit 204.

In step S6, the suppression control unit 204 closes the boarding / alighting door. As a trigger for closing the entrance / exit door, it may be assumed that the elapsed time from the opening of the entrance / exit door has reached the set time. The opening of the boarding / alighting door may be specified by acquiring the signal of the courtesy switch of the boarding / alighting door via the body ECU 29. When closing the boarding / alighting door, the body ECU 29 may close the boarding / alighting door without the instruction of the suppression control unit 204.

In step S7, when it is the end timing of the outside air inflow suppression related process (YES in S7), the outside air inflow suppression related process is ended. On the other hand, if it is not the end timing of the outside air inflow suppression related process (NO in S7), the process returns to S1 and the process is repeated. As an example of the end timing of the processing related to the suppression of outside air inflow, the air conditioner in the air conditioner is turned off, the power switch is turned off, and the like.

<Summary of Embodiment 1>
According to the configuration of the first embodiment, based on the detection of the vehicle Ve stopping at the boarding / alighting position, the door is moved to the boarding / alighting port along the wind direction according to the wind direction at the boarding / alighting position specified by the wind direction specifying unit 203. The door opening / closing actuator 30 is operated so as to open the entrance / exit door in a direction and opening degree that more obstruct the flow of air. Therefore, when the vehicle Ve stops at the boarding / alighting position and the boarding / alighting door is opened, it is possible to suppress the inflow of outside air from the boarding / alighting port.

Here, the effect of the configuration of the first embodiment will be described with reference to FIGS. 7 and 8. Here, it is assumed that the difference between the outside air temperature and the room temperature is equal to or more than the specified value. FIG. 7 is a graph showing a change in the temperature inside the vehicle Ve and a change in the consumption of air-conditioning power when the inflow of outside air is not suppressed from the entrance / exit with the door open. FIG. 7 shows an example when the outside air temperature is higher than room temperature. C in FIG. 7 is a graph showing the temperature change in the interior of the vehicle Ve. D in FIG. 7 is a graph showing changes in the consumption of air conditioning power of the vehicle Ve. The horizontal axes of C and D indicate time. The vertical axis of C indicates the temperature. The vertical axis of D indicates the consumption of air conditioning power. FIG. 8 is a graph showing changes in the temperature inside the vehicle Ve and changes in the consumption of air-conditioning power when the inflow of outside air is suppressed from the entrance / exit where the entrance / exit door is opened according to the configuration of the first embodiment. E in FIG. 8 is a graph showing the temperature change in the interior of the vehicle Ve. FIG. 8F is a graph showing changes in the consumption of air conditioning power of the vehicle Ve. It is assumed that the axes of F and E are the same as those of C and D.

As shown in FIG. 7C, if the outside air is not suppressed from the entrance / exit where the entrance / exit door is opened, the temperature inside the vehicle Ve changes significantly. When the temperature inside the vehicle Ve changes significantly, the air conditioner is operated so as to maintain the target temperature. Therefore, as shown in D of FIG. 7, the consumption of air conditioning power for maintaining the target temperature increases.

On the other hand, according to the configuration of the first embodiment, by suppressing the inflow of outside air from the entrance / exit with the entrance / exit door open, the temperature inside the vehicle Ve becomes large as shown in E of FIG. It becomes possible to suppress the change. Further, by suppressing a large change in the indoor temperature of the vehicle Ve, as shown in FIG. 8F, it is possible to suppress an increase in the consumption of air conditioning power for maintaining the target temperature. As a result, while reducing passenger discomfort caused by temperature changes inside the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. It becomes possible to do.

Further, since the vehicle Ve is an electric vehicle, the cruising range can be extended by suppressing the consumption of air-conditioning power according to the configuration of the first embodiment.

(Embodiment 2)
In the first embodiment, an example in which the entrance / exit door of the vehicle Ve is a left-right opening door is shown, but the present invention is not necessarily limited to this. For example, the configuration may be adapted to the case where the door for getting on and off the vehicle Ve is a sliding door type door (hereinafter, the second embodiment). Hereinafter, the configuration of the second embodiment will be described. The vehicle system 1 of the second embodiment is the same as the vehicle system 1 of the first embodiment except that the vehicle side unit 2a is included instead of the vehicle side unit 2 and the entrance / exit door of the vehicle Ve is different. is there.

As shown in FIG. 9, the entrance / exit door of the vehicle Ve of the second embodiment is a sliding door type door provided on each of the left and right side surfaces of the vehicle Ve. This entrance / exit door is a sliding door that opens and closes electrically. FIG. 9 is a schematic view of the vehicle Ve as viewed from the zenith direction. In FIG. 9, DrL is the entrance / exit door on the left side of the vehicle Ve, and DrR is the entrance / exit door on the right side of the vehicle Ve. The entrance / exit door of the second embodiment is opened / closed by sliding in the front-rear direction of the vehicle. In the present embodiment, the entrance / exit door is opened by sliding the two doors on each side of the left and right sides in the front-rear direction of the vehicle, while closing by sliding in the approaching direction. The entrance / exit door may be opened by sliding one door on each side of the left and right sides in either the front-rear direction of the vehicle, while closing the door by sliding it in the opposite direction.

<Rough configuration of vehicle side unit 2a>
Subsequently, an example of the schematic configuration of the vehicle side unit 2a will be described with reference to FIG. As shown in FIG. 10, the vehicle side unit 2a includes an energy management ECU 20a, a communication terminal 21, an ADAS locator 22, a peripheral monitoring sensor 23, a vehicle state sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, an outside temperature sensor 27, and a room temperature sensor. 28, a body ECU 29, and a door opening / closing actuator 30a are included. The vehicle side unit 2a is the same as the vehicle side unit 2 of the first embodiment except that the energy management ECU 20a and the door opening / closing actuator 30a are included instead of the energy management ECU 20 and the door opening / closing actuator 30.

The door opening / closing actuator 30a is an actuator that opens / closes the entrance / exit door by sliding the entrance / exit door in the front-rear direction of the vehicle Ve. The door opening / closing actuator 30a may be configured to use, for example, a motor. The body ECU 29 may not only switch the opening and closing of the entrance / exit door, but may also switch the opening degree in the open state in a plurality of stages. The body ECU 29 may be configured to switch the opening degree by adjusting the rotation angle of the motor.

The energy management ECU 20a is the same as the energy management ECU 20 of the first embodiment, except that some processes are different. The energy management ECU 20a corresponds to a vehicle outside air inflow suppression device. The details of the processing in the energy management ECU 20a will be described later.

<Outline configuration of energy management ECU 20a>
Subsequently, the schematic configuration of the energy management ECU 20a will be described with reference to FIG. The energy management ECU 20a includes an information acquisition unit 201, a stop detection unit 202, a wind direction identification unit 203, a suppression control unit 204a, an outside air temperature acquisition unit 205, and a room temperature acquisition unit 206 as functional blocks. The energy management ECU 20a is the same as the energy management ECU 20 of the first embodiment, except that the suppression control unit 204a is provided instead of the suppression control unit 204.

The suppression control unit 204a is the same as the suppression control unit 204 of the first embodiment, except that the door opening / closing actuator 30a is operated instead of the door opening / closing actuator 30. The door opening / closing actuator 30a and the body ECU 29 that switch whether to open the left or right side of the entrance / exit door, which is a sliding door type door (that is, a sliding door) provided on the left and right sides of the vehicle Ve, correspond to the suppression mechanism. The operation of the door opening / closing actuator 30a so as to suppress the inflow of outside air from the entrance / exit is hereinafter referred to as an outside air inflow suppression operation.

Similar to the suppression control unit 204, the suppression control unit 204a operates the outside air inflow suppression operation depending on whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value. It is preferable to switch the implementation or non-execution.

When the vehicle stop detection unit 202 detects that the vehicle Ve has stopped at the boarding / alighting position, the suppression control unit 204a has among the doors provided on the left and right sides of the vehicle Ve according to the wind direction specified by the wind direction specifying unit 203. The door opening / closing actuator 30a is operated so as to automatically open the entrance / exit door on the opposite side of the entrance / exit door without opening the entrance / exit door on the side that obstructs the flow of air to the entrance / exit along the wind direction.

As an example, the suppression control unit 204a is left or right based on the azimuth angle of the vehicle Ve positioned by the ADAS locator 22, the design data of the vehicle Ve, and the direction of the air flow to the entrance / exit along the wind direction described above. Decide whether to open the side door. The design data includes the mounting positions of the left and right doors with respect to the vehicle position.

Specifically, based on the design data, the left and right doors are arranged on the two-dimensional coordinate plane of latitude and longitude with the vehicle position of the vehicle Ve as the origin. Then, of the left and right entrance / exit doors, the entrance / exit door on the side where the straight line drawn from the direction corresponding to the wind direction with respect to the origin to the origin does not intersect from the outer surface side of the line segment corresponding to the outer surface of the entrance / exit door is determined as the entrance / exit door on the opening side. To do.

