JP2023129225A - Vehicular seat air conditioner - Google Patents

Abstract

To provide a vehicular seat air conditioner which can inhibit complication of a structure and inhibit increase of manufacturing cost.SOLUTION: A vehicular seat air conditioner 3 includes: a blower 30 incorporated into a seat 1; a control unit 50 which controls the blower 30; and a discharge port 14 for discharging air sent by the blower 30 and guided to a passage formed at a seat back 13 from a surface of the seat back 13. Further, the discharge port 14 is provided with a wind direction adjustment part 40 having one or more plate parts 42 which adjust a discharge direction of the air discharged from the discharge port 14. Furthermore, the plate part 42 is disposed in an attitude substantially parallel to or an attitude inclined relative to a center axis of the passage in which the air discharged from the discharge port 14 flows. The control unit 50 controls the number of rotation of the blower 30 on the basis of a first temperature, a temperature in a passenger compartment, and a second temperature, a temperature of the air discharged from the discharge port 14.SELECTED DRAWING: Figure 7

Description

The present disclosure relates to a vehicle seat air conditioner that blows air to a person sitting on a seat.

In recent years, there has been a demand for providing a comfortable air-conditioned environment to the person sitting on the seat.

For example, Patent Document 1 describes a blower that blows air, a heat exchanger that heats or cools the air that the blower blows, and an air blowing section that is opened into the vehicle interior and blows out the air guided from the heat exchanger. A first switching device that selectively switches the air blowing section between a first blowing state in which air is blown away from the passenger space and a second blowing state in which air is blown toward the passenger space, and a temperature control state is reached. In the former case, there is a control device that switches the air blowing section to the first blowing state, and switches the air blowing section to the second blowing state when it is in the temperature control state, and a control device that switches the air blowing section to the second blowing state in accordance with a control signal from the control device. A vehicle seat air conditioner is disclosed that includes a moving actuator.

Patent No. 6044506

However, conventional vehicle seat air conditioners are equipped with an actuator that selectively switches the air blowing section between the first blowing state and the second blowing state, which complicates the structure and increases manufacturing costs. There is an issue of doing so.

Therefore, the present disclosure provides a vehicle seat air conditioner that can suppress the complexity of the structure and the rise in manufacturing costs.

A vehicle seat air conditioner according to one aspect of the present disclosure is a vehicle seat air conditioner used for a seat having a seat back and a seat cushion, and includes a blower built in the seat and a control unit that controls the blower. and a discharge port for discharging the air blown by the blower and guided into a flow path formed in the seat back from the surface of the seat back, and the discharge port includes the air flow path formed in the seat back. A wind direction adjusting section is provided that has one or more plate sections that adjust the discharge direction of air discharged from the discharge port, and the plate section is arranged along the central axis of the flow path through which air flows when discharged from the discharge port. The controller is configured to control the air blower based on a first temperature that is the temperature inside the vehicle interior and a second temperature that is the temperature of the air discharged from the discharge port. control the rotation speed.

Note that this general or specific aspect may be realized by any combination of systems, methods, integrated circuits, etc.

The vehicle seat air conditioner of the present disclosure can suppress the complexity of the structure and the rise in manufacturing costs.

FIG. 1 is a perspective view showing the appearance of a seat equipped with a vehicle seat air conditioner according to the first embodiment. FIG. 2 is a perspective view showing the appearance of a seat equipped with a vehicle seat air conditioner taken along line II-II in FIG. 1, and a sectional view showing the seat. FIG. 3 is a diagram showing the air blowing direction when looking down on the seat from above. FIG. 4 is a block diagram showing a vehicle seat air conditioner according to the first embodiment. FIG. 5A is a sectional view showing a case where the plate portion of the wind direction adjusting portion is in a posture substantially parallel to the central axis of the flow path in the housing. FIG. 5B is a cross-sectional view showing a case where the plate part of the wind direction adjustment part is inclined at 30 degrees in the front-rear direction with respect to the central axis of the flow path in the casing. FIG. 5C is a cross-sectional view showing a case where the plate part of the wind direction adjustment part is inclined at 45 degrees in the front-rear direction with respect to the central axis of the flow path in the casing. FIG. 5D is a cross-sectional view showing the area A and the opening areas B1, B2, and B3 of the wind direction adjusting section. FIG. 6A shows the direction in which the air is blown out when the air volume is large and the direction in which the air is blown out when the air volume is small when the plate part of the wind direction adjustment part is in a posture substantially parallel to the central axis of the flow path in the housing. FIG. FIG. 6B shows the direction in which the air is blown out when the air volume is large and the direction in which the air is blown out when the air volume is small when the plate part of the wind direction adjustment part is tilted by 30 degrees with respect to the central axis of the flow path in the housing. FIG. Figure 6C shows the direction in which the air is blown out when the air volume is large and the direction in which the air is blown out when the air volume is small when the plate part of the wind direction adjustment part is tilted at 45 degrees with respect to the central axis of the flow path in the housing. FIG. FIG. 7 is a flowchart showing the processing of the vehicle seat air conditioner according to the first embodiment. FIG. 8A is a diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port is extremely small. FIG. 8B is a diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port is large. FIG. 8C is a diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port is small. FIG. 8D is another diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port is large. FIG. 8E is another diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port is small. FIG. 8F is a diagram illustrating a wind direction adjustment section in Modification 1 of Embodiment 1. FIG. 8G is a diagram showing the attitude of the plate part of the wind direction adjustment part in Modification 1 of Embodiment 1. FIG. 8H is a diagram showing the air blowing direction when the air conditioner starts cooling operation when the seat is viewed from above. FIG. 8I is a diagram showing the relationship between the air volume and the posture of the plate section. FIG. 8J is a diagram illustrating a wind direction adjustment section in Modification 2 of Embodiment 1. FIG. 8K is a diagram illustrating a wind direction adjustment section in Modification 3 of Embodiment 1. FIG. 8L is a diagram illustrating a wind direction adjustment section in Modification 4 of Embodiment 1. FIG. 9 is a block diagram showing a vehicle seat air conditioner according to the second embodiment. FIG. 10 is a flowchart showing the processing of the vehicle seat air conditioner according to the second embodiment. FIG. 11 is a flowchart showing the processing of the vehicle seat air conditioner according to the third embodiment. FIG. 12 is a flowchart showing the processing of the vehicle seat air conditioner according to the fourth embodiment. FIG. 13 is a flowchart showing the processing of the vehicle seat air conditioner according to the fifth embodiment.

Note that the embodiments described below are all inclusive or specific examples. The numerical values, shapes, materials, components, arrangement positions and connection forms of the components, steps, order of steps, etc. shown in the following embodiments are examples, and do not limit the present disclosure. Further, among the constituent elements in the following embodiments, constituent elements that are not described in the independent claims will be described as arbitrary constituent elements.

Furthermore, in the following embodiments, expressions such as substantially rectangular or plate-like are used. For example, the expression "substantially rectangular or plate-shaped" does not only mean that it is completely rectangular or plate-like, but also means that it is substantially rectangular or plate-shaped, that is, it includes an error of about several percent. Further, the term "substantially rectangular or plate-shaped" means a rectangular or plate-like shape within the range where the effects of the present disclosure can be achieved. The same applies to other expressions using "abbreviation" and "state".

In the following description, the front-rear direction of the seat will be referred to as the X-axis direction, and the up-down direction of the seat will be referred to as the Z-axis direction. Furthermore, the left-right direction of the seat, that is, the direction perpendicular to each of the X-axis direction and the Z-axis direction is referred to as the Y-axis direction. Further, the front side of the seat in the X-axis direction is referred to as the plus direction side, and the rear side of the seat is referred to as the minus direction side. Further, the left side of the seat (front right side when looking at FIG. 1) in the Y-axis direction is referred to as the plus direction side, and the opposite side is referred to as the minus direction side. Further, the right side is the right side of the person with respect to the traveling direction of the vehicle when the person is seated on the seat, and is the negative direction of the Y axis. Further, the left side is the left side of the person with respect to the traveling direction of the vehicle when the person is seated on the seat, and is the positive direction of the Y axis. Further, in the Z-axis direction, the upper side of the sheet is referred to as the plus direction side, and the lower side of the sheet is referred to as the minus direction side. The same applies to FIG. 2 and subsequent figures.

Hereinafter, embodiments will be specifically described with reference to the drawings.

(Embodiment 1)
<Configuration: Sheet 1>
First, the configuration of the seat 1 including the vehicle seat air conditioner 3 will be explained using FIGS. 1 to 4.

FIG. 1 is a perspective view showing the appearance of a seat 1 equipped with a vehicle seat air conditioner 3 according to the first embodiment. Moreover, the dashed-dotted arrow in FIG. 1 illustrates the flow of air. FIG. 2 is a perspective view showing the appearance of the seat 1 equipped with the vehicle seat air conditioner 3 taken along line II-II in FIG. 1, and a sectional view showing the seat 1. FIG. 3 is a diagram showing the air blowing direction when the seat 1 is viewed from above. FIG. 4 is a block diagram showing the vehicle seat air conditioner 3 in the first embodiment.

As shown in FIGS. 1 to 4, for example, a seat 1 installed in a vehicle 2 or the like can cool a person sitting on the seat 1 by blowing air onto the upper body of the person. Specifically, the seat 1 blows air from an outlet 14 located at a location corresponding to at least one of the head, neck, acromion, and back of the person sitting on the seat 1. It is possible to cool the body. Such a seat 1 includes a seat cushion 10 for a person to sit on, a seat back 13, a headrest 15, a vehicle seat air conditioner 3, and a power supply section 70.

[Seat cushion 10]
The seat cushion 10 is a seat portion that supports the buttocks, thighs, etc. of a person sitting on the seat 1. The seat cushion 10 includes a first seat pad 11a that corresponds to a cushioning material, and a first seat cover 11b that covers the first seat pad 11a.

The first seat pad 11a is made of, for example, urethane foam, and constitutes a seat cushion body. The first seat pad 11a has a thick, substantially rectangular plate shape, and is arranged in a posture substantially parallel to the XY plane. The first seat pad 11a supports the buttocks, thighs, etc. of a person sitting on the seat.

The first seat cover 11b is a cover that covers the first seat pad 11a. The first seat cover 11b is, for example, a leather cover, a textile cover, or the like.

[Seat back 13]
The seat back 13 is a backrest portion that supports the acromion, back, and lumbar region of a person sitting on the seat 1. The seat back 13 is elongated along the Z-axis direction, and is arranged to stand up from the seat cushion 10.

Further, the seat back 13 includes a second seat pad 13a corresponding to a cushioning material, and a second seat cover 13b that covers the second seat pad 13a. The second seat pad 13a is made of, for example, urethane foam, and is arranged in a rotatable position about the Y axis. The second seat pad 13a supports the acromion, back, lumbar region, etc. of the person seated. The second seat cover 13b is a cover that covers the second seat pad 13a. The second seat cover 13b is, for example, a leather cover, a textile cover, or the like.

Further, the seat back 13 is provided with a ventilation passage 20 for guiding the intake air to the discharge port 14. The ventilation path 20 is connected to the air conditioner of the vehicle 2 via a duct, for example. In this case, cold air blown directly from the air conditioner flows through the ventilation path 20 . As a result, the cold air blown by the air conditioner flows through the ventilation path 20. The ventilation path 20 is an example of a flow path. Note that the air conditioner may be an air conditioner for air-conditioning the vehicle interior, or may be a dedicated conditioned air generation device used for the seat 1.

The ventilation path 20 is provided with a blower 30 and a wind direction adjustment section 40 disposed on the discharge port 14 side. Therefore, in the seat back 13 , air guided to the ventilation passage 20 by the drive of the blower 30 reaches the wind direction adjusting section 40 and is discharged from the discharge port 14 .

The discharge port 14 discharges the air sent by the blower 30 and guided into the ventilation passage 20 formed in the seat back 13 from the surface of the seat back 13.

Further, a plurality of discharge ports 14 are formed on the surface of the seat back 13. The surface of the seat back 13 is the surface facing the person sitting on the seat 1. Furthermore, in this embodiment, the discharge ports 14 are formed on the right and left sides of the person sitting on the seat 1, respectively, so as to face the head and neck of the person, as shown in FIG. Specifically, when looking down on the seat 1 from above, the discharge port 14 has an inward angle of 0° to 90° in the direction in which air is blown toward the person with respect to the longitudinal direction (X-axis direction) of the vehicle 2. , and the angle of elevation, which is the direction in which air is blown upward with respect to the left-right direction (Y-axis direction) of the vehicle 2, is in the range of 0° to 90°. Note that the plurality of discharge ports 14 may be formed, for example, so as to be scattered from the right shoulder to the left shoulder of the person sitting on the seat 1.

Further, the discharge port 14 is formed on the headrest 15 side of the seat back 13. That is, the discharge port 14 is formed in the seat back 13 at a position corresponding to at least one of a person's head, neck, acromion, and back. Further, it is preferable that the discharge port 14 is arranged at a position where it is not obstructed by a person's acromion or the like. Therefore, the air discharged from the discharge port 14 flows so as to graze the person's head and neck, especially the person's cheeks.

[Headrest 15]
The headrest 15 is a headrest that supports the head of a person sitting on the seat 1. The headrest 15 is fixed to the end of the seat back 13 on the Z-axis plus direction side.

Note that the discharge port 14 may be formed in the headrest 15. That is, a part of the ventilation passage 20 may be provided in the headrest 15.

[Vehicle seat air conditioner 3]
The vehicle seat air conditioner 3 is used for a vehicle seat 1 having a seat back 13 and a seat cushion 10, and is an air conditioner that can blow air toward a person seated on the seat 1 from behind the person. The vehicle seat air conditioner 3 performs ventilation by blowing intake air onto a person. Therefore, if air with a temperature lower than normal temperature flows through the ventilation path 20, it becomes cold air, and if air with a temperature higher than normal temperature flows through the ventilation path 20, it becomes warm air.

The vehicle seat air conditioner 3 includes a blower 30, a ventilation path 20, a wind direction adjustment section 40, a control section 50, and a second temperature sensor 62.

The blower 30 is arranged on the ventilation path 20. Therefore, the blower 30 can cause air to flow into the ventilation path 20 and discharge the air that has flowed in from the discharge port 14 formed in the seat back 13. Specifically, the blower 30 is electrically connected to the control unit 50 and is driven and controlled by the control unit 50 to guide the incoming air to the ventilation path 20, thereby discharging the air from the discharge port 14. let

Further, the blower 30 is built into the seat 1. FIG. 1 and the like of this embodiment illustrate a case where the blower 30 is disposed inside the seat cushion 10. The blower 30 may be built into the seat back 13. Therefore, the blower 30 only needs to be built into the seat 1, and the arrangement position of the blower 30 is not particularly limited.

The ventilation passage 20 is built into the seat 1. Specifically, the air flows from the outside of the sheet 1 to the blower 30, and from the blower 30 to the discharge port 14. Since the discharge port 14 is arranged near the headrest 15, the ventilation passage 20 extends to the vicinity of the headrest 15.

In this embodiment, the ventilation path 20 is a flow path from the seat cushion 10 to the discharge port 14 of the seat back 13. Therefore, the ventilation path 20 can guide the air that has flowed into the inside to the discharge port 14 by driving the blower 30 . The ventilation passage 20 may be, for example, a simple through hole formed in the sheet 1, or may be constituted by a ventilation duct.

Here, the configuration of the wind direction adjustment section 40 will be explained using FIGS. 5A to 5C.

FIG. 5A is a cross-sectional view showing a case where the plate portion 42 of the wind direction adjustment portion 40 is in a posture substantially parallel to the central axis of the flow path in the housing 41. FIG. 5B is a cross-sectional view showing a case where the plate part 42 of the wind direction adjustment part 40 is inclined at 30 degrees in the front-rear direction with respect to the central axis of the flow path in the housing 41. FIG. 5C is a cross-sectional view showing a case where the plate part 42 of the wind direction adjustment part 40 is inclined at 45 degrees in the front-rear direction with respect to the central axis of the flow path in the housing 41. In FIGS. 5A to 5C, illustrations of the headrest 15, second seat cover 13b, etc. are omitted. Further, the arrows in FIGS. 5A to 5C illustrate the flow of air. The directions of the arrows in FIGS. 5A to 5C are just examples, and the air flow is not necessarily formed in the direction of the arrows. Therefore, the directions of the arrows shown in FIGS. 5A to 5C do not necessarily indicate the direction in which air is blown out. 5A to 5C are examples of the case where the wind direction adjustment section 40 is arranged on the seat back 13. Note that the arrangement of the wind direction adjustment unit 40 shown in FIGS. 5A to 5C is merely an example, and is not limited to that shown in FIGS. 5A to 5C.

The wind direction adjustment section 40 is provided at the discharge port 14. In the present embodiment, in the seat back 13, as shown in FIG. 3, the discharge port 14 and the wind direction adjusting section 40 are arranged on the right side and the left side of the person sitting on the seat 1, respectively. Note that the wind direction adjustment section 40 may be covered by the second seat cover 13b in which a through hole is formed. In this case, air is discharged from the through hole.

As shown in FIGS. 5A to 5C, in the present embodiment, the wind direction adjusting section 40 is integrated with the ventilation passage 20 to form the discharge port 14. Specifically, the wind direction adjustment section 40 includes a housing 41 and one or more plate sections 42.

The housing 41 has a tubular shape that is open from one side to the other side. That is, in the housing 41, air guided to the ventilation passage 20 flows into the housing 41 from an opening on one side, and the air that flows in is discharged from an opening on the other side. Therefore, the inside of the housing 41 constitutes a part of the ventilation passage 20, and the opening on the other side constitutes the discharge port 14.

The plate portion 42 is housed in the housing 41. The plate portion 42 has a posture substantially parallel to or inclined to the central axis of the flow path (hereinafter sometimes simply referred to as the central axis of the flow path) in the housing 41 through which air flows when being discharged from the discharge port 14. It is placed in the casing 41 in a posture. That is, the plate part 42 is arranged in the housing 41 in an attitude substantially parallel to or inclined to the central axis of the flow path, depending on the attitude in which the wind direction adjustment part 40 is arranged. Here, the tilted posture means that the upper end of the plate portion 42 is tilted toward the surface of the seat back 13 (the surface on which the person sits) from a state parallel to the central axis of the flow path. means. In this case, the upper end of the plate part 42 approaches the surface side of the seat back 13 so that the plate part 42 blows air onto the person.

The attitude of the plate part 42 is such that, for example, the angle of inclination of the plate part 42 with respect to the central axis of the flow path is in the range of 0° to 45°. Here, the central axis of the flow path is the central axis of the housing 41. The central axis of the flow path is approximately parallel to the direction of the air flow path flowing inside the housing 41.

Further, the plate portion 42 is provided in the housing 41 so that its inclination angle with respect to the central axis of the flow path can be changed. The plate portion 42 is rotatably supported inside the housing 41 . Further, the inclination angle of the plate portion 42 may be changed by manual operation, or the inclination angle may be changed by automatic operation of an actuator or the like.

Further, the plate portion 42 adjusts the direction of air discharged from the discharge port 14 . That is, the plate portion 42 can guide the air flowing inside the housing 41.

Here, the relationship between the attitude of the plate portion 42 and the air blowing direction will be explained using FIGS. 6A to 6C.

FIG. 6A shows the air blowing direction when the air volume is large and the air blowing direction when the air volume is small when the plate part 42 of the air direction adjustment part 40 is in a posture substantially parallel to the central axis of the flow path in the housing 41. It is a sectional view showing a blowing direction. FIG. 6B shows the blowing direction of air when the air volume is large and the air blowing direction when the air volume is small when the plate part 42 of the air direction adjustment part 40 is tilted by 30 degrees with respect to the central axis of the flow path in the housing 41. FIG. 3 is a cross-sectional view showing the blowing direction. FIG. 6C shows the blowing direction of air when the air volume is large and the air blowing direction when the air volume is small when the plate part 42 of the air direction adjustment part 40 is inclined at 45 degrees with respect to the central axis of the flow path in the housing 41. FIG. 3 is a cross-sectional view showing the blowing direction. In FIGS. 6A to 6C, the darker the hatched dots, the stronger the airflow.

As shown in FIG. 6A, when the discharge port 14 opens horizontally and the central axis of the flow path is approximately parallel to the X-axis direction, the plate portion 42 It is arranged in the housing 41 in a posture substantially parallel to the axis. In this case, if the volume of air discharged from the discharge port 14 is small, the blowing direction of the air will be along the central axis of the flow path. However, if the volume of air discharged from the discharge port 14 is large, the blowing direction of the air is vertically upward relative to the central axis of the flow path. Here, the horizontal direction indicating the direction of the discharge port 14 is not limited to the strictly horizontal direction, but it means that the discharge port 14 is substantially opened so as to face the horizontal direction, that is, the direction of the discharge port 14 is not limited to the strictly horizontal direction. It also means that it includes an error of about %.

Further, the ventilation passage 20 in FIG. 6A includes a flow passage extending along the Z-axis direction and a flow passage inside the wind direction adjustment unit 40 extending along the X-axis direction in which the wind direction adjustment unit 40 is disposed. ing. Note that the longer the flow path inside the wind direction adjusting section 40 that extends along the X-axis direction, the more stable the air flowing through the flow path becomes. It becomes easier.

Further, as shown in FIGS. 6B and 6C, when the discharge port 14 opens vertically upward and the central axis of the flow path is inclined with respect to the X-axis direction, the plate portion 42 41, it is arranged in the housing 41 in an inclined attitude with respect to the central axis of the X-axis direction flow path.

In the case of FIGS. 6B and 6C, if the volume of air discharged from the discharge port 14 is small, the air is discharged along the plate part 42, so the direction of air blowing is along the extension line of the plate part 42. becomes. However, if the volume of air discharged from the discharge port 14 is large, the direction in which the air is blown is along the central axis of the flow path.