According to this, as shown in FIG. 12, the entrance / exit door on the side that more obstructs the flow of air to the entrance / exit along the wind direction cannot be opened, and the entrance / exit door on the opposite side of the entrance / exit door is automatically opened. , The door opening / closing actuator 30a can be operated. G in FIG. 12 shows an example when the right side entrance / exit door is opened, and H shows an example when the left side entrance / exit door is opened. The arrow in FIG. 12 indicates the direction of air flow to the entrance / exit along the wind direction.

Further, the outside air inflow suppression related processing in the energy management ECU 20 of the second embodiment is the same as the outside air inflow suppression related processing of the first embodiment except that the processing of S4 in the flowchart of FIG. 6 is different. In the second embodiment, instead of the process of S4 in the flowchart of FIG. 6, the suppression control unit 204a is set with the side corresponding to the wind direction specified in S3 so as to more obstruct the flow of air to the entrance / exit along the wind direction. The boarding / alighting door on the opposite side may be opened.

<Summary of Embodiment 2>
According to the configuration of the second embodiment, based on detecting the stop of the vehicle Ve at the boarding / alighting position, the vehicle Ve is provided on the left and right sides of the vehicle Ve according to the wind direction at the boarding / alighting position specified by the wind direction specifying unit 203. The door opening / closing actuator 30a is operated so as to open the entrance / exit door on the side opposite to the entrance / exit door on the side that more obstructs the flow of air to the entrance / exit along the wind direction. Therefore, when the vehicle Ve stops at the boarding / alighting position and the boarding / alighting door is opened, it is possible to suppress the inflow of outside air from the boarding / alighting port. Therefore, while reducing passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. Will be possible.

(Embodiment 3)
In the first and second embodiments, the configuration for suppressing the inflow of outside air from the entrance / exit is shown by switching the opening / closing mode of the entrance / exit door, but the present invention is not necessarily limited to this. For example, the configuration may be such that the inflow of outside air from the entrance / exit is suppressed by switching the direction in which the vehicle Ve is stopped at the entrance / exit position (hereinafter, the third embodiment). Hereinafter, the configuration of the third embodiment will be described.

The vehicle system 1 of the third embodiment is the same as the vehicle system 1 of the first embodiment except that the vehicle side unit 2b is included instead of the vehicle side unit 2. The entrance / exit door of the vehicle Ve may be a left-right opening door, a sliding door type door, or another type of door. In the following, as an example of an area where left-hand traffic is legalized, a sliding door type entrance / exit door is provided only on the left side of the left and right sides of the vehicle Ve. In areas where right-hand traffic is legalized, the left and right sides may be reversed.

In the third embodiment, the vehicle Ve may be configured to exclude a passenger transport vehicle such as a railroad vehicle whose direction cannot be switched at the boarding / alighting position. In the third embodiment, the bus running on the dedicated track may be treated as a railroad vehicle.

<Rough configuration of vehicle side unit 2b>
Subsequently, an example of the schematic configuration of the vehicle side unit 2b will be described with reference to FIG. As shown in FIG. 13, the vehicle side unit 2b includes an energy management ECU 20b, a communication terminal 21, an ADAS locator 22, a peripheral monitoring sensor 23, a vehicle state sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, an outside temperature sensor 27, and a room temperature sensor. 28, a body ECU 29, and a door opening / closing actuator 30a are included. The vehicle-side unit 2b is the same as the vehicle-side unit 2 of the first embodiment except that the energy management ECU 20b and the door opening / closing actuator 30a are included instead of the energy management ECU 20 and the door opening / closing actuator 30.

The door opening / closing actuator 30a is the same as the door opening / closing actuator 30a of the second embodiment except that only the left entrance / exit door of the vehicle Ve is targeted.

The energy management ECU 20b is the same as the energy management ECU 20 of the first embodiment, except that some processes are different. The energy management ECU 20b corresponds to a vehicle outside air inflow suppression device. The details of the processing in the energy management ECU 20b will be described later.

<Outline configuration of energy management ECU 20b>
Subsequently, the schematic configuration of the energy management ECU 20b will be described with reference to FIG. The energy management ECU 20b includes an information acquisition unit 201, a stop detection unit 202b, a wind direction identification unit 203, a suppression control unit 204b, an outside air temperature acquisition unit 205, and a room temperature acquisition unit 206 as functional blocks. The energy management ECU 20b is the same as the energy management ECU 20 of the first embodiment, except that the vehicle stop detection unit 202b and the suppression control unit 204b are provided instead of the vehicle stop detection unit 202 and the suppression control unit 204.

The stop detection unit 202b detects the stop of the vehicle Ve at the boarding / alighting position in advance from the driving plan for automatic driving. As a driving plan for automatic driving, a long- to medium-term running plan may be obtained from the automatic driving ECU 25. As an example, the stop detection unit 202 detects in advance that the vehicle Ve stops at the boarding / alighting position when the distance between the next boarding / alighting position in the operation plan and the vehicle position determined by the ADAS locator 22 is equal to or less than the threshold value. Just do it. The threshold value referred to here is a value that can be arbitrarily set as long as there is a margin for switching the stopping direction of the vehicle Ve at the boarding / alighting position.

The suppression control unit 204b does not operate the door opening / closing actuator 30 to switch the opening / closing mode of the entrance / exit door, but operates the vehicle control ECU 26 to switch the direction in which the vehicle Ve is stopped to suppress the inflow of outside air. For example, it is the same as the suppression control unit 204 of the first embodiment. The suppression control unit 204b may instruct the automatic driving ECU 25 to operate the vehicle control ECU 26. The vehicle control ECU 26 that switches the direction in which the vehicle Ve is stopped corresponds to the suppression mechanism. The operation of the vehicle control ECU 26 so as to stop the vehicle Ve in a direction that suppresses the inflow of outside air from the entrance / exit is hereinafter referred to as an outside air inflow suppression operation.

Similar to the suppression control unit 204, the suppression control unit 204b operates the outside air inflow suppression operation depending on whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value. It is preferable to switch the implementation or non-execution.

When the vehicle stop detection unit 202b detects in advance that the vehicle Ve has stopped at the boarding / alighting position, the suppression control unit 204b has a range of vehicle Ve orientations allowed at the boarding / alighting position according to the wind direction specified by the wind direction specifying unit 203. Of these, the vehicle control ECU 26 is operated so as to automatically stop the vehicle Ve at the boarding / alighting position in a direction that more obstructs the flow of air to the boarding / alighting port along the wind direction. The range of the direction of the vehicle Ve allowed at the boarding / alighting position may be, for example, a range within the lane width, a range within the stoptable area of the bus stop, and the like. The range of the orientation of the vehicle Ve allowed at the boarding / alighting position may be specified by the suppression control unit 204b from the design data of the vehicle Ve and the map data of the boarding / alighting position acquired from the ADAS locator 22.

As an example, the suppression control unit 204b is at the boarding / alighting position from the map data of the boarding / alighting position acquired from the ADAS locator 22, the design data of the vehicle Ve, and the direction of the air flow to the boarding / alighting port along the wind direction described above. Determine the direction of the vehicle Ve to be stopped. The design data includes the width of the vehicle Ve, the length of the vehicle, the mounting position of the entrance / exit door with respect to the vehicle position, and the like.

Specifically, the range of the vehicle Ve orientation allowed at the boarding / alighting position is specified based on the map data of the boarding / alighting position and the design data such as the vehicle width and the vehicle length. Further, based on the design data of the mounting position of the boarding / alighting door with respect to the vehicle position, the boarding / alighting door is arranged on the two-dimensional coordinate plane of latitude and longitude with the vehicle position of the vehicle Ve as the origin. Then, within the range of vehicle Ve orientations allowed at the boarding / alighting position, the straight line drawn from the direction corresponding to the wind direction to the origin to the origin does not intersect or becomes closer in parallel from this outer surface side of the line segment corresponding to the outer surface of the boarding / alighting door. The direction is determined as the direction to stop at the boarding / alighting position. From the viewpoint of making it difficult to obstruct the traffic around the boarding / alighting position, it is preferable to select a direction having a smaller inclination with respect to the default direction at the boarding / alighting position from the directions satisfying the above conditions. The default orientation at the boarding / alighting position may be, for example, the direction of the link orientation, the positive direction determined for each boarding / alighting position, or the like.

According to this, as shown in FIG. 15, the vehicle control ECU 26 is operated so as to automatically stop the vehicle Ve at the boarding / alighting position in a direction that more obstructs the flow of air to the boarding / alighting port along the wind direction. Becomes possible. The arrow in FIG. 15 indicates the direction of air flow to the entrance / exit along the wind direction.

<Processing related to suppression of outside air inflow in the energy management ECU 20b>
Subsequently, an example of the flow of the outside air inflow suppression-related processing in the energy management ECU 20b will be described with reference to the flowchart of FIG. The flowchart of FIG. 16 may be configured to start when the power switch is turned on, for example. In addition, the configuration may be such that the air conditioning is started when the air conditioning device of the vehicle Ve is started.

First, in step S21, if the stop detection unit 202b detects in advance that the vehicle Ve has stopped at the boarding / alighting position (YES in S21), the process proceeds to step S22. On the other hand, if no stop is detected (NO in S21), the process proceeds to step S27.

In step S22, the suppression control unit 204b performs the same processing as in S2. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S22), the process proceeds to step S25. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S22), the process proceeds to step S23. In step S23, the same processing as in S3 is performed.

In step S24, the suppression control unit 204b stops the vehicle Ve at the boarding / alighting position in a direction that more obstructs the flow of air to the boarding / alighting port along the wind direction, and proceeds to step S26. In step S25, the suppression control unit 204b stops the vehicle Ve at the boarding / alighting position in the default setting direction, and proceeds to step S6. The default set orientation may be the orientation when the vehicle Ve is stopped at the boarding / alighting position according to the travel plan of the automatic driving ECU 25, and may be the default orientation described above. When the vehicle Ve is stopped at the boarding / alighting position in the default setting direction, the vehicle control ECU 26 may be operated by the automatic driving ECU 25 to stop in the default direction without the instruction of the suppression control unit 204b.

In step S26, when the entrance / exit door of the vehicle Ve is opened / closed (YES in S26), the process proceeds to step S27. On the other hand, when the entrance / exit door of the vehicle Ve is not opened / closed (NO in S26), the process of S26 is repeated. As an example, when the vehicle Ve stops at the boarding / alighting position, the door opening / closing actuator 30a may be operated by the body ECU 29 to open / close the boarding / alighting door of the vehicle Ve.

In step S27, when it is the end timing of the outside air inflow suppression related process (YES in S27), the outside air inflow suppression related process is ended. On the other hand, if it is not the end timing of the outside air inflow suppression related process (NO in S27), the process returns to S21 and the process is repeated. Examples of the end timing of the processing related to the suppression of outside air inflow include the fact that the air conditioner in the air conditioner is turned off and the power switch is turned off.

<Summary of Embodiment 3>
According to the configuration of the third embodiment, based on detecting the stop of the vehicle Ve at the boarding / alighting position in advance, the boarding / alighting port along the wind direction is set according to the wind direction at the boarding / alighting position specified by the wind direction specifying unit 203. The vehicle control ECU 26 is operated so as to stop the vehicle Ve at the boarding / alighting position in a direction that more obstructs the air flow. Therefore, when the vehicle Ve stops at the boarding / alighting position and the boarding / alighting door is opened, it is possible to suppress the inflow of outside air from the boarding / alighting port. Therefore, while reducing passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. Will be possible.

The configuration of the third embodiment can be combined with the configuration of the first embodiment or the second embodiment. For example, after the vehicle Ve is stopped at the boarding / alighting position according to the configuration of the third embodiment, the mode of opening the boarding / alighting door may be switched according to the configurations of the first and second embodiments. According to this, due to the existence of the allowable range of the vehicle Ve orientation at the boarding / alighting position and the movable range of the boarding / alighting door, it is not possible to sufficiently suppress the inflow of outside air when the door is opened by each embodiment alone. However, by combining them, it is possible to enhance the effect of suppressing the inflow of outside air when the door is opened.

(Embodiment 4)
In the above-described embodiment, the configuration for suppressing the inflow of outside air from the entrance / exit is shown based on the detection of the stop of the vehicle Ve, but the present invention is not necessarily limited to this. For example, it may be configured to suppress the inflow of outside air from the entrance / exit based on the detection that the entrance / exit door of the vehicle Ve is opened (hereinafter, the fourth embodiment). Hereinafter, the configuration of the fourth embodiment will be described.

The vehicle system 1 of the fourth embodiment is the same as the vehicle system 1 of the first embodiment except that the vehicle side unit 2c is included instead of the vehicle side unit 2 and the entrance / exit door of the vehicle Ve is different. is there. The entrance / exit door of the vehicle Ve may be a left-right opening door, a sliding door type door, or another type of door. In the following, as an example of an area where left-hand traffic is legalized, a sliding door-type entrance / exit door is provided on the left side of the left and right sides of the vehicle Ve. In areas where right-hand traffic is legalized, the left and right sides may be reversed.

<Rough configuration of vehicle side unit 2c>
Subsequently, an example of the schematic configuration of the vehicle side unit 2c will be described with reference to FIG. As shown in FIG. 17, the vehicle side unit 2c includes an energy management ECU 20c, a communication terminal 21, an ADAS locator 22, a peripheral monitoring sensor 23, a vehicle state sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, an outside temperature sensor 27, and a room temperature sensor. 28, a body ECU 29, a door opening / closing actuator 30a, an upper blower 31 and a lower blower 32 are included. The vehicle side unit 2c is the same as that of the first embodiment, except that the energy management ECU 20c and the door opening / closing actuator 30a are included instead of the energy management ECU 20 and the door opening / closing actuator 30a, and the upper blower 31 and the lower blower 32 are included. This is the same as the vehicle side unit 2.

The door opening / closing actuator 30a is the same as the door opening / closing actuator 30a of the second embodiment except that only the left entrance / exit door of the vehicle Ve is targeted.

The upper blower 31 is a blower that sweeps the indoor air of the vehicle Ve toward the outside from the upper part of the entrance / exit of the vehicle Ve. The upper part referred to here is a portion included in the area on the ceiling side when the entrance / exit is divided into the ceiling side and the floor side of the vehicle Ve. The upper blower 31 may be provided on the ceiling of the vehicle Ve and may be configured to sweep out the indoor air of the vehicle Ve toward the outside from the upper part of the entrance / exit. The upper blower 31 is provided on the floor other than the ceiling, for example, with the direction in which the wind is blown toward the upper part of the entrance / exit, so that the indoor air of the vehicle Ve is swept out from the upper part of the entrance / exit. May be.

The lower blower 32 is a blower that sweeps the indoor air of the vehicle Ve toward the outside from the lower part of the entrance / exit of the vehicle Ve. The lower part referred to here is a portion included in the area on the floor side when the entrance / exit is divided into the ceiling side and the floor side of the vehicle Ve. The lower blower 32 may be provided on the floor of the vehicle Ve and may be configured to sweep out the indoor air of the vehicle Ve toward the outside from the upper part of the entrance / exit. The lower blower 32 is provided on a ceiling other than the floor, for example, with the direction in which the wind is blown toward the lower part of the entrance / exit, so that the indoor air of the vehicle Ve is swept out from the lower part of the entrance / exit. May be.

The energy management ECU 20c is the same as the energy management ECU 20 of the first embodiment, except that some processes are different. The energy management ECU 20c corresponds to a vehicle outside air inflow suppression device. The details of the processing in the energy management ECU 20c will be described later.

<Outline configuration of energy management ECU 20c>
Subsequently, the schematic configuration of the energy management ECU 20c will be described with reference to FIG. The energy management ECU 20c includes a suppression control unit 204c, an outside air temperature acquisition unit 205, a room temperature acquisition unit 206, and a door open detection unit 207 as functional blocks. The energy management ECU 20c does not include the information acquisition unit 201, the stop detection unit 202, and the wind direction specifying unit 203, includes the suppression control unit 204c instead of the suppression control unit 204, and includes the door open detection unit 207. Except for the above, it is the same as the energy management ECU 20 of the first embodiment.

The door open detection unit 207 detects that the boarding / alighting door of the vehicle Ve opens. The door open detection unit 207 may detect that the boarding / alighting door of the vehicle Ve opens by acquiring the signal of the courtesy switch of the boarding / alighting door via the body ECU 29. Further, the door open detection unit 207 acquires a signal from the body ECU 29 indicating that the boarding / alighting door is opened prior to the body ECU 29 controlling the door opening / closing actuator 30a to open the boarding / alighting door, and the door opening detection unit 207 obtains a signal indicating that the boarding / alighting door is opened, and the door opening / exiting door of the vehicle Ve It may be configured to detect that the door opens.

The suppression control unit 204c operates the upper blower 31 or the lower blower 32 to suppress the inflow of outside air, instead of operating the door opening / closing actuator 30 to switch the opening / closing mode of the door. It is the same as the suppression control unit 204 of. The upper blower 31 and the lower blower 32 correspond to the suppression mechanism. Operating the upper blower 31 or the lower blower 32 to suppress the inflow of outside air is hereinafter referred to as an outside air inflow suppressing operation.

Similar to the suppression control unit 204, the suppression control unit 204c operates the outside air inflow suppression operation depending on whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value. It is preferable to switch the implementation or non-execution.

The suppression control unit 204c automatically sweeps out the indoor air of the vehicle Ve from the entrance / exit of the entrance / exit door based on the detection that the door open detection unit 207 opens the entrance / exit door. 31 or lower blower 32 is operated.

When the room temperature acquired by the room temperature acquisition unit 206 is higher than the specified value by the room temperature acquisition unit 206 than the outside air temperature acquired by the outside air temperature acquisition unit 205, the suppression control unit 204c takes the indoor air of the vehicle Ve below the entrance / exit with the door open. It is preferable to operate the lower blower 32 so as to sweep out from. On the other hand, when the outside air temperature acquired by the outside air temperature acquisition unit 205 is higher than the room temperature acquired by the room temperature acquisition unit 206, the suppression control unit 204c uses the indoor air of the vehicle Ve as the entrance / exit with the door open. It is preferable to operate the upper blower 31 so as to sweep out from above.