In this way, when the air volume is large, air is discharged from the discharge port 14 without being affected much by the inclination of the plate part 42, but when the air volume is small, air is discharged from the discharge port 14 along the inclination of the plate part 42. Air is expelled.

Furthermore, if the flow of air passing through the interior of the wind direction adjusting section 40 is fast or the air is turbulent, it is possible that the control of the wind direction by the plate section 42 will be hindered. In this case, during the cool-down period until the temperature control by the air conditioner inside the vehicle becomes stable, if the volume of air discharged from the discharge port 14 changes in this order of minimum, large, and small, the cool-down period The plate portion 42 may be designed so that the wind axis of the air discharged from the discharge port 14 is in the direction to exclude people at the initial stage (minimum air volume). In addition, during the middle period of cooldown (high air volume), the wind speed increases and the turbulence intensity becomes excessive, so the direction of the blowing air does not match the direction (posture) of the plate part 42, so the wind axis is directed toward the person. The posture and shape of the discharge port 14 may be designed as follows. In addition, from the late cool-down period to the stable period (low air volume), the control unit 50 may control the wind speed by controlling the rotation speed of the blower 30 so that the wind axis is generally oriented along the attitude of the plate part 42. good.

Next, the aperture ratio of the discharge ports 14 in the wind direction adjusting section 40 will be explained using FIG. 5D. FIG. 5D is a cross-sectional view showing the area A and the opening areas B1, B2, and B3 of the wind direction adjustment section 40.

In this embodiment, the aperture ratio of the discharge port 14 may be defined as 45% to 85%.

Specifically, the aperture ratio of the discharge port 14 is about 80% when the plate part 42 of the wind direction adjustment part 40 is in a posture substantially parallel to the central axis of the ventilation passage 20 as shown in FIG. 5B or 5C, when the plate portion 42 is in a tilted posture with respect to the central axis of the ventilation passage 20, it is about 50%.

Therefore, considering the thickness of the plate portion 42, it is considered difficult to make the aperture ratio of the discharge port 14 exceed 85%. For this reason, the upper limit of the aperture ratio of the discharge port 14 was set to 85%. Further, as the aperture ratio of the discharge port 14 decreases, the pressure loss of the air passing through the inside of the wind direction adjustment section 40 increases too much, so it is thought that the volume of air blown out from the wind direction adjustment section 40 decreases and noise is generated. . Therefore, the lower limit of the aperture ratio of the discharge port 14 was set to 45%.

The aperture ratio of the discharge port 14 is expressed as "aperture ratio=(opening area B/area A)×100". The opening area B is expressed as "opening area B=opening area B1+opening area B2+...". FIG. 5D illustrates a case where two plate portions 42 are provided. Depending on the number of plate portions 42 provided, the opening area B may be expressed as "opening area B=opening area B1+opening area B2+opening area B3" as in the present embodiment, or as "opening area B=opening area B1+opening area B3" as in the present embodiment. Area B2".

Next, the size of the wind direction adjustment section 40 will be explained.

The inner diameter of the wind direction adjusting section 40 is formed according to the size of the inner diameter of the ventilation passage 20 . For example, in the present embodiment, the maximum volume of air blown out from one wind direction adjusting section 40 is approximately 3.5 m ³ /h, the equivalent diameter of the discharge port 14 is 21 mm, and the equivalent diameter of the discharge port 14 is approximately 3.5 m 3 /h. The average wind speed in the pipe inside the wind direction adjustment unit 40 determined from the above is 2.9 m/s.

Next, the flow of air blown out from the wind direction adjusting section 40 will be explained using the Reynolds number Re.

Generally, it is known that when the Reynolds number Re of the fluid flowing inside the pipe is less than 2300, the flow is laminar. Furthermore, it is known that when the Reynolds number Re is between 2,300 and 4,000, the air flow inside the housing 41 exists in two states: turbulent flow and laminar flow. Furthermore, it is known that when the Reynolds number Re is greater than 4000, the flow is turbulent.

The Reynolds number Re for a pipe with an equivalent diameter of 21 mm is less than 1000 when the air volume is extremely small. For example, when the Reynolds number Re is determined when the wind speed is 0.4 m/s, Re=554. That is, when the air volume is extremely small, the air flow becomes a laminar flow, and the wind axis coincides with the attitude of the plate portion 42.

Further, the Reynolds number Re becomes larger than 4000 when the air volume is large. For example, when the Reynolds number Re is determined when the wind speed is 2.9 m/s, Re=4013. That is, when the air volume is large, there is a high possibility that the air flow is turbulent, and the wind axis does not match the attitude of the plate portion 42.

Further, the Reynolds number Re is between 1200 and 3000 when the air volume is small. For example, when determining the Reynolds number Re when the wind speed is 0.9 to 2.1 m/s, Re=1246 to 2976. Further, when the Reynolds number Re is Re>2300, the wind speed is 1.7 m/s. That is, when the air volume is small, the wind axis generally coincides with the attitude of the plate portion 42. More specifically, the angular difference between the wind axis and the plate portion 42 is smaller than when the air volume is large.

Here, we return to the description of the vehicle seat air conditioner 3 shown in FIG. 4.

The control unit 50 controls the blower 30. Specifically, the control unit 50 is a microcomputer that controls the output of the blower 30 by turning on/off (changing the duty ratio) the current flowing through the blower 30 and changing the current value.

The control unit 50 uses a first temperature, which is the temperature inside the vehicle cabin, detected by a first temperature sensor 61 mounted on the vehicle 2, and a temperature of the air discharged from the discharge port 14, which is detected by a second temperature sensor 62. The rotation speed of the blower 30 is controlled based on a certain second temperature. Hereinafter, a case where the vehicle seat air conditioner 3 blows out cold air will be described.

Specifically, the control unit 50 controls the blower 30 so that the rotation speed of the blower 30 becomes the first rotation speed when the first temperature is equal to or higher than the first predetermined temperature. At this time, when the first temperature is equal to or higher than the first predetermined temperature, the plate part 42 is arranged in the housing 41 in a tilted attitude with respect to the central axis of the flow path than when the first temperature is lower than the first predetermined temperature. may have been done. Further, when the first temperature is lower than the first predetermined temperature, the control unit 50 controls the blower 30 so that the rotation speed of the blower 30 is higher than the first rotation speed. In this embodiment, the first rotation speed is the minimum rotation speed.

Further, when the first temperature is lower than the first predetermined temperature, and when the value ΔT2 (difference temperature) obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, the control unit 50 controls the rotation of the blower 30. The blower 30 is controlled so that the number of rotations becomes a second rotation speed that is larger than the first rotation speed. Further, when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the control unit 50 controls the rotation speed of the blower 30 to be set to a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed. The blower 30 is controlled so that the number of rotations is the same. In this embodiment, the second rotation speed is the maximum rotation speed.

The second temperature sensor 62 detects the temperature of the air flowing inside the ventilation path 20. The second temperature sensor 62 may be disposed within the ventilation path 20, but may also be disposed, for example, near the discharge port 14, within the casing 41 of the wind direction adjustment section 40, or the like. The second temperature sensor 62 outputs information indicating the second temperature to the control unit 50 as a detected result.

In addition, in this embodiment, the case where the vehicle seat air conditioner 3 is provided with the second temperature sensor 62 is illustrated, but the present invention is not limited to this. For example, temperature information acquired by the control unit 50 from the air conditioner of the vehicle 2 may be used as the second temperature. Further, the control unit 50 may estimate the second temperature based on the operating time of the air conditioner of the vehicle 2, or may estimate the second temperature based on the temperature of a thermistor mounted on the seat 1. . That is, the second temperature sensor 62 is not an essential component of the vehicle seat air conditioner 3.

[Power supply section 70]
The power supply unit 70 is a power supply circuit that supplies power to the blower 30 via the control unit 50 and the like. Here, the power supply unit 70 is a DC power supply supplied from a battery (not shown). The power supply unit 70 is controlled by the control unit 50 to adjust the current supplied to the blower 30.

[First temperature sensor 61]
The vehicle 2 is equipped with a first temperature sensor 61 . The first temperature sensor 61 is an inca sensor that detects the temperature inside the cabin of the vehicle 2. In this embodiment, the first temperature sensor 61 detects the temperature inside the vehicle interior in a space where a person is present. For example, the first temperature sensor 61 may be a temperature sensor provided in the air conditioner of the vehicle 2 in advance. The first temperature sensor 61 outputs information indicating a first temperature, which is the temperature inside the vehicle, to the control unit 50 as a result of detection. Note that the first temperature sensor 61 may not be included in the constituent elements of the seat 1 and is not an essential constituent element of the seat 1.

Further, the first temperature sensor 61 may be provided on the seat 1. In this case, the vehicle seat air conditioner 3 may include a first temperature sensor 61.

In addition, although the case where the vehicle 2 is equipped with the 1st temperature sensor 61 was illustrated in this Embodiment, it is not limited to this. For example, the control unit 50 may estimate the first temperature based on the operating time of the air conditioner of the vehicle 2, or may estimate the first temperature based on the temperature of a thermistor mounted on the seat 1. . That is, the first temperature sensor 61 is not an essential component of the vehicle 2.

<Processing operation>
Next, the processing operation of the vehicle seat air conditioner 3 will be explained using FIGS. 7 and 8A to 8C.

FIG. 7 is a flowchart showing the processing of the vehicle seat air conditioner 3 in the first embodiment. FIG. 8A is a diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port 14 is extremely small. FIG. 8B is a diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port 14 is large. FIG. 8C is a diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port 14 is small. In FIGS. 8A to 8C, air flow is indicated by dashed arrows. The directions of the arrows in FIGS. 8A to 8C are just examples, and the air flow is not necessarily formed in the direction of the arrows. Therefore, the directions of the arrows shown in FIGS. 8A to 8C do not necessarily indicate the direction in which air is blown out.

First, as shown in FIG. 7, the control unit 50 of the vehicle seat air conditioner 3 turns on the cold air mode (S11). Thereby, the control unit 50 starts controlling the blower 30.

Next, the control unit 50 receives information indicating the first temperature T, which is the temperature inside the vehicle detected by the first temperature sensor 61, and the temperature of the air discharged from the discharge port 14, which is detected by the second temperature sensor 62. Information indicating the second temperature Ta is acquired (S12). The second temperature Ta is the blowing temperature of the air discharged from the discharge port 14. The first temperature T is the vehicle ambient temperature, that is, the temperature inside the vehicle interior.

Next, the control unit 50 determines whether the first temperature T is lower than the first predetermined temperature (S13). Here, the first predetermined temperature is a temperature higher than normal temperature, for example, 36°C.

When the control unit 50 determines that the first temperature T is equal to or higher than the first predetermined temperature (NO in S13), the control unit 50 controls the blower 30 so that the speed of the air blown from the discharge port 14 becomes minimum (S17). This means that immediately after a person gets into the vehicle 2, the temperature inside the vehicle becomes equal to or higher than the first predetermined temperature, for example, when the outside temperature is high or when there is a large amount of solar radiation. At this time, since the temperature inside the vehicle is high, the person sitting on the seat 1 may feel extremely hot. In this case, since air with a temperature higher than the human body temperature will be blown out from the outlet 14, it is considered that the wind speed should be lowered so that the air is not blown onto the person. Therefore, as shown in FIG. 8A, the control unit 50 controls the rotation speed of the blower 30 to the first rotation speed (minimum) so that the speed of the air blown from the discharge port 14 becomes minimum. When the wind speed is extremely low, only a small amount of air is discharged from the discharge port 14, so that the air is discharged along the plate portion 42 and the air is not blown onto the person. As a result, people are less likely to feel discomfort because warm air is not blown onto them. Here, the wind speed blown from the discharge port 14 when it becomes minimum is, for example, 0.4 (m/s) or less.

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 7.

On the other hand, when the control unit 50 determines that the first temperature T is smaller than the first predetermined temperature (YES in S13), the control unit 50 calculates a temperature difference ΔT2 (S14).

Next, the control unit 50 determines whether the temperature difference ΔT2 is smaller than the second predetermined temperature (S15). Here, the second predetermined temperature is, for example, -3°C.

When the control unit 50 determines that the temperature difference ΔT2 is equal to or higher than the second predetermined temperature (NO in S15), the control unit 50 controls the blower 30 so that the speed of the air blown from the discharge port 14 is increased (S18). This means that, for example, when the outside temperature is high or the amount of solar radiation is high, the air conditioner of vehicle 2 has started to cool down, but the temperature inside the vehicle (first temperature) may still be higher than the target temperature. be. At this time, since the temperature inside the vehicle is still high, the person sitting on the seat 1 may feel hot. In this case, slightly chilled air will be blown out from the discharge port 14, so the wind speed will be increased to actively cool local areas such as the head, neck, acromion, and back of the person while sitting on the seat 1. It is thought that the surface temperature of people who do this should be lowered. Therefore, as shown in FIG. 8B, the control unit 50 controls the rotation speed of the blower 30 to be high so that the speed of the air blown from the discharge port 14 is high. When the air volume is large, air is discharged from the discharge port 14 without being affected by the inclination of the plate part 42 as much as when the air volume is small. Therefore, the air discharged from the discharge port 14 is blown onto at least one of the person's head, neck, acromion, and back. As a result, the human body can be locally cooled. Here, the wind speed blown from the discharge port 14 when the speed is high is, for example, 2.0 (m/s) or more.

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 7.

On the other hand, when the control unit 50 determines that the temperature difference ΔT2 is smaller than the second predetermined temperature (YES in S15), the control unit 50 controls the blower 30 so that the speed of the air blown from the discharge port 14 becomes small (S16). This means that, for example, when the outside temperature is high or there is a lot of solar radiation, the air conditioning of the vehicle 2 may be effective at cooling the vehicle and the temperature inside the vehicle (first temperature) may be close to the target temperature. . At this time, since the temperature inside the vehicle is moderate, the person sitting in the seat 1 may feel that the temperature is just right. In this case, it is considered that the wind speed should be reduced so as not to cool people too much. Therefore, as shown in FIG. 8C, the control unit 50 controls the rotation speed of the blower 30 to be low so that the speed of the air blown from the discharge port 14 is low. When the air volume is small, air is discharged from the discharge port 14 due to the influence of the inclination of the plate portion 42. In this case, air is discharged from the discharge port 14 along the plate section 42 of the wind direction adjustment section 40. Furthermore, since the air is cold, it tends to fall vertically downward due to its specific gravity. In this way, air is guided to the plate portion 42, and depending on the specific gravity of the air, it is possible to generate wind that hugs the person's body and follows the person's body. As a result, the whole body can be cooled to prevent the person's body from getting too cold. Here, the speed of the blowing air from the discharge port 14 in the case of being small is, for example, in a range of greater than 0.4 (m/s) and less than 2.0 (m/s).

Note that the dashed arrows indicating the air flow shown in FIGS. 8B and 8C described above are merely examples, and are not limited to FIGS. 8B and 8C. For example, the air flow may be as in FIGS. 8D and 8E. FIG. 8D is another diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port 14 is large. FIG. 8E is another diagram showing the flow of air blown onto a person when the volume of air discharged from the discharge port 14 is small.

As shown in FIG. 8D, when the volume of air discharged from the discharge port 14 is large, the air discharged from the discharge port 14 may be blown onto a person's head (for example, the cheek). Further, as shown in FIG. 8E, when the volume of air discharged from the discharge port 14 is small, the air discharged from the discharge port 14 wraps around the human body in an arc depending on the specific gravity of the air. It may be possible to create wind that follows the body of a person.

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 7.

In this way, in the vehicle seat air conditioner 3, by controlling the wind speed according to the temperature of the air discharged from the discharge port 14, an optimal air blowing pattern can be realized.

<Effect>
Next, the effects of the vehicle seat air conditioner 3 in this embodiment will be explained.

As described above, the vehicle seat air conditioner 3 of the present embodiment is a vehicle seat air conditioner 3 used for the seat 1 having the seat back 13 and the seat cushion 10, and includes a blower 30 built into the seat 1. , a control unit 50 that controls the blower 30 , and a discharge port 14 that discharges the air sent by the blower 30 and guided into the flow path formed in the seat back 13 from the surface of the seat back 13 . , is provided. Further, the discharge port 14 is provided with a wind direction adjusting section 40 having one or more plate sections 42 that adjust the discharge direction of air discharged from the discharge port 14 . Further, the plate portion 42 is disposed in a position substantially parallel to or inclined to the central axis of the flow path through which air flows when discharged from the discharge port 14 . Then, the control unit 50 controls the rotation speed of the blower 30 based on the first temperature, which is the temperature inside the vehicle compartment, and the second temperature, which is the temperature of the air discharged from the discharge port 14.

According to this, in the vehicle seat air conditioner 3, the wind direction adjusting section 40 and the discharge port 14 are provided in the seat 1, and the blower 30 is built in the seat 1. That is, since all of the components that generate the airflow that envelops the person seated on the seat 1 are provided in the seat 1, the configuration of the vehicle seat air conditioner 3 can be simplified.

Furthermore, by controlling the rotation speed of the blower 30, the blowing direction of the air discharged from the discharge port 14 can be adjusted without using an actuator that drives the plate part 42 of the wind direction adjusting part 40. Therefore, compared to the conventional vehicle seat air conditioner in which an actuator is mounted on the seat, the vehicle seat air conditioner 3 of this embodiment can simplify the structure and reduce manufacturing costs.

Therefore, the vehicle seat air conditioner 3 can suppress the structure from becoming complicated and from increasing the manufacturing cost.

Furthermore, in conventional vehicle seat air conditioners, air is blown out in one pattern during the cool-down period until temperature control by the air conditioner stabilizes; Optimal ballooning has not been achieved. However, in the present embodiment, it is possible to realize the optimum blowout pattern in each scene until the temperature control by the air conditioner becomes stable.

Further, in the vehicle seat air conditioner 3 of this embodiment, the discharge port 14 opens vertically upward. The plate portion 42 is arranged in an inclined position with respect to the central axis of the flow path.

According to this, for example, when the discharge port 14 is arranged near the headrest, the discharge port 14 opens so as to face vertically upward. In this case, if the plate portion 42 is arranged in an inclined position, the blowing direction of the air discharged from the discharge port 14 can be adjusted by controlling the rotation speed of the blower 30. That is, by adjusting the amount of air discharged from the discharge port 14, air can be blown locally onto a person's body or air can be blown along the person's body.

Further, in the vehicle seat air conditioner 3 of this embodiment, the discharge port 14 opens so as to face in the horizontal direction. The plate portion 42 is arranged in an attitude substantially parallel to the central axis of the flow path.

According to this, for example, when the discharge port 14 is arranged at a position facing the acromion and back of a person seated on the seat 1, the discharge port 14 opens so as to face in the horizontal direction. In this case, if the plate portion 42 is arranged horizontally, the blowing direction of the air discharged from the discharge port 14 can be adjusted by controlling the rotation speed of the blower 30. That is, by adjusting the amount of air discharged from the discharge port 14, air can be blown locally onto a person's body or air can be blown along the person's body.

Furthermore, in the vehicle seat air conditioner 3 of the present embodiment, when the first temperature is equal to or higher than the first predetermined temperature, the control unit 50 sets the number of revolutions of the blower 30 to the first number of revolutions, and sets the number of revolutions of the blower 30 to the first number of revolutions, When the temperature is lower than the predetermined temperature, the rotation speed of the blower 30 is set to be higher than the first rotation speed.

According to this, when the first temperature is equal to or higher than the first predetermined temperature, for example, the person sitting on the seat 1 may feel very hot, so the number of rotations of the blower 30 is set to the first number of rotations. Make it. If the first rotation speed is set to the lowest rotation speed, even if air with a high temperature higher than the first predetermined temperature is blown from the discharge port 14, the wind speed from the discharge port 14 will be extremely small, so it will not be dangerous for people. You can avoid blowing air. As a result, warm air is no longer blown onto the person, making it difficult for the person to feel discomfort.

In addition, if the first temperature is lower than the first predetermined temperature, the person sitting on the seat 1 may feel that it is hot or just right, so the number of rotations of the blower 30 is set to a number higher than the first number of rotations. Make it. In this case, since cold air is blown out from the outlet 14, the person's body can be cooled.

In addition, when the first temperature is lower than the first predetermined temperature, the control unit 50 of the vehicle seat air conditioner 3 of the present embodiment controls the value (difference temperature) ΔT2 obtained by subtracting the second temperature Ta from the first temperature T. is higher than the second predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed larger than the first rotation speed, and the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

According to this, if the differential temperature ΔT2 is equal to or higher than the second predetermined temperature, although the air conditioner of the vehicle 2 has started to cool, the temperature inside the vehicle may still be equal to or higher than the target temperature. At this time, since the temperature inside the vehicle is still high, the person sitting on the seat 1 may feel hot. Therefore, the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 becomes high. As a result, the human body can be locally cooled.

Further, if the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the air conditioning of the vehicle 2 is effective, and the temperature inside the vehicle (first temperature) is near the target temperature. It may be. At this time, since the temperature inside the vehicle is moderate, the person sitting in the seat 1 may feel that the temperature is just right. Therefore, in order to avoid cooling the person too much, the control unit 50 controls the rotation speed of the blower 30 to the third rotation speed so that the speed of the air blown from the discharge port 14 becomes small. As a result, the whole body can be cooled to prevent the person's body from getting too cold.

(Modification 1 of Embodiment 1)
This modification differs from the vehicle seat air conditioner of Embodiment 1 in that the plate portion 142 of the wind direction adjustment portion 140 has a protruding portion 143. The other configurations in this modification are the same as those in Embodiment 1, and the same configurations and functions are denoted by the same reference numerals, and detailed explanations regarding the configurations and functions will be omitted.