According to this, it becomes possible to more efficiently suppress the inflow of outside air into the room of the vehicle Ve according to the relationship between the outside air temperature and the room temperature. Here, this effect will be described with reference to FIG. FIG. 19I shows an example in which the room temperature is higher than the outside air temperature by a specified value or more. J in FIG. 19 shows an example in which the outside air temperature is higher than the room temperature by a specified value or more. In FIG. 19, the upper part of the vehicle Ve is shown by Up and the lower part is shown by Do. The same applies to the following figures.

As shown in FIG. 19I, when the room temperature is higher than the outside air temperature, the outside air, which is colder and heavier than the indoor air, flows in from below the entrance / exit. On the other hand, according to the configuration of the fourth embodiment, by operating the lower blower 32, the indoor air of the vehicle Ve is swept out from below the entrance / exit with the door open, so that the entire interior from the entrance / exit is used. It becomes easier to suppress the inflow of outside air without sweeping out the air.

Further, as shown by J in FIG. 19, when the outside air temperature is higher than the room temperature, the outside air warmer and lighter than the room air flows in from above the entrance / exit. On the other hand, according to the configuration of the fourth embodiment, by operating the upper blower 31, the indoor air of the vehicle Ve is swept out from above the entrance / exit with the door open, so that the entire interior from the entrance / exit is used. It becomes easier to suppress the inflow of outside air without sweeping out the air.

<Processing related to suppression of outside air inflow in the energy management ECU 20c>
Subsequently, an example of the flow of the outside air inflow suppression-related processing in the energy management ECU 20c will be described with reference to the flowchart of FIG. The flowchart of FIG. 20 may be configured to start when the power switch is turned on, for example. In addition, the configuration may be such that the air conditioning is started when the air conditioning device of the vehicle Ve is started.

First, in step S41, if the door open detection unit 207 detects that the door for getting on and off is open (YES in S41), the process proceeds to step S42. On the other hand, if it is not detected that the door for getting on and off is opened (NO in S41), the process proceeds to step S49.

In step S42, the suppression control unit 204c performs the same processing as in S2. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S42), the process proceeds to step S43. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S42), the process proceeds to step S44.

In step S43, when the door for getting on and off the vehicle Ve is closed (YES in S43), the process proceeds to step S49. On the other hand, when the entrance / exit door of the vehicle Ve is not closed (NO in S43), the process of S43 is repeated. The closing of the boarding / alighting door of the vehicle Ve may be identified by the suppression control unit 204c acquiring a signal of the courtesy switch of the boarding / alighting door via the body ECU 29.

In step S44, the suppression control unit 204c determines whether or not the room temperature acquired by the room temperature acquisition unit 206 is higher than the specified value or more than the outside air temperature acquired by the outside air temperature acquisition unit 205. Then, when it is determined that the room temperature is higher than the outside air temperature by a specified value or more (YES in S44), the process proceeds to step S45. On the other hand, when it is determined that the outside air temperature is not higher than the room temperature by the specified value or more, that is, when the outside air temperature is higher than the room temperature by the specified value or more (NO in S44), the process proceeds to step S46.

In step S45, the suppression control unit 204c operates the lower blower 32 and moves to step S47. In step S46, the suppression control unit 204c operates the upper blower 31 and moves to step S47.

In step S47, when the door for getting on and off the vehicle Ve is closed (YES in S47), the process proceeds to step S48. On the other hand, when the entrance / exit door of the vehicle Ve is not closed (NO in S47), the process of S47 is repeated.

In step S48, the suppression control unit 204c ends the operation of the upper blower 31 or the lower blower 32 that has been operated. In step S49, when it is the end timing of the outside air inflow suppression related process (YES in S49), the outside air inflow suppression related process is ended. On the other hand, if it is not the end timing of the outside air inflow suppression related process (NO in S49), the process returns to S41 and the process is repeated. Examples of the end timing of the processing related to the suppression of outside air inflow include the fact that the air conditioner in the air conditioner is turned off and the power switch is turned off.

<Summary of Embodiment 4>
According to the configuration of the fourth embodiment, the upper blower 31 or the lower blower 32 is operated based on the detection that the entrance / exit door of the vehicle Ve is opened. Therefore, when the entrance / exit door of the vehicle Ve entrance / exit is opened, the indoor air is swept out to the outside, and it is possible to suppress the inflow of outside air from this entrance / exit. Therefore, while reducing passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. Will be possible.

In the fourth embodiment, the vehicle side unit 2c includes the upper blower 31 and the lower blower 32, but the present invention is not necessarily limited to this. For example, the configuration may include only one of the upper blower 31 and the lower blower 32. In this case, the direction in which the wind is blown from one of them may be switched between the upper part and the lower part of the entrance / exit by a louver or the like that can adjust the direction in which the wind is blown in the height direction of the vehicle Ve.

(Embodiment 5)
In the fourth embodiment, a configuration is shown in which the indoor air is swept out from above the entrance / exit and the air is swept out from below the entrance / exit according to the relationship between the outside air temperature and the room temperature. , Not necessarily limited to this. For example, there may be a configuration in which the indoor air is not switched between the case where the indoor air is swept out from above the entrance / exit and the case where the indoor air is swept out from below the entrance / exit. In this case, the indoor air may be swept out from both above and below the entrance / exit, or may be swept out from either one. The vehicle-side unit 2c may include only one of the upper blower 31 and the lower blower 32. Further, the indoor air may be swept out from any area of the entrance / exit.

(Embodiment 6)
In the fourth and fifth embodiments, a configuration is shown in which the inflow of outside air from the entrance / exit is suppressed by sweeping the indoor air to the outside, but the present invention is not necessarily limited to this. For example, an air curtain, which is an air flow curtain, may be formed on the opening surface of the entrance / exit to suppress the inflow of outside air from the entrance / exit (hereinafter referred to as the sixth embodiment). Hereinafter, the configuration of the sixth embodiment will be described. The vehicle system 1 of the sixth embodiment is the same as the vehicle system 1 of the fourth embodiment except that the vehicle side unit 2d is included instead of the vehicle side unit 2.

<Rough configuration of vehicle side unit 2d>
Subsequently, an example of the schematic configuration of the vehicle-side unit 2d will be described with reference to FIG. As shown in FIG. 21, the vehicle side unit 2d includes an energy management ECU 20d, a communication terminal 21, an ADAS locator 22, a peripheral monitoring sensor 23, a vehicle state sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, an outside temperature sensor 27, and a room temperature sensor. 28, a body ECU 29, a door opening / closing actuator 30a, an upper ejection device 33, and a lower ejection device 34 are included. The vehicle-side unit 2d is an embodiment except that the energy management ECU 20d is included in place of the energy management ECU 20c and the upper blower 33 and the lower blower 34 are included in place of the upper blower 31 and the lower blower 32. This is the same as the vehicle side unit 2c of 4.

The upper ejection device 33 is a device that blows gas toward the floor of the vehicle Ve from an outlet (hereinafter referred to as an upper outlet 330) provided above the entrance / exit of the vehicle Ve. The upper air outlet 330 may be provided so as to be provided toward the floor so that the gas may be blown out toward the floor of the vehicle Ve. The lower ejection device 34 is a device that blows gas toward the ceiling of the vehicle Ve from an outlet (hereinafter referred to as a lower outlet 340) provided at the lower part of the entrance / exit of the vehicle Ve. The lower air outlet 340 may be provided toward the ceiling so as to blow out gas toward the ceiling of the vehicle Ve. An air curtain is formed on the opening surface of the entrance / exit by blowing gas from the upper ejection device 33 and the lower ejection device 34.

The gas blown out from the upper ejection device 33 and the lower ejection device 34 may be oxygen or the like, but is preferably air from the viewpoint of cost. In the following, a case where air is blown out from the upper ejection device 33 and the lower ejection device 34 will be described as an example. As an example, the upper ejection device 33 and the lower ejection device 34 suck indoor air by driving a fan and pump the indoor air to the upper outlet 330 and the lower outlet 340 through a duct, whereby the upper outlet 330 And the indoor air may be blown out from the lower air outlet 340. By using the indoor air, it is possible to suppress the temperature change in the room even when the air blown from the upper outlet 330 and the air blown from the lower outlet 340 collide with each other to generate an air flow toward the inside and outside of the room.

The energy management ECU 20d is the same as the energy management ECU 20c of the fourth embodiment except that some processes are different. The energy management ECU 20d corresponds to a vehicle outside air inflow suppression device. The details of the processing in the energy management ECU 20d will be described later.

<Outline configuration of energy management ECU 20d>
Subsequently, the schematic configuration of the energy management ECU 20d will be described with reference to FIG. The energy management ECU 20d includes a suppression control unit 204d, an outside air temperature acquisition unit 205, a room temperature acquisition unit 206, and a door open detection unit 207 as functional blocks. The energy management ECU 20d is the same as the energy management ECU 20c of the fourth embodiment except that the suppression control unit 204d is provided instead of the suppression control unit 204c.

The suppression control unit 204d of the fourth embodiment suppresses the inflow of outside air, except that the upper blower 31 or the lower blower 32 is operated instead of the upper blower 31 or the lower blower 32 to operate the upper blower 33 and the lower blower 34. It is the same as 204c. The upper ejection device 33 and the lower ejection device 34 correspond to the suppression mechanism. Suppressing the inflow of outside air by operating the upper ejection device 33 and the lower ejection device 34 is hereinafter referred to as an outside air inflow suppression operation.