The wind direction adjustment unit 140 of the vehicle seat air conditioner will be explained using FIGS. 8F to 8H. FIG. 8F is a diagram showing the wind direction adjustment section 140 in Modification 1 of Embodiment 1. FIG. 8F shows (a) of FIG. 8F showing the entire wind direction adjustment section 140, (b) of FIG. 8F showing the front of the wind direction adjustment section 140, and (b) wind direction adjustment along line cc of FIG. 8F (c) showing the cross section of the section 140 and FIG. 8F (d) showing the plate section 142 of the wind direction adjusting section 140 are included. FIG. 8G is a diagram showing the attitude of the plate section 142 of the wind direction adjustment section 140 in the first modification of the first embodiment. In FIG. 8G, illustration of the housing of the wind direction adjustment unit 140 is omitted. FIG. 8G shows (a) in FIG. 8G showing a case where the plate portion 142 is in a posture substantially parallel to the X-axis direction, and (a) in FIG. 8G showing a case in which the plate portion 142 is in a posture inclined with respect to the X-axis direction. b) and (c) are included. FIG. 8H is a diagram showing the blowing direction of air when the air conditioner starts cooling operation when the seat 1 is viewed from above. FIG. 8H illustrates a case where the amount of air blown out from the discharge port 14 is extremely small when the cold air mode of the vehicle seat air conditioner 3 is turned on.

As shown in FIGS. 8F (a) to (c), the protruding portion 143 of this modification is arranged on one side of the plate portion 142. As shown in FIGS. A plurality of protruding parts 143 are provided on one surface of the plate part 142 so as to be lined up in a direction orthogonal to the depth direction of the plate part 142.

Specifically, as shown in FIG. 8G (a), the wind direction adjustment unit 140 is arranged in the ventilation path 20 so that the inner surface of the housing of the wind direction adjustment unit 140 is aligned along the X-axis direction. If so, the protruding portion 143 is arranged on the surface of the plate portion 142 on the Z-axis minus direction side.

Further, as shown in FIG. 8G (b), the wind direction adjustment unit 140 is arranged in the ventilation passage 20 such that the inner surface of the housing of the wind direction adjustment unit 140 is inclined with respect to the Z-axis direction. In this case, the protruding portion 143 is arranged on the surface of the plate portion 142 on the Z-axis negative direction side.

Further, as shown in FIG. 8G (c), when the wind direction adjustment unit 140 is arranged in the ventilation path 20 so that the inner surface of the casing of the wind direction adjustment unit 140 is aligned along the Z-axis direction, The protruding portion 143 is arranged on the surface of the plate portion 142 on the Z-axis negative direction side. In this way, the plate section 142 is arranged on a surface opposite to the wind axis direction of the entrance of the wind direction adjustment section 140, in other words, on a surface opposite to the wind axis direction of the ventilation passage 20 immediately before the place where the wind direction adjustment section 140 is arranged. Placed.

Further, the protruding portion 143 is a long convex portion extending along the depth direction in the plate portion 142. As shown in FIG. 8F(d), the protrusion 143 extends in an inclined position with respect to the depth direction. Note that the direction in which the protrusion 143 extends is not limited to being strictly parallel to the depth direction. The protrusion 143 can guide air when the wind speed of the air discharged from the discharge port 14 is extremely small.

In the wind direction adjusting section 140 of this modification, the opening area B1 on the upper side of the wind direction adjusting section is set to be smaller than the opening area B4 on the lower side of the wind direction adjusting section, for example, similarly to FIG. 5D. Therefore, as shown in FIGS. 8F (a) to (c), the protrusion 143 is arranged on one side of the plate part 142 (for example, on the lower side in FIGS. 8F (a) to (c)). This allows the air to be guided when it passes through the interior of the wind direction adjustment section 140. With this, it can be expected that a sufficient rectification effect will be obtained.

Further, as shown in FIG. 8F(d), the protruding portion 143 is disposed further back than half of the length of the plate portion 142 in the depth direction. The depth direction of the plate portion 142 can also be said to be, for example, the flow path direction of air passing through the inside of the wind direction adjustment portion 140. In (d) of FIG. 8F, a point half the length of the plate portion 142 in the depth direction is indicated by a two-dot chain line. Thereby, the protruding portion 143 guides the air passing through the inside of the wind direction adjusting portion 140, so that the air can be blown out over a wide range.

Note that the protruding portion 143 may extend from the outlet side (discharge port 14 side) to the back side of the plate portion 142. Further, the protruding portion 143 may be formed so that the height thereof gradually decreases from the back side toward the exit side.

For example, when the outside temperature is high or there is a lot of solar radiation, the air discharged from the air conditioner when cooling starts can reach an uncomfortably high temperature, so if such air is blown onto a person from the outlet 14, , people may feel uncomfortable. Therefore, in this modification, when the cold air mode of the vehicle seat air conditioner 3 is turned on, the amount of air discharged from the discharge port 14 is extremely small. Further, as shown in FIG. 8H, the protruding portion 143 is provided on the plate portion 142 so that no person is present on a straight line in the longitudinal direction. That is, the protruding part 143 of the plate part 142 extends in the depth direction of the plate part 142 along the central axis of the flow path in the housing 41, and the extension line in the direction in which the protruding part 143 extends and the person seated on the seat 1 are arranged on one side of the plate portion 142 so that they do not intersect. It can also be said that the extending direction of the protrusion 143 coincides with the wind axis. As a result, when the volume of air discharged from the discharge port 14 is extremely small, the protruding portion 143 can guide the air passing through the inside of the wind direction adjustment portion 140 so that the air is not blown directly onto a person. I can do it.

Next, when the air conditioner of the vehicle 2 starts to cool and slightly cooled air is discharged from the discharge port 14, the air volume is increased. Specifically, the control unit 50 controls the rotation speed of the blower 30 to be large so that the amount of air discharged from the discharge port 14 is large. When the air volume is large, air is discharged from the discharge port 14 without being affected by the inclination of the plate part 142 and the protrusion part 143 as much as when the air volume is extremely small or small. Therefore, the air discharged from the discharge port 14 is blown onto at least one of the person's head, neck, acromion, and back. As a result, the human body can be locally cooled.

Next, when the air conditioning of the vehicle 2 becomes effective, the temperature inside the vehicle becomes close to the target temperature, and cold air is discharged from the discharge port 14, the air volume is reduced. Specifically, the control unit 50 controls the rotation speed of the blower 30 to be small so that the volume of air discharged from the discharge port 14 is small. When the air volume is small, air is discharged from the discharge port 14 depending on the inclination of the plate portion 142 and the protrusion 143 to some extent. Therefore, air is discharged from the discharge port 14 along the plate part 142 and the protrusion part 143 of the wind direction adjustment part 140. At this time, since the air is cold, it tends to fall vertically downward due to its specific gravity. As a result, air is guided to the plate portion 142, and depending on the specific gravity of the air, it is possible to generate wind that hugs the person's body and wraps around the person's body. As a result, the whole body can be cooled to prevent the person's body from getting too cold.

In the vehicle seat air conditioner of this modified example, the plate portion 142 has a protrusion 143 on one side of the plate portion 142 that can guide air.

According to this, when the amount of air discharged from the discharge port 14 is extremely small, the protrusion 143 can guide the air passing through the inside of the wind direction adjustment section 140.

In the vehicle seat air conditioner of this modification, the protrusion 143 extends in the depth direction of the plate part 142 along the central axis, and the extension line in the direction in which the protrusion 143 extends and the person seated on the seat 1 are arranged on one side of the plate portion 142 so that they do not intersect.

According to this, when the volume of air discharged from the discharge port 14 is extremely small, the protruding portion 143 guides the air passing through the interior of the wind direction adjustment portion 140 so that the air is not blown directly onto a person. can do.

Furthermore, in the vehicle seat air conditioner of this modification, the protruding portion 143 is disposed further back than half of the length of the plate portion 142 in the depth direction of the plate portion 142 along the central axis. There is.

According to this, since the protruding part 143 can guide the air passing through the inside of the wind direction adjustment part 140 from the part where the air is blown onto the plate part 142, the air can be blown out over a wide range. become.

(Modification 2 of Embodiment 1)
This modification differs from the vehicle seat air conditioner of Embodiment 1 in that the wind direction adjustment section 140a has an elastic body holding section 144. The other configurations in this modification are the same as those in Embodiment 1, and the same configurations and functions are denoted by the same reference numerals, and detailed explanations regarding the configurations and functions will be omitted.

First, the amount of air discharged from the discharge port 14 of the wind direction adjustment section 140a and the attitude of the plate section 42 will be explained using FIG. 8I. FIG. 8I is a diagram showing the relationship between the air volume and the attitude of the plate portion 42. In FIG. 8I, illustration of the housing of the wind direction adjustment section 140a is omitted. In addition, in FIG. 8I, a mechanism for controlling the attitude of the plate portion 42 according to the air volume may be installed in the vehicle seat air conditioner.

Since the plate portion 42 is rotatably supported inside the housing, it can be rotated according to the air volume. Specifically, as shown in FIG. 8I, when the blower 30 is OFF, air is not discharged from the discharge port 14 of the wind direction adjustment section 140a, so the plate section 42 is in a tilted position.

Next, in the early stage of cool-down when the blower 30 is turned on, the air volume is extremely small, so the force acting in the direction of rotating the plate part 42 due to the airflow is weaker than the holding force of the plate part 42, so the plate part 42 collapses. It remains in that position. In this case, since air is discharged from the discharge port 14 along the positive direction of the X-axis, warm air can be prevented from being blown directly onto the person. Therefore, it is possible to prevent people from feeling uncomfortable due to the warm air.

Next, in the middle of cool-down, the air volume becomes large, so the plate part 42 is pushed by a strong force in the direction of rotating the plate part 42 due to the strong airflow, and takes a position parallel to the central axis of the flow path in the housing 41. Become. In this case, since air is discharged from the discharge port 14 along the central axis of the flow path in the housing 41, the air is blown onto at least one of the head, neck, acromion, and back of the person. , it is possible to locally cool a person's body.

Then, in the latter stage of cool-down, the air volume becomes small, so the plate part 42 is rotated by being pushed in the direction of rotating the plate part 42 by the airflow, and the posture of the plate part 42 is changed between the fallen posture and the center of the flow path. The posture is between the posture parallel to the axis and the posture parallel to the axis. Here, the force with which the plate part 42 is pushed by the airflow is weaker than when the volume of air passing through the wind direction adjustment part 140a is large, and stronger than when the volume of air passing through the wind direction adjustment part 140a is extremely small. . In addition, the rotation angle of the plate part 42 is determined as follows: "When the volume of air passing through the wind direction adjustment part 140a is large>When the volume of air passing through the wind direction adjustment part 140a is small>When the volume of air passing through the wind direction adjustment part 140a is large" There is a relationship called ``when the air volume is extremely small.'' In these cases, the air is guided through the plate part 42, which creates wind that hugs the person's body and cools the person's whole body so as not to cool it too much. I can do it.

Next, the wind direction adjustment section 140a of the vehicle seat air conditioner will be described using FIG. 8J. FIG. 8J is a diagram showing the wind direction adjustment section 140a in the second modification of the first embodiment.

The wind direction adjustment section 140a of this modification includes an elastic body holding section 144 in addition to the housing 41 and the plate section 42. The shaft portion 45 of the plate portion 42 is rotatably supported by the housing 41 . The elastic body holding portion 144 is an elastic member, and is made of, for example, a spiral spring material, a spiral spiral bimetal, or the like. Further, the elastic body holding portion 144 may be a coil spring, a torsion bar, or the like. In other words, the elastic body holding section 144 is not limited to a spring-shaped elastic member.

By being connected to the shaft portion 45 of the plate portion 42 and the housing 41, the elastic body holding portion 144 can maintain the posture of the plate portion 42 with respect to the housing 41 at an initial position.

For example, when the elastic body holding part 144 is made of a spring material, the attitude of the plate part 42 can be automatically adjusted according to the amount of air discharged from the discharge port 14 of the wind direction adjustment part 140a.

For example, when the elastic body holding part 144 is made of bimetal, the attitude of the plate part 42 with respect to the housing 41 can be automatically adjusted according to the temperature of the air passing through the discharge port 14 of the wind direction adjustment part 140a.

In such a vehicle seat air conditioner according to this modification, the attitude of the plate section 42 changes depending on the amount of air passing through the wind direction adjusting section 140a or the temperature of the air passing through the wind direction adjusting section 140a.

Thereby, the attitude of the plate part 42 can be automatically changed according to the amount of air passing through the wind direction adjustment part 140a. Therefore, at the initial stage of cool-down (minimum air volume), the wind axis of the air discharged from the outlet 14 is oriented in a direction that excludes people, so that warm air can be prevented from being blown directly onto people. In addition, during the middle stage of cooldown (high air volume), the wind speed increases and the axis of the wind is directed towards the person, making it possible to locally cool the person's body. In addition, from the late cool-down period to the stable period (low air volume), the wind axis is generally oriented along the direction (posture) of the plate part 42, so by creating wind that follows the person's body and wraps around the person's body, It can cool your whole body.

(Variation 3 of Embodiment 1)
This modification differs from the vehicle seat air conditioner of Modification 1 of Embodiment 1 in that the plate portion 42b of the wind direction adjustment portion 140b is fixed to the housing 41. The other configurations in this modification are the same as those in Modification 1 of Embodiment 1, and the same configurations and functions are denoted by the same reference numerals and detailed explanations regarding the configurations and functions will be omitted.

The wind direction adjustment section 140b of the vehicle seat air conditioner will be explained using FIG. 8K. FIG. 8K is a diagram showing the wind direction adjustment section 140b in the third modification of the first embodiment.

The wind direction adjustment section 140b of this modification includes, in addition to the housing 41 and the plate section 42b, a connecting section 145 connected to the plate section 42b. The plate portion 42b of the wind direction adjustment portion 140b is fixed to the housing 41 via the connection portion 145. The connecting portion 145 cannot rotate relative to the housing 41. In this case, the connecting portion 145 may be formed integrally with the housing 41 or may be rigidly coupled (fixed) to the housing 41. The connecting portion 145 may be made of a flexible resin material. The flexible resin material is, for example, an elastomer resin. As shown in FIG. 8I above, in this modification, the connecting portion 145 is twisted according to the amount of air discharged from the discharge port 14 of the wind direction adjusting portion 140b, so the posture of the plate portion 42b is automatically adjusted. can do.

In such a vehicle seat air conditioner according to this modification, the posture of the plate portion 42b changes depending on the amount of air passing through the wind direction adjustment section 140b or the temperature of the air passing through the wind direction adjustment section 140b. .

(Modification 4 of Embodiment 1)
This modification differs from the vehicle seat air conditioner of Modification 1 of Embodiment 1 in that the plate portion 42c of the wind direction adjustment portion 140c is fixed to the housing 41. The other configurations in this modification are the same as those in Modification 1 of Embodiment 1, and the same configurations and functions are denoted by the same reference numerals and detailed explanations regarding the configurations and functions will be omitted.

The wind direction adjustment unit 140c of the vehicle seat air conditioner will be explained using FIG. 8L. FIG. 8L is a diagram showing the wind direction adjustment section 140c in the fourth modification of the first embodiment.

The wind direction adjusting section 140c of this modification includes, in addition to the housing 41 and the plate section 42c, a connecting section 145a connected to the plate section 42c. The plate portion 42c of the wind direction adjustment portion 140c is fixed to the housing 41 via the connecting portion 145a. The connecting portion 145a cannot rotate relative to the housing 41. In this case, the connecting portion 145a may be formed integrally with the housing 41, or may be rigidly coupled (fixed) to the housing 41. The plate portion 42c may be made of a flexible resin material. The flexible resin material is, for example, an elastomer resin. As shown in FIG. 8I above, in this modification, the plate part 42c is twisted according to the volume of air discharged from the discharge port 14 of the wind direction adjustment part 140c, so the attitude of the plate part 42c is automatically adjusted. can do.

In such a vehicle seat air conditioner according to this modification, the posture of the plate portion 42c changes depending on the amount of air passing through the wind direction adjustment section 140c or the temperature of the air passing through the wind direction adjustment section 140c. .

(Embodiment 2)
This embodiment differs from the vehicle seat air conditioner of Embodiment 1 in that the speed of air blown from the discharge port 14 is set using the human skin temperature. Other configurations in this embodiment are similar to those in Embodiment 1, and the same configurations and functions are denoted by the same reference numerals, and detailed explanations regarding the configurations and functions will be omitted.

The configuration of the seat 1 including the vehicle seat air conditioner 3 according to the present embodiment will be described using FIG. 9.

FIG. 9 is a block diagram showing a vehicle seat air conditioner 3 according to the second embodiment.

In this embodiment, as shown in FIG. 9, an infrared sensor 63 is mounted on the vehicle 2a. Note that the infrared sensor 63 may be included in the component of the sheet 1.

The infrared sensor 63 is placed on a dashboard or the like and detects the skin temperature, which is the surface temperature of a person sitting on the seat 1. The infrared sensor 63 detects, for example, a third temperature Tsk that is the skin temperature of the head of a person sitting on the seat 1. The infrared sensor 63 outputs information indicating the third temperature Tsk to the control unit 50 as a result of detection.

When the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is equal to or higher than the sixth predetermined temperature, the control unit 50 controls the blower 30 so that the rotation speed of the blower 30 becomes the first rotation speed. Control.

Further, when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 controls the air blower 30 so that the rotation speed of the blower 30 becomes higher than the first rotation speed. Control 30.

Specifically, when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 controls the value obtained by subtracting the second temperature Ta from the first temperature T (difference temperature ) When ΔT2 is equal to or higher than the second predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed.

In addition, when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to the second predetermined temperature. If the number of rotations is smaller, the blower 30 is controlled so that the number of rotations of the blower 30 becomes a third number of rotations, which is larger than the first number of rotations and smaller than the second number of rotations.

<Processing operation>
Next, the processing operation of the vehicle seat air conditioner 3 will be explained using FIG. 10.

FIG. 10 is a flowchart showing the processing of the vehicle seat air conditioner 3 in the second embodiment.

First, as shown in FIG. 10, the control unit 50 of the vehicle seat air conditioner 3 turns on the cold air mode (S11). Thereby, the control unit 50 starts controlling the blower 30.

Next, the control unit 50 receives information indicating a first temperature T, which is the temperature inside the vehicle cabin detected by the first temperature sensor 61, and information indicating the temperature of the air discharged from the discharge port 14, which is detected by the second temperature sensor 62. Information indicating the second temperature Ta and information indicating the third temperature Tsk, which is the human skin temperature detected by the infrared sensor 63, are acquired (S22).

Next, the control unit 50 calculates the temperature difference ΔT1 (S23).

Next, the control unit 50 determines whether the temperature difference ΔT1 is smaller than the sixth predetermined temperature (S13a). Here, the sixth predetermined temperature is, for example, 0°C.

When the control unit 50 determines that the temperature difference ΔT1 is equal to or higher than the sixth predetermined temperature (NO in S13a), the control unit 50 sets the rotation speed of the blower 30 to the first rotation speed so that the speed of the air blown from the discharge port 14 becomes minimum. control (S17).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 10.

On the other hand, when the control unit 50 determines that the temperature difference ΔT1 is smaller than the sixth predetermined temperature (YES in S13a), the control unit 50 calculates the temperature difference ΔT2 (S14).

Next, the control unit 50 determines whether the temperature difference ΔT2 is smaller than the second predetermined temperature (S15).

When the control unit 50 determines that the temperature difference ΔT2 is equal to or higher than the second predetermined temperature (NO in S15), the control unit 50 sets the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 is increased. control (S18).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 10.

On the other hand, if the control unit 50 determines that the differential temperature ΔT2 is smaller than the second predetermined temperature (YES in S15), the control unit 50 increases the rotation speed of the blower 30 to a third rotation so that the speed of the air blown from the discharge port 14 becomes small. (S16).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 10.

<Effect>
Next, the effects of the vehicle seat air conditioner 3 in this embodiment will be explained.

As described above, in the vehicle seat air conditioner 3 of the present embodiment, the control unit 50 determines that the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk, which is the human skin temperature, from the first temperature T is the sixth temperature. When the temperature is higher than the predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes the first rotation speed, and when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, The blower 30 is controlled so that the rotation speed of the blower 30 is higher than the first rotation speed.

According to this, since the temperature of the air blown out from the discharge port 14 is higher than the human skin temperature, the person sitting on the seat 1 may feel extremely hot in the vehicle interior. In this case, the rotation speed of the blower 30 is set to the first rotation speed. If the first rotational speed is set to the lowest rotational speed, even if air with a temperature higher than a person's skin temperature is blown from the discharge port 14, the wind speed from the discharge port 14 will be minimal, so that it will not harm the person. You can avoid blowing air. As a result, warm air is no longer blown onto the person, making it difficult for the person to feel discomfort.

Further, since the person sitting on the seat 1 may feel that it is hot or just too hot, the rotation speed of the blower 30 is set to be higher than the first rotation speed. In this case, since cold air is blown out from the outlet 14, the person's body can be cooled.

Further, the control unit 50 of the vehicle seat air conditioner 3 according to the present embodiment controls the control unit 50 when the value ΔT1 obtained by subtracting the third temperature Tsk, which is the human skin temperature, from the first temperature T is smaller than the sixth predetermined temperature. When the value (difference temperature) ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, the blower 30 is rotated so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed. When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the rotation speed of the blower 30 is set to a third rotation speed that is greater than the first rotation speed and smaller than the second rotation speed. The blower 30 is controlled as follows.

According to this, when the temperature difference ΔT2 is equal to or higher than the second predetermined temperature, the temperature of the air blown out from the discharge port 14 is lower than the human skin temperature, but the person sitting on the seat 1 feels hot. Sometimes there are. Therefore, the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 becomes high. As a result, the human body can be locally cooled.

Further, when the differential temperature ΔT2 is smaller than the second predetermined temperature, the air conditioner of the vehicle 2a may be cooling the vehicle 2a effectively, and the temperature in the vehicle interior (first temperature) may be close to the target temperature. At this time, since the temperature inside the vehicle is moderate, the person sitting in the seat 1 may feel that the temperature is just right. Therefore, in order to avoid cooling the person too much, the control unit 50 controls the rotation speed of the blower 30 to the third rotation speed so that the speed of the air blown from the discharge port 14 becomes small. As a result, the whole body can be cooled to prevent the person's body from getting too cold.

(Embodiment 3)
This embodiment differs from the vehicle seat air conditioner of Embodiment 2 in that it is further determined whether the human skin temperature is lower than a third predetermined temperature. Other configurations in this embodiment are similar to those in Embodiment 2, and the same configurations and functions are denoted by the same reference numerals, and detailed explanations regarding the configurations and functions will be omitted.

In the present embodiment, the control unit 50 subtracts the second temperature Ta from the first temperature T when the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature. If the value (difference temperature) ΔT2 is equal to or higher than the second predetermined temperature, or the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the third temperature is the third predetermined temperature. In the above case, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed.

In addition, when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to the second predetermined temperature. and when the third temperature is lower than the third predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

<Processing operation>
Next, the processing operation of the vehicle seat air conditioner 3 will be explained using FIG. 11. In the processing operation, the same processing as in FIG. 10 is given the same reference numeral, and the description thereof will be omitted as appropriate.

FIG. 11 is a flowchart showing the processing of the vehicle seat air conditioner 3 in the third embodiment.

First, as shown in FIG. 11, after performing the process of step S11, the control unit 50 of the vehicle seat air conditioner 3 indicates a first temperature T, which is the temperature inside the vehicle cabin detected by the first temperature sensor 61. information, information indicating a second temperature Ta which is the temperature of the air discharged from the discharge port 14 detected by the second temperature sensor 62, and information indicating a third temperature Tsk which is the human skin temperature detected by the infrared sensor 63. Information is acquired (S22).

Next, the control unit 50 calculates the temperature difference ΔT1 (S23).

Next, the control unit 50 determines whether the temperature difference ΔT1 is smaller than the sixth predetermined temperature (S13a).

When the control unit 50 determines that the temperature difference ΔT1 is equal to or higher than the sixth predetermined temperature (NO in S13a), the control unit 50 sets the rotation speed of the blower 30 to the first rotation speed so that the speed of the air blown from the discharge port 14 becomes minimum. control (S17).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 11.

On the other hand, when the control unit 50 determines that the temperature difference ΔT1 is smaller than the sixth predetermined temperature (YES in S13a), the control unit 50 calculates the temperature difference ΔT2 (S14).

Next, the control unit 50 determines whether the temperature difference ΔT2 is smaller than the second predetermined temperature (S15). When the control unit 50 determines that the temperature difference ΔT2 is equal to or higher than the second predetermined temperature (NO in S15), the control unit 50 sets the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 is increased. control (S18).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 11.

On the other hand, when the control unit 50 determines that the differential temperature ΔT2 is smaller than the second predetermined temperature (YES in S15), it determines whether the third temperature Tsk is smaller than the third predetermined temperature (S24).

When the control unit 50 determines that the third temperature Tsk is equal to or higher than the third predetermined temperature (NO in S24), the control unit 50 controls the blower 30 so that the speed of the air blown from the discharge port 14 is increased (S18).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 11.

On the other hand, when the control unit 50 determines that the third temperature Tsk is lower than the third predetermined temperature (YES in S24), the control unit 50 controls the rotation speed of the blower 30 to the third temperature so that the speed of the air blown from the discharge port 14 becomes small. The rotation speed is controlled (S16).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 11.

Note that S13 in FIG. 7 may be used instead of step S13a. In this case, the control unit 50 may determine whether the first temperature T is lower than the first predetermined temperature (S13). When the control unit 50 determines that the first temperature T is smaller than the first predetermined temperature, the control unit 50 may calculate the temperature difference ΔT2 (S14). Further, when the control unit 50 determines that the first temperature T is equal to or higher than the first predetermined temperature, the control unit 50 controls the rotation speed of the blower 30 to the first rotation speed so that the speed of air blown from the discharge port 14 becomes minimum. (S17).

<Effect>
Next, the effects of the vehicle seat air conditioner 3 in this embodiment will be explained.

As described above, when the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 of the vehicle seat air conditioner 3 according to the present embodiment If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T (difference temperature) is equal to or higher than the second predetermined temperature, or if the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature , and when the third temperature is equal to or higher than a third predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed, and the temperature is increased from the first temperature T to the second temperature. When the value ΔT2 obtained by subtracting Ta is smaller than the second predetermined temperature and the third temperature is smaller than the third predetermined temperature, the rotation speed of the blower 30 is set to a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed. The blower 30 is controlled so that.

According to this, when the differential temperature ΔT2 is equal to or higher than the second predetermined temperature, or when the differential temperature ΔT2 is lower than the second predetermined temperature and the third temperature is equal to or higher than the third predetermined temperature, the air is blown from the discharge port 14. Although the temperature of the air is lower than the human skin temperature, the person sitting on the seat 1 may feel hot. Therefore, the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 becomes high. As a result, the human body can be locally cooled.

Further, when the difference temperature ΔT2 is smaller than the second predetermined temperature and the third temperature is smaller than the third predetermined temperature, the air conditioning by the air conditioner of the vehicle 2a is effective, and the temperature inside the vehicle (first temperature) is lowered to the target temperature. It may be nearby. At this time, since the temperature inside the vehicle is moderate, the person sitting in the seat 1 may feel that the temperature is just right. Therefore, in order to avoid cooling the person too much, the control unit 50 controls the rotation speed of the blower 30 to the third rotation speed so that the speed of the air blown from the discharge port 14 becomes small. As a result, the whole body can be cooled to prevent the person's body from getting too cold.

Further, in the case where the first temperature is lower than the first predetermined temperature, the control unit 50 of the vehicle seat air conditioner 3 of the present embodiment sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to a second predetermined temperature. temperature or higher, or if the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the third temperature is higher than or equal to the third predetermined temperature, the rotation speed of the blower 30 is The blower 30 is controlled so that the second rotation speed is higher than the first rotation speed, and the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the third temperature is the third temperature. When the temperature is lower than the predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

In this case as well, the same effects as described above are achieved.

(Embodiment 4)
This embodiment differs from the vehicle seat air conditioner of Embodiment 3 in that it is further determined whether the second temperature is lower than the fourth predetermined temperature. The other configurations in this embodiment are similar to those in Embodiment 3, and the same configurations and functions are denoted by the same reference numerals, and detailed explanations regarding the configurations and functions will be omitted.

In the present embodiment, the control unit 50 subtracts the second temperature Ta from the first temperature T when the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature. If the value (difference temperature) ΔT2 is equal to or higher than the second predetermined temperature, or the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is the fourth predetermined temperature. In the above case, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed.

In addition, when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to the second predetermined temperature. and when the second temperature is lower than the fourth predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

<Processing operation>
Next, the processing operation of the vehicle seat air conditioner 3 will be explained using FIG. 12. In the processing operation, the same processing as in FIG. 11 is given the same reference numeral and the explanation will be omitted as appropriate.

FIG. 12 is a flowchart showing the processing of the vehicle seat air conditioner 3 in the fourth embodiment.

First, as shown in FIG. 12, the control unit 50 of the vehicle seat air conditioner 3 performs processing operations in steps S11 to S15.

If the control unit 50 determines that the temperature difference ΔT2 is smaller than the second predetermined temperature (YES in S15), it determines whether the second temperature Ta is smaller than the fourth predetermined temperature (S25).

When the control unit 50 determines that the second temperature Ta is equal to or higher than the fourth predetermined temperature (NO in S25), the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 is increased. (S18).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 12.

On the other hand, if the control unit 50 determines that the second temperature Ta is lower than the fourth predetermined temperature (YES in S25), the control unit 50 sets the rotation speed of the blower 30 to the third temperature so that the speed of the air blown from the discharge port 14 becomes small. The rotation speed is controlled (S16).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 12.

Note that S13 in FIG. 7 may be used instead of step S13a. In this case, the control unit 50 may determine whether the first temperature T is lower than the first predetermined temperature (S13). When the control unit 50 determines that the first temperature T is smaller than the first predetermined temperature, the control unit 50 may calculate the temperature difference ΔT2 (S14). Further, when the control unit 50 determines that the first temperature T is equal to or higher than the first predetermined temperature, the control unit 50 controls the rotation speed of the blower 30 to the first rotation speed so that the speed of air blown from the discharge port 14 becomes minimum. (S17).

<Effect>
Next, the effects of the vehicle seat air conditioner 3 in this embodiment will be explained.

As described above, when the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 of the vehicle seat air conditioner 3 according to the present embodiment If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T (difference temperature) is equal to or higher than the second predetermined temperature, or if the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature , and when the second temperature is equal to or higher than the fourth predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed, and the temperature is increased from the first temperature T to the second temperature. When the value ΔT2 obtained by subtracting Ta is smaller than the second predetermined temperature and the second temperature is smaller than the fourth predetermined temperature, the rotation speed of the blower 30 is set to a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed. The blower 30 is controlled so that.

According to this, when the differential temperature ΔT2 is equal to or higher than the second predetermined temperature, or when the differential temperature ΔT2 is lower than the second predetermined temperature and the second temperature is equal to or higher than the fourth predetermined temperature, the air is blown from the discharge port 14. Although the temperature of the air is lower than the human skin temperature, the person sitting on the seat 1 may feel hot. Therefore, the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 becomes high. As a result, the human body can be locally cooled.

Further, when the difference temperature ΔT2 is smaller than the second predetermined temperature and the second temperature is smaller than the fourth predetermined temperature, the air conditioning by the air conditioner of the vehicle 2a is effective, and the temperature inside the vehicle (first temperature) is lowered to the target temperature. It may be nearby. At this time, since the temperature inside the vehicle is moderate, the person sitting in the seat 1 may feel that the temperature is just right. Therefore, in order to avoid cooling the person too much, the control unit 50 controls the rotation speed of the blower 30 to the third rotation speed so that the speed of the air blown from the discharge port 14 becomes small. As a result, the whole body can be cooled to prevent the person's body from getting too cold.

Further, in the case where the first temperature is lower than the first predetermined temperature, the control unit 50 of the vehicle seat air conditioner 3 of the present embodiment sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to a second predetermined temperature. temperature or higher, or if the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is higher than or equal to the fourth predetermined temperature, the rotation speed of the blower 30 is The blower 30 is controlled so that the second rotation speed is higher than the first rotation speed, and the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is the fourth rotation speed. When the temperature is lower than the predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

In this case as well, the same effects as described above are achieved.

(Embodiment 5)
This embodiment differs from the vehicle seat air conditioner of Embodiment 4 in that it is determined whether the value obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than the fifth predetermined temperature. The other configurations in this embodiment are similar to those in Embodiment 4, and the same configurations and functions are denoted by the same reference numerals, and detailed explanations regarding the configurations and functions will be omitted.

In this embodiment, the air conditioner of the vehicle 2a outputs the set target temperature Tset to the control unit 50.

When the value (difference temperature) ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 subtracts the second temperature Ta from the first temperature T (difference temperature). When ΔT2 is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and when the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is When the temperature is higher than the fifth predetermined temperature, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed.