Similar to the suppression control unit 204c, the suppression control unit 204d operates the outside air inflow suppression operation depending on whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value. It is preferable to switch the implementation or non-execution.

The suppression control unit 204d automatically detects air from both the upper outlet 330 and the lower outlet 340 along the vertical direction of the entrance / exit based on the detection that the door open detection unit 207 opens the entrance / exit door. The upper ejection device 33 and the lower ejection device 34 are operated so as to blow out.

When the room temperature acquired by the room temperature acquisition unit 206 is higher than the specified value by the suppression control unit 204d than the outside air temperature acquired by the outside air temperature acquisition unit 205, the suppression control unit 204d determines the strength of blowing air from the upper outlet 330 to the lower outlet 340. It is preferable to operate the upper ejection device 33 and the lower ejection device 34 so as to be stronger than the strength of blowing air from the room. The suppression control unit 204d may switch the strength of blowing air from the upper outlet 330 by adjusting the rotation speed of the fan of the upper ejection device 33. The suppression control unit 204d may switch the strength of blowing air from the lower outlet 340 by adjusting the rotation speed of the fan of the lower ejection device 34.

On the other hand, when the outside air temperature acquired by the outside air temperature acquisition unit 205 is higher than the specified value by the room temperature acquisition unit 206, the suppression control unit 204d blows up the strength of blowing air from the lower air outlet 340. It is preferable to operate the upper ejection device 33 and the lower ejection device 34 so as to be stronger than the strength of blowing air from the outlet 330.

According to this, it becomes possible to more efficiently suppress the inflow of outside air into the room of the vehicle Ve according to the relationship between the outside air temperature and the room temperature. Here, this effect will be described with reference to FIG. K in FIG. 23 shows an example in which the room temperature is higher than the outside air temperature by a specified value or more. L in FIG. 23 shows an example in which the outside air temperature is higher than the room temperature by a specified value or more.

As shown in K of FIG. 23, when the room temperature is higher than the outside air temperature, the outside air, which is colder and heavier than the indoor air, flows in from below the entrance / exit. On the other hand, according to the configuration of the sixth embodiment, the strength of blowing air from the upper outlet 330 is made stronger than the strength of blowing air from the lower outlet 340. Therefore, an air flow toward the outside generated by the collision of the air blown from the upper outlet 330 and the air blown from the lower outlet 340 is generated below the entrance / exit. Therefore, it becomes easier to suppress the inflow of outside air that is about to flow in from below the entrance / exit.

Further, as shown in L of FIG. 23, when the outside air temperature is higher than the room temperature, the outside air warmer and lighter than the room air flows in from above the entrance / exit. On the other hand, according to the configuration of the sixth embodiment, the strength of blowing air from the lower outlet 340 is made stronger than the strength of blowing air from the upper outlet 330. Therefore, an air flow toward the outside generated by the collision of the air blown from the upper outlet 330 and the air blown from the lower outlet 340 is generated above the entrance / exit. Therefore, it becomes easier to suppress the inflow of outside air that is about to flow in from above the entrance / exit.

<Processing related to suppression of outside air inflow in the energy management ECU 20d>
Subsequently, an example of the flow of the outside air inflow suppression-related processing in the energy management ECU 20d will be described with reference to the flowchart of FIG. 24. The flowchart of FIG. 24 may be configured to start when the power switch is turned on, for example. In addition, the configuration may be such that the air conditioning is started when the air conditioning device of the vehicle Ve is started.

First, in step S61, when the door open detection unit 207 detects that the door for getting on and off is open (YES in S61), the process proceeds to step S62. On the other hand, if it is not detected that the door for getting on and off is opened (NO in S61), the process proceeds to step S69.

In step S62, the suppression control unit 204d performs the same processing as in S2. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S62), the process proceeds to step S63. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S62), the process proceeds to step S64.

In step S63, when the door for getting on and off the vehicle Ve is closed (YES in S63), the process proceeds to step S69. On the other hand, when the entrance / exit door of the vehicle Ve is not closed (NO in S63), the process of S63 is repeated. The closing of the boarding / alighting door of the vehicle Ve may be specified by the suppression control unit 204d acquiring a signal of the courtesy switch of the boarding / alighting door via the body ECU 29.

In step S64, the suppression control unit 204d determines whether or not the room temperature acquired by the room temperature acquisition unit 206 is higher than the specified value or more than the outside air temperature acquired by the outside air temperature acquisition unit 205. Then, when it is determined that the room temperature is higher than the outside air temperature by a specified value or more (YES in S64), the process proceeds to step S65. On the other hand, when it is determined that the outside air temperature is not higher than the room temperature by the specified value or more, that is, when the outside air temperature is higher than the room temperature by the specified value or more (NO in S64), the process proceeds to step S66.

In step S65, the suppression control unit 204d operates the upper ejection device 33 and the lower ejection device 34 so that the strength of blowing air from the upper outlet 330 is stronger than the strength of blowing air from the lower outlet 340. The process proceeds to step S67. In step S66, the suppression control unit 204d operates the upper ejection device 33 and the lower ejection device 34 so that the strength of blowing air from the lower outlet 340 is stronger than the strength of blowing air from the upper outlet 330. The process proceeds to step S67. In S65 and S66, an air curtain is formed on the opening surface of the entrance / exit.

In step S67, when the door for getting on and off the vehicle Ve is closed (YES in S67), the process proceeds to step S68. On the other hand, when the entrance / exit door of the vehicle Ve is not closed (NO in S67), the process of S67 is repeated.

In step S68, the suppression control unit 204d ends the operation of the upper ejection device 33 and the lower ejection device 34 that have been operated, and ends the formation of the air curtain. In step S69, when it is the end timing of the outside air inflow suppression related process (YES in S69), the outside air inflow suppression related process is ended. On the other hand, if it is not the end timing of the outside air inflow suppression related process (NO in S69), the process returns to S61 and the process is repeated. Examples of the end timing of the processing related to the suppression of outside air inflow include the fact that the air conditioner in the air conditioner is turned off and the power switch is turned off.

<Summary of Embodiment 6>
According to the configuration of the sixth embodiment, the upper ejection device 33 and the lower ejection device 34 are operated based on the detection that the entrance / exit door of the vehicle Ve entrance / exit is opened. Therefore, when the entrance / exit door of the vehicle Ve is opened, an air curtain is formed on the opening surface of the entrance / exit, and it is possible to suppress the inflow of outside air from the entrance / exit. Therefore, while reducing passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. Will be possible. The strength of the air blown out from the upper outlet 330 and the lower outlet 340 may be substantially equal.

(Embodiment 7)
In the sixth embodiment, an air curtain is formed on the opening surface of the entrance / exit by blowing air from both the upper outlet 330 and the lower outlet 340 along the vertical direction of the entrance / exit, but this is not necessarily the case. Not limited to. For example, an air curtain may be formed on the opening surface of the entrance / exit port by blowing air from only one of the upper outlet 330 and the lower outlet 340 (hereinafter, embodiment 7). Also according to the configuration of the seventh embodiment, an air curtain is formed on the opening surface of the entrance / exit, and it is possible to suppress the inflow of outside air from the entrance / exit.

In the seventh embodiment, only one of the upper ejection device 33 and the lower ejection device 34 may be included in the vehicle side unit 2d. Further, in the seventh embodiment, one of the upper outlet 330 and the lower outlet 340 may be omitted, and a suction port for sucking air may be provided at the position of the omitted outlet. According to this, it is possible to form an air curtain by further suppressing the air blown out from the air outlet from flowing to the inside and outside of the room by sucking the air from the suction port.

(Embodiment 8)
In the sixth and seventh embodiments, an air curtain is formed on the opening surface of the entrance / exit by blowing air along the vertical direction of the entrance / exit, but the present invention is not limited to this. For example, an air curtain may be formed on the opening surface of the entrance / exit by blowing air along the left-right direction of the entrance / exit (hereinafter referred to as the eighth embodiment). Hereinafter, the configuration of the eighth embodiment will be described. The vehicle system 1 of the eighth embodiment is the same as the vehicle system 1 of the sixth embodiment except that the vehicle side unit 2e is included instead of the vehicle side unit 2d.

<Rough configuration of vehicle side unit 2e>
Subsequently, an example of the schematic configuration of the vehicle side unit 2e will be described. Except for the point that the vehicle side unit 2e includes the energy management ECU 20e instead of the energy management ECU 20d and the point that the left side ejection device 35 and the right ejection device 36 are included instead of the upper ejection device 33 and the lower ejection device 34. For example, it is the same as the vehicle side unit 2d of the sixth embodiment.

The left ejection device 35 is a device that blows gas from the outlet (hereinafter referred to as the left outlet 350) provided on the left side of the entrance / exit of the vehicle Ve to the right as seen from the outside of the vehicle. is there. Hereinafter, the left and right sides of the entrance / exit will be described as being left and right as seen from the outside of the vehicle. The left outlet 350 may be provided so as to be directed to the right of the entrance / exit, so that gas may be blown out to the right of the entrance / exit. The right-side ejection device 36 is a device that blows gas from an outlet (hereinafter, right-side outlet 360) provided on the right side of the entrance / exit of the vehicle Ve to the left of the entrance / exit. The right outlet 360 may be provided so as to be directed to the left of the entrance / exit so that the gas can be blown out to the left of the entrance / exit. The left ejection device 35 and the right ejection device 36 blow out gas to form an air curtain on the opening surface of the entrance / exit.

The left portion ejection device 35 and the right portion ejection device 36 are the same as the upper ejection device 33 and the lower ejection device 34 except for the direction in which the gas is ejected. In the following, a case where air is blown out from the left side ejection device 35 and the right side ejection device 36 will be described as an example.

The energy management ECU 20e is the same as the energy management ECU 20d of the sixth embodiment except that some processes are different. The energy management ECU 20e corresponds to a vehicle outside air inflow suppression device. The details of the processing in the energy management ECU 20e will be described later.

<Outline configuration of energy management ECU 20e>
Subsequently, the schematic configuration of the energy management ECU 20e will be described with reference to FIG. 25. The energy management ECU 20e includes a suppression control unit 204e, an outside air temperature acquisition unit 205, a room temperature acquisition unit 206, and a door open detection unit 207 as functional blocks. The energy management ECU 20e is the same as the energy management ECU 20d of the fourth embodiment except that the suppression control unit 204e is provided instead of the suppression control unit 204d.

The suppression control unit 204e operates the left ejection device 35 and the right ejection device 36 to suppress the inflow of outside air. The left ejection device 35 and the right ejection device 36 correspond to the suppression mechanism. Suppressing the inflow of outside air by operating the left ejection device 35 and the right ejection device 36 is hereinafter referred to as an outside air inflow suppression operation.

Similar to the suppression control unit 204d, the suppression control unit 204e operates the outside air inflow suppression operation depending on whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value. It is preferable to switch the implementation or non-execution.

The suppression control unit 204d automatically detects that the door is opened by the door open detection unit 207 from both the left air outlet 350 and the right air outlet 360 along the left and right directions of the entrance / exit. The left ejection device 35 and the right ejection device 36 are operated so as to blow out air. The relationship between the strength of blowing air from the left outlet 350 and the strength of blowing air from the right outlet 360 may or may not be equal.

According to this, as shown in FIG. 26, an air curtain is formed on the opening surface of the entrance / exit by the air blown from the left outlet 350 and the air blown from the right outlet 360. As a result, the inflow of outside air from the entrance / exit is suppressed. Further, the air blown from the left outlet 350 and the air blown from the right outlet 360 collide with each other to generate an air flow toward the outside. Therefore, the outside air that is about to flow in from the entrance / exit is pushed back by this air flow, and it becomes easier to suppress the inflow of outside air from the entrance / exit.

<Processing related to suppression of outside air inflow in the energy management ECU 20e>
Subsequently, an example of the flow of the outside air inflow suppression-related processing in the energy management ECU 20e will be described with reference to the flowchart of FIG. 27. The flowchart of FIG. 27 may be configured to start when the power switch is turned on, for example. In addition, the configuration may be such that the air conditioning is started when the air conditioning device of the vehicle Ve is started.

First, in step S81, when the door open detection unit 207 detects that the door for getting on and off is open (YES in S81), the process proceeds to step S82. On the other hand, if it is not detected that the door for getting on and off is opened (NO in S81), the process proceeds to step S87.

In step S82, the suppression control unit 204e performs the same processing as in S2. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S82), the process proceeds to step S83. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S82), the process proceeds to step S84.

In step S83, when the door for getting on and off the vehicle Ve is closed (YES in S83), the process proceeds to step S87. On the other hand, when the entrance / exit door of the vehicle Ve is not closed (NO in S83), the process of S83 is repeated. The closing of the boarding / alighting door of the vehicle Ve may be identified by the suppression control unit 204e acquiring a signal of the courtesy switch of the boarding / alighting door via the body ECU 29.

In step S84, the suppression control unit 204e operates the left ejection device 35 and the right ejection device 36 so that the air is blown out from the left outlet 350 and the right outlet 360, and the process proceeds to step S85.

In step S85, when the door for getting on and off the vehicle Ve is closed (YES in S85), the process proceeds to step S86. On the other hand, when the entrance / exit door of the vehicle Ve is not closed (NO in S85), the process of S85 is repeated. In step S88, the suppression control unit 204e ends the operation of the left side ejection device 35 and the right portion ejection device 36 that have been operated, and ends the formation of the air curtain.

In step S87, when it is the end timing of the outside air inflow suppression related process (YES in S87), the outside air inflow suppression related process is ended. On the other hand, if it is not the end timing of the outside air inflow suppression related process (NO in S87), the process returns to S81 and the process is repeated. Examples of the end timing of the processing related to the suppression of outside air inflow include the fact that the air conditioner in the air conditioner is turned off and the power switch is turned off.

<Summary of Embodiment 8>
According to the configuration of the eighth embodiment, the left side ejection device 35 and the right part ejection device 36 are operated based on the detection that the entrance / exit door of the vehicle Ve entrance / exit is opened. Therefore, when the entrance / exit door of the vehicle Ve is opened, an air curtain is formed on the opening surface of the entrance / exit, and it is possible to suppress the inflow of outside air from the entrance / exit. Therefore, while reducing passenger discomfort caused by temperature changes in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened, the consumption of air conditioning power due to the inflow of outside air when the door of the passenger transport vehicle is opened is suppressed. Will be possible. The strength of the air blown from the left outlet 350 and the right outlet 360 may be substantially equal.

(Embodiment 9)
In the eighth embodiment, an air curtain is formed on the opening surface of the entrance / exit by blowing air from both the left outlet 350 and the right outlet 360 along the left-right direction of the entrance / exit. Not necessarily limited to this. For example, an air curtain may be formed on the opening surface of the entrance / exit by blowing air from only one of the left outlet 350 and the right outlet 360 (hereinafter, embodiment 9). Also with the configuration of the ninth embodiment, an air curtain is formed on the opening surface of the entrance / exit, and it is possible to suppress the inflow of outside air from the entrance / exit.

In the ninth embodiment, only one of the left side ejection device 35 and the right side ejection device 36 may be included in the vehicle side unit 2e. Further, in the ninth embodiment, if one of the left air outlet 350 and the right air outlet 360 is omitted, a suction port for sucking air is provided at the position of the omitted air outlet. Good. According to this, it is possible to form an air curtain by further suppressing the air blown out from the air outlet from flowing to the inside and outside of the room by sucking the air from the suction port.

(Embodiment 10)
Further, by keeping the indoor air pressure of the vehicle Ve higher than the outside air pressure, the room air is swept out when the entrance / exit door is opened, and the outside air is suppressed from flowing in from the entrance / exit port (hereinafter, embodiment 10). May be. Hereinafter, the configuration of the sixth embodiment will be described. The vehicle system 1 of the tenth embodiment is the same as the vehicle system 1 of the first embodiment except that the vehicle side unit 2f is included instead of the vehicle side unit 2.

<Rough configuration of vehicle side unit 2f>
Subsequently, an example of the schematic configuration of the vehicle side unit 2f will be described with reference to FIG. 28. As shown in FIG. 28, the vehicle side unit 2f includes an energy management ECU 20f, a communication terminal 21, an ADAS locator 22, a peripheral monitoring sensor 23, a vehicle state sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, an outside temperature sensor 27, and a room temperature sensor. 28, a body ECU 29, a door opening / closing actuator 30a, and a pressure adjusting device 37 are included. The vehicle-side unit 2f according to the first embodiment except that the energy management ECU 20f and the door opening / closing actuator 30a are included instead of the energy management ECU 20 and the door opening / closing actuator 30a, and the air pressure adjusting device 37 is included. It is the same as 2.

The door opening / closing actuator 30a is the same as the door opening / closing actuator 30a of the second embodiment except that only the left entrance / exit door of the vehicle Ve is targeted.

The air pressure adjusting device 37 adjusts the air pressure inside the vehicle Ve to be higher than the outside air. As an example, as the air pressure adjusting device 37, a compressor that sucks and compresses the outside air of the vehicle Ve and discharges it into the room may be used. This compressor shall be different from the compressor of the air conditioner. The air pressure adjusting device 37 takes in the outside air into the room of the vehicle Ve with the doors closed when the vehicle Ve is traveling, so that the air pressure in the room is higher than the outside air pressure.

The energy management ECU 20f is the same as the energy management ECU 20 of the first embodiment, except that some processes are different. The energy management ECU 20f corresponds to a vehicle outside air inflow suppression device. The details of the processing in the energy management ECU 20f will be described later.

<Outline configuration of energy management ECU 20f>
Subsequently, the schematic configuration of the energy management ECU 20f will be described with reference to FIG. 29. The energy management ECU 20f includes a suppression control unit 204f, an outside air temperature acquisition unit 205, a room temperature acquisition unit 206, and a door open / close detection unit 208 as functional blocks. The energy management ECU 20f does not include the information acquisition unit 201, the stop detection unit 202, and the wind direction specifying unit 203, includes the suppression control unit 204f instead of the suppression control unit 204, and includes the door open / close detection unit 208. Except for the above, it is the same as the energy management ECU 20 of the first embodiment.