In addition, when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the control unit 50 sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to the second predetermined temperature. and when the value (difference temperature) ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than the fifth predetermined temperature, the rotation speed of the blower 30 is set to a second rotation speed that is larger than the first rotation speed and smaller than the second rotation speed. The blower 30 is controlled so that the number of revolutions is 3.

<Processing operation>
Next, the processing operation of the vehicle seat air conditioner 3 will be explained using FIG. 13. In the processing operations, the same processes as those in FIG. 12 are given the same reference numerals, and the description thereof will be omitted as appropriate.

FIG. 13 is a flowchart showing the processing of the vehicle seat air conditioner 3 in the fifth embodiment.

First, the control unit 50 of the vehicle seat air conditioner 3 turns on the cold air mode (S11). Thereby, the control unit 50 starts controlling the blower 30.

Next, the control unit 50 receives information indicating a first temperature T, which is the temperature inside the vehicle cabin detected by the first temperature sensor 61, and information indicating the temperature of the air discharged from the discharge port 14, which is detected by the second temperature sensor 62. Information indicating the second temperature Ta, information indicating the third temperature Tsk which is the human skin temperature detected by the infrared sensor 63, and information indicating the target temperature Tset of the air conditioner of the vehicle 2a are acquired (S22a).

Next, the control unit 50 calculates the temperature difference ΔT1 (S23).

Next, the control unit 50 determines whether the temperature difference ΔT1 is smaller than the sixth predetermined temperature (S13a).

When the control unit 50 determines that the temperature difference ΔT1 is equal to or higher than the sixth predetermined temperature (NO in S13a), the control unit 50 sets the rotation speed of the blower 30 to the first rotation speed so that the speed of the air blown from the discharge port 14 becomes minimum. control (S17).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 13.

On the other hand, when the control unit 50 determines that the temperature difference ΔT1 is smaller than the sixth predetermined temperature (YES in S13a), the control unit 50 calculates the temperature difference ΔT2 (S14).

Next, the control unit 50 determines whether the temperature difference ΔT2 is smaller than the second predetermined temperature (S15).

If the control unit 50 determines that the temperature difference ΔT2 is smaller than the second predetermined temperature (YES in S15), it determines whether the temperature difference ΔT3 is smaller than the fifth predetermined temperature (S26).

When the control unit 50 determines that the temperature difference ΔT3 is equal to or higher than the fifth predetermined temperature (NO in S26), the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 is increased. (S18).

Then, the vehicle seat air conditioner 3 ends the processing operation of FIG. 13.

On the other hand, if the control unit 50 determines that the temperature difference ΔT3 is smaller than the fifth predetermined temperature (YES in S26), the control unit 50 increases the rotation speed of the blower 30 to a third rotation so that the speed of the air blown from the discharge port 14 becomes small. (S16).

Note that S13 in FIG. 7 may be used instead of step S13a. In this case, the control unit 50 may determine whether the first temperature T is lower than the first predetermined temperature (S13). When the control unit 50 determines that the first temperature T is smaller than the first predetermined temperature, the control unit 50 may calculate the temperature difference ΔT2 (S14). Further, when the control unit 50 determines that the first temperature T is equal to or higher than the first predetermined temperature, the control unit 50 controls the rotation speed of the blower 30 to the first rotation speed so that the speed of air blown from the discharge port 14 becomes minimum. (S17).

<Effect>
Next, the effects of the vehicle seat air conditioner 3 in this embodiment will be explained.

As described above, in the vehicle seat air conditioner 3 of the present embodiment, the control unit 50 controls the first temperature when the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature. If the value ΔT2 obtained by subtracting the second temperature Ta from T is equal to or higher than the second predetermined temperature, or if the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature Ta When the value (differential temperature) ΔT3 obtained by subtracting the target temperature Tset from If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than the fifth predetermined temperature, the rotation speed of the blower 30 The blower 30 is controlled so that the rotation speed becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

According to this, when the temperature difference ΔT2 is equal to or higher than the second predetermined temperature, or when the temperature difference ΔT2 is lower than the second predetermined temperature and the temperature difference ΔT3 is equal to or higher than the fifth predetermined temperature, the air is blown from the discharge port 14. Although the temperature of the air is lower than the human skin temperature, the person sitting on the seat 1 may feel hot. Therefore, the control unit 50 controls the rotation speed of the blower 30 to the second rotation speed so that the speed of the air blown from the discharge port 14 becomes high. As a result, the human body can be locally cooled.

Further, when the temperature difference ΔT2 is smaller than the second predetermined temperature and the temperature difference ΔT3 is smaller than the fifth predetermined temperature, the air conditioner of the vehicle 2a is effective, and the temperature inside the vehicle (first temperature) is lowered to the target temperature. It may be nearby. At this time, since the temperature inside the vehicle is moderate, the person sitting in the seat 1 may feel that the temperature is just right. Therefore, in order to avoid cooling the person too much, the control unit 50 controls the rotation speed of the blower 30 to the third rotation speed so that the speed of the air blown from the discharge port 14 becomes small. As a result, the whole body can be cooled to prevent the person's body from getting too cold.

Further, in the case where the first temperature is lower than the first predetermined temperature, the control unit 50 of the vehicle seat air conditioner 3 of the present embodiment sets the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T to a second predetermined temperature. or the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is greater than or equal to the fifth predetermined temperature. In this case, the blower 30 is controlled so that the rotation speed of the blower 30 becomes a second rotation speed that is higher than the first rotation speed, and the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than the fifth predetermined temperature, the rotation speed of the blower 30 is set to a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed. The blower 30 is controlled as follows.

In this case as well, the same effects as described above are achieved.

(Other variations)
The vehicle seat air conditioner according to the present disclosure has been described above based on the first to fifth embodiments, but the present disclosure is not limited to these first to fifth embodiments. Various modifications that occur to those skilled in the art may be made to Embodiments 1 to 5 without departing from the spirit of the present disclosure, and may be included within the scope of the present disclosure.

For example, the control unit included in the vehicle seat air conditioner according to each of the first to fifth embodiments described above is typically realized as an LSI, which is an integrated circuit. These may be integrated into one chip individually, or may be integrated into one chip including some or all of them.

Further, circuit integration is not limited to LSI, and may be realized using a dedicated circuit or a general-purpose processor. An FPGA (Field Programmable Gate Array) that can be programmed after the LSI is manufactured, or a reconfigurable processor that can reconfigure the connections and settings of circuit cells inside the LSI may be used.

In the vehicle seat air conditioner according to each of the above embodiments 1 to 5, each component is configured with dedicated hardware or realized by executing a software program suitable for each component. Good too. Each component may be realized by a program execution unit such as a CPU or a processor reading and executing a software program recorded on a storage medium such as a hard disk or a semiconductor memory.

Further, all the numbers used above are exemplified to specifically explain the present disclosure, and Embodiments 1 to 5 of the present disclosure are not limited to the exemplified numbers.

Furthermore, the division of functional blocks in the block diagram is just an example; multiple functional blocks can be realized as one functional block, one functional block can be divided into multiple functional blocks, or some functions can be moved to other functional blocks. It's okay. Further, functions of a plurality of functional blocks having similar functions may be processed in parallel or in a time-sharing manner by a single piece of hardware or software.

Further, the order in which the steps in the flowchart are executed is for illustrative purposes to specifically explain the present disclosure, and may be in an order other than the above. Further, some of the above steps may be executed simultaneously (in parallel) with other steps.

It should be noted that the embodiments 1 to 5 described above may be modified in various ways that those skilled in the art would think of, and the components and functions of the embodiments 1 to 5 may be modified without departing from the spirit of the present disclosure. The present disclosure also includes forms realized by arbitrary combinations.

(Additional note)
Below, features of the vehicle seat air conditioner described based on the first to fifth embodiments will be described.

<Technology 1>
A vehicle seat air conditioning system used for a seat having a seat back and a seat cushion,
a blower built into the seat;
a control unit that controls the blower;
a discharge port for discharging air sent by the blower and guided into a flow path formed in the seat back from the surface of the seat back;
The discharge port is provided with a wind direction adjustment part having one or more plate parts that adjust the discharge direction of air discharged from the discharge port,
The plate portion is arranged in a substantially parallel attitude or an inclined attitude with respect to the central axis of the flow path through which air flows when being discharged from the discharge port,
The control unit controls the rotation speed of the blower based on a first temperature that is the temperature inside the vehicle interior and a second temperature that is the temperature of the air discharged from the discharge port.

<Technology 2>
The discharge port opens vertically upward, and
The vehicle seat air conditioner according to technique 1, wherein the plate portion is arranged in an inclined position with respect to the central axis of the flow path.

<Technology 3>
The discharge port opens in a horizontal direction,
The vehicle seat air conditioner according to technique 1, wherein the plate portion is arranged in a posture substantially parallel to the central axis of the flow path.

<Technology 4>
The control unit includes:
When the first temperature is equal to or higher than a first predetermined temperature, the rotation speed of the blower is set as a first rotation speed,
The vehicle seat air conditioner according to any one of techniques 1 to 3, wherein when the first temperature is lower than the first predetermined temperature, the rotation speed of the blower is set to be higher than the first rotation speed.

<Technology 5>
The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than a second predetermined temperature, the blower is operated so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed. control,
If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the number of rotations of the blower is increased to a third rotation that is greater than the first number of rotations and smaller than the second number of rotations. The vehicle seat air conditioner according to technique 4, wherein the air blower is controlled so that the number of air blowers increases.

<Technology 6>
The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the third temperature, which is the human skin temperature, is equal to or higher than a third predetermined temperature, the blower is controlled so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed. ,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the third temperature is smaller than the third predetermined temperature, the rotation speed of the blower is set to the second temperature. The vehicle seat air conditioner according to technique 4, wherein the blower is controlled to have a third rotation speed that is larger than one rotation speed and smaller than the second rotation speed.

<Technology 7>
The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the second temperature is equal to or higher than a fourth predetermined temperature, controlling the blower so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed;
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is smaller than the fourth predetermined temperature, the rotation speed of the blower is set to the first temperature. The vehicle seat air conditioner according to technique 4, wherein the blower is controlled to have a third rotation speed that is larger than the rotation speed and smaller than the second rotation speed.

<Technology 8>
The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. is small, and when the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is equal to or higher than a fifth predetermined temperature, the rotation speed of the blower is set to a second rotation speed larger than the first rotation speed, controlling the blower;
When a value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and a value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than a fifth predetermined temperature. The vehicle seat air conditioner according to technique 4, wherein the blower is controlled so that the rotation speed of the blower becomes a third rotation speed that is larger than the first rotation speed and smaller than the second rotation speed.

<Technology 9>
The control unit includes:
If a value ΔT1 obtained by subtracting a third temperature Tsk, which is a human skin temperature, from the first temperature T is equal to or higher than a sixth predetermined temperature, the blower is controlled so that the rotation speed of the blower becomes a first rotation speed. death,
When the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the blower is operated so that the rotation speed of the blower is higher than the first rotation speed. The vehicle seat air conditioner