The door opening / closing detection unit 208 detects the opening / closing of the entrance / exit door of the vehicle Ve. The door open / close detection unit 208 may detect that the door of the entrance / exit of the vehicle Ve opens in the same manner as the door open detection unit 207 of the fourth embodiment. The door open / close detection unit 208 may detect that the door of the entrance / exit of the vehicle Ve is closed by acquiring the signal of the courtesy switch of the entrance / exit door via the body ECU 29.

The suppression control unit 204f operates the door opening / closing actuator 30 to switch the opening / closing mode of the entrance / exit door, but operates the air pressure adjusting device 37 to suppress the inflow of outside air. It is the same as the part 204. The atmospheric pressure adjusting device 37 corresponds to the suppression mechanism. Suppressing the inflow of outside air by operating the atmospheric pressure adjusting device 37 is hereinafter referred to as an outside air inflow suppressing operation.

Similar to the suppression control unit 204, the suppression control unit 204f operates the outside air inflow suppression operation depending on whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 205 and the room temperature acquired by the room temperature acquisition unit 206 is less than a specified value. It is preferable to switch the implementation or non-execution.

The suppression control unit 204f is in the interior of the vehicle Ve after the door open / close detection unit 208 detects that the entrance / exit door is closed and before the door open / close detection unit 208 detects that the entrance / exit door is open. The atmospheric pressure adjusting device 37 is operated so that the atmospheric pressure is higher than the external atmospheric pressure. The air pressure adjusting device 37 is provided to such an extent that the air pressure inside the vehicle Ve is estimated to be higher than the outside air pressure to the extent that the indoor air is naturally convected to the outside when the door of the entrance / exit of the vehicle Ve is opened. You just have to raise the air pressure.

According to this, as shown in FIG. 30, when the entrance / exit door of the vehicle Ve is opened, the indoor air of the vehicle Ve is naturally convected to the outside due to the pressure difference between the indoor pressure of the vehicle Ve and the outside air pressure. .. As a result, the inflow of outside air from the entrance / exit is suppressed.

The suppression control unit 204f operates the air pressure adjusting device 37 when the door open / close detection unit 208 detects that the door is closed in order to increase the air pressure while suppressing the rate of change of the air pressure in the vehicle Ve indoors. It is more preferable to start. Further, as for the amount of air discharged into the room of the pressure adjusting device 37, in order to raise the air pressure while keeping the rate of change of the air pressure in the room of the vehicle Ve small, it is necessary to gradually discharge the amount per unit time. preferable.

Further, in the suppression control unit 204f, when the interior of the vehicle Ve is not completely airtight, the air pressure raised by the air pressure adjusting device 37 gradually decreases, so that the door open / close detection unit 208 opens the entrance / exit door. It is more preferable to continue the operation of the atmospheric pressure adjusting device 37 until the detection is detected.

<Processing related to suppression of outside air inflow in the energy management ECU 20f>
Subsequently, an example of the flow of the outside air inflow suppression-related processing in the energy management ECU 20f will be described with reference to the flowchart of FIG. The flowchart of FIG. 31 may be configured to start when the power switch is turned on, for example. In addition, the configuration may be such that the air conditioning is started when the air conditioning device of the vehicle Ve is started.

First, in step S101, when the door open / close detection unit 208 detects that the entrance / exit door is closed (YES in S101), the process proceeds to step S102. On the other hand, if it is not detected that the entrance / exit door is closed (NO in S101), the process proceeds to step S107.

In step S102, the suppression control unit 204f performs the same processing as in S2. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S102), the process proceeds to step S103. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S102), the process proceeds to step S104.

In step S103, when the door open / close detection unit 208 detects that the door for getting on and off is opened (YES in S103), the process proceeds to step S107. On the other hand, if it is not detected that the door for getting on and off is opened (NO in S103), the process of step S103 is repeated. In step S104, the suppression control unit 204f starts the operation of the atmospheric pressure adjusting device 37.

In step S105, when the door open / close detection unit 208 detects that the door for getting on and off is opened (YES in S105), the process proceeds to step S106. On the other hand, if it is not detected that the door for getting on and off is opened (NO in S105), the process of step S105 is repeated. In step S106, the suppression control unit 204f ends the operation of the atmospheric pressure adjusting device 37.

In step S107, when it is the end timing of the outside air inflow suppression related process (YES in S107), the outside air inflow suppression related process is ended. On the other hand, if it is not the end timing of the outside air inflow suppression related process (NO in S107), the process returns to S101 and the process is repeated. Examples of the end timing of the processing related to the suppression of outside air inflow include the fact that the air conditioner in the air conditioner is turned off and the power switch is turned off.

<Summary of Embodiment 10>
According to the configuration of the tenth embodiment, the air pressure adjusting device 37 is operated from the time when the door open / close detection unit 208 detects that the door is closed to the time when the door is detected to be opened. If the air pressure inside the vehicle Ve is higher than the outside air pressure by the time the door opens, when the door opens, the difference between the air pressure inside the room and the outside air pressure causes natural convection from the entrance to the room. Air will be exhaled. Therefore, when the entrance / exit door of the vehicle Ve entrance / exit is opened, it is possible to suppress the inflow of outside air from the entrance / exit. Therefore, it is possible to suppress the consumption of air-conditioning power while reducing the discomfort of passengers due to the temperature change in the vehicle due to the inflow of outside air when the door of the passenger transport vehicle is opened.

(Embodiment 11)
In the above-described embodiment, the vehicle Ve has been described by taking the case of an autonomous driving vehicle and an electric vehicle as an example, but the description is not necessarily limited to this. For example, the vehicle Ve may be a vehicle that has a switch from automatic driving to manual driving. Further, except for the third embodiment, the vehicle Ve may be a vehicle capable of only manual driving. Further, the vehicle Ve may be a vehicle whose traveling drive source is an internal combustion engine.

The present disclosure is not limited to the above-described embodiment, and various modifications can be made within the scope of the claims, and can be obtained by appropriately combining the technical means disclosed in the different embodiments. The embodiments are also included in the technical scope of the present disclosure. Further, the control unit and the method thereof described in the present disclosure may be realized by a dedicated computer constituting a processor programmed to execute one or a plurality of functions embodied by a computer program. Alternatively, the apparatus and method thereof described in the present disclosure may be realized by a dedicated hardware logic circuit. Alternatively, the apparatus and method thereof described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

1 Vehicle 2,2a, 2b, 2c, 2d, 2e, 2f Vehicle side unit, 3 center, 20, 20a, 20b, 20c, 20d, 20e, 20f Energy management ECU (vehicle outside air inflow suppression device), 26 Vehicle control ECU (suppression mechanism), 30, 30a Door opening / closing actuator (suppression mechanism), 31 upper blower (suppression mechanism), 32 lower blower (suppression mechanism), 33 upper blower (suppression mechanism), 34 lower blower (suppression mechanism) Mechanism), 35 Left ejection mechanism (suppression mechanism), 36 Right ejection mechanism (suppression mechanism), 37 Pressure regulator (suppression mechanism), 202, 202b Stop detection unit, 203 Wind direction identification unit, 204, 204a, 204b, 204c, 204d, 204e, 204f Suppression control unit, 205 outside temperature acquisition unit, 206 room temperature acquisition unit, 207 door open detection unit, 208 door open / close detection unit, 330 upper air outlet, 340 lower air outlet, 350 left air outlet, 360 right outlet

Claims (20)

Used in passenger transport vehicles,
A stop detection unit (202, 202b) that detects the stop of the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle, and
A suppression control unit (204, 204a, 204b) that controls a suppression mechanism (26, 30, 30a) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened.
The wind direction specifying unit (203) for specifying the wind direction at the stop position is provided.
The suppression control unit operates the suppression mechanism according to the wind direction specified by the wind direction identification unit based on the detection of the stop of the passenger transport vehicle at the stop position by the stop detection unit. Outside air inflow control device for vehicles. The door provided at the entrance / exit of the passenger transport vehicle is a left-right opening door that can be switched so that the same door opens in either the left or right direction toward the outside of the passenger transport vehicle.
The suppression mechanism (30) switches the opening direction of the left-right opening door.
The restraint control unit (204) opens the left-right opening door for the passengers to get on and off based on the detection of the stop of the passenger transport vehicle at the stop position by the stop detection unit (202). In this case, of the left and right directions in which the left-right opening door can be opened according to the wind direction specified by the wind direction specifying portion, the side that more obstructs the flow of air to the entrance / exit along the wind direction. The vehicle outside air inflow suppression device according to claim 1, wherein the suppression mechanism is operated so as to automatically open the left and right opening doors in the direction of. The suppression mechanism switches the opening degree of opening the left-right opening door in a plurality of stages in addition to the direction of opening the left-right opening door.
The suppression control unit specifies the wind direction when opening the left-right opening door for getting on and off the passenger based on the detection of the stop of the passenger transport vehicle at the stop position by the stop detection unit. Of the left and right directions in which the left and right opening doors can be opened according to the wind direction specified by the unit, the left and right directions are in the direction that more obstructs the flow of air to the entrance / exit along the wind direction. The claim that the restraining mechanism is operated so as to automatically open the left-right opening door at an opening degree that more obstructs the flow of air to the entrance / exit along the wind direction within the movable range of the opening door. 2. The vehicle outside air inflow suppression device according to 2. The doors provided at the entrance / exit of the passenger transport vehicle are sliding door type doors provided on the left and right sides of the passenger transport vehicle, respectively.
The suppression mechanism (30a) switches which side of the sliding door type door provided on the left and right sides of the passenger transport vehicle is opened.
The suppression control unit (204a) detects the stop of the passenger transport vehicle at the stop position by the stop detection unit (202), and then opens the sliding door type door for the passengers to get on and off. When opening, the air flow to the entrance / exit along the wind direction among the sliding door type doors provided on the left and right sides of the passenger transport vehicle according to the wind direction specified by the wind direction specifying unit is further increased. The vehicle outside air inflow suppression device according to claim 1, wherein the suppression mechanism is operated so as to automatically open the door on the opposite side of the sliding door type door on the side that largely blocks the door without opening the door. The passenger transport vehicle is an automobile that travels on the road by automatic driving that automatically performs acceleration / deceleration control and steering control.
The suppression mechanism (26) automatically switches the direction of the passenger transport vehicle when the passenger transport vehicle is stopped at the stop position.
The stop detection unit (202b) detects in advance the stop of the passenger transport vehicle at the stop position for getting on and off the passengers of the passenger transport vehicle from the traveling plan of the automatic driving.
The suppression control unit (204b) detects the stop of the passenger transport vehicle at the stop position in advance by the stop detection unit, and then stops the vehicle according to the wind direction specified by the wind direction identification unit. The passenger transport vehicle is automatically stopped at the stop position in a direction that more obstructs the flow of air to the entrance / exit along the wind direction within the range of directions of the passenger transport vehicle allowed by the position. The vehicle outside air inflow suppression device according to any one of claims 1 to 4, wherein the suppression mechanism is operated as described above. Used in passenger transport vehicles,
A door open detection unit (207) that detects that the door of the entrance / exit of the passenger transport vehicle opens, and
A suppression control unit (204c, 204d, 204e) that controls a suppression mechanism (31, 32, 33, 34, 35, 36) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened. Prepare,
The suppression control unit is a vehicle outside air inflow suppression device that operates the suppression mechanism based on the detection that the door opens by the door open detection unit. The suppression mechanism is a blower (31, 32) that sweeps the indoor air of the passenger transport vehicle from the entrance / exit.
The suppression control unit (204c) automatically sweeps out the indoor air of the passenger transport vehicle from the entrance / exit of the door, based on the detection of the door opening by the door opening detection unit. The vehicle outside air inflow suppression device according to claim 6, wherein the suppression mechanism is operated so as to be performed. The suppression mechanism is capable of switching the position at which the indoor air of the passenger transport vehicle is swept out from the entrance / exit to the upper side and the lower side of the entrance / exit.
The outside air temperature acquisition unit (205) that acquires the outside air temperature of the passenger transport vehicle, and
A room temperature acquisition unit (206) for acquiring the room temperature of the passenger transport vehicle is provided.
When the room temperature acquired by the room temperature acquisition unit is higher than the specified value or more than the outside air temperature acquired by the outside air temperature acquisition unit, the suppression control unit opens the door of the indoor air of the passenger transport vehicle. While sweeping from below the entrance / exit, if the outside air temperature acquired by the outside air temperature acquisition unit is higher than the specified value than the room temperature acquired by the room temperature acquisition unit, the indoor air of the passenger transport vehicle is removed. The vehicle outside air inflow suppression device according to claim 7, wherein the suppression mechanism is operated so as to sweep from above the entrance / exit with the door open. The suppression mechanism (33, 34, 35, 36) blows out gas at the entrance / exit along the vertical direction or the horizontal direction of the entrance / exit.
The suppression control unit (204d, 204e) automatically blows out the gas along the vertical or horizontal direction of the entrance / exit based on the detection that the door opens by the door open detection unit. The vehicle outside air inflow suppression device according to claim 6, wherein the suppression mechanism is operated. The suppression mechanism (33, 34) is provided in the vertical direction of the entrance / exit from both the upper outlet (330) and the lower outlet (340) provided above and below the entrance / exit so as to face each other. The gas is blown out along the
Based on the detection that the door is opened by the door open detection unit, the suppression control unit (204d) is along the vertical direction of the entrance / exit from both the upper air outlet and the lower air outlet. The vehicle outside air inflow suppression device according to claim 9, wherein the suppression mechanism is operated so as to automatically blow out the gas. The suppression mechanism is capable of switching between the strength of blowing out the gas from the upper outlet and the strength of blowing air from the lower outlet.
The outside air temperature acquisition unit (205) that acquires the outside air temperature of the passenger transport vehicle, and
A room temperature acquisition unit (206) for acquiring the room temperature of the passenger transport vehicle is provided.
When the room temperature acquired by the room temperature acquisition unit is higher than the specified value or more than the outside air temperature acquired by the outside air temperature acquisition unit, the suppression control unit determines the strength with which the gas is blown out from the upper outlet. When the outside air temperature acquired by the outside air temperature acquisition unit is higher than the specified value or more than the room temperature acquired by the room temperature acquisition unit, the lower air outlet is made stronger than the strength at which the gas is blown out from the lower air outlet. The vehicle outside air inflow suppression device according to claim 10, wherein the suppression mechanism is operated so that the strength of blowing out the gas from the upper outlet is stronger than the strength of blowing out the gas from the upper outlet. The suppression mechanism (35, 36) is used for getting on and off from both the left outlet (350) and the right outlet (360) provided so as to face each other on the left and right sides of the entrance. The gas is blown out along the left-right direction of the mouth.
The suppression control unit (204e) detects that the door is opened by the door open detection unit, and is used in the left-right direction of the entrance / exit from both the left outlet and the right outlet. The vehicle outside air inflow suppression device according to claim 9, wherein the suppression mechanism is operated so as to automatically blow out the gas along the line. Used in passenger transport vehicles,
A door opening / closing detection unit (208) that detects the opening / closing of the door at the entrance / exit of the passenger transport vehicle, and
It is provided with a suppression control unit (204f) that controls a suppression mechanism (37) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened.
The suppression mechanism makes the air pressure inside the passenger transport vehicle higher than the outside air pressure.
The suppression control unit of the passenger transport vehicle is after the door open / close detection unit detects that the door is closed and before the door open / close detection unit detects that the door is open. A vehicle outside air inflow suppression device that operates the suppression mechanism so that the indoor air pressure is higher than the outside air pressure. Used in passenger transport vehicles,
The vehicle outside air inflow suppression device (20, 20a, 20b, 20c, 20d, 20e, 20f) according to any one of claims 1 to 13.
Vehicle outside air inflow suppression system including a suppression mechanism (26, 30, 30a, 31, 32, 33, 34, 35, 36) for suppressing the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened. .. Performed by computer in a passenger transport vehicle,
Detecting that the passenger transport vehicle has stopped at a stop position for passengers to get on and off the passenger transport vehicle,
Identify the wind direction at the stop position and
A suppression mechanism that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened according to the specified wind direction based on the detection of the stop of the passenger transport vehicle at the stop position. A method for suppressing the inflow of outside air for a vehicle, which includes a step of operating (26, 30, 30 a). Performed by computer in a passenger transport vehicle,
Detecting that the door of the entrance / exit of the passenger transport vehicle opens,
Based on the detection that the door opens, a suppression mechanism (31, 32, 33, 34, 35, 36) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened is provided. A method for suppressing the inflow of outside air for a vehicle, which includes the step of operating the vehicle. Performed by computer in a passenger transport vehicle,
Detecting the opening and closing of the door of the passenger transport vehicle,
After detecting that the door is closed and before detecting that the door is opened, the suppression mechanism (37) that raises the air pressure inside the passenger transport vehicle to be higher than the outside air pressure is operated. A method for suppressing the inflow of outside air for vehicles, including the step of. Computer,
A stop detection unit (202, 202b) that detects the stop of the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle, and
A wind direction specifying unit (203) that specifies the wind direction at the stop position,
A suppression mechanism that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened, based on the detection of the stop of the passenger transport vehicle at the stop position by the stop detection unit (26, A control program that functions as a suppression control unit (204, 204a, 204b) that operates 30, 30a). Computer,
A door open detection unit (207) that detects that the door of the entrance / exit of a passenger transport vehicle opens, and
A suppression mechanism (31, 32, 33, 34) that suppresses the inflow of outside air from the entrance / exit where the door of the passenger transport vehicle is opened, based on the detection that the door is opened by the door open detection unit. , 35, 36) is a control program that functions as a suppression control unit (204c, 204d, 204e). Computer,
A door open / close detection unit (208) that detects the opening / closing of the door at the entrance / exit of a passenger transport vehicle, and
After the door open / close detection unit detects that the door is closed, and before the door open / close detection unit detects that the door is open, the air pressure inside the passenger transport vehicle is changed to the outside air pressure. A control program that functions as a suppression control unit (204f) that operates a suppression mechanism (37) that is made higher than the above.

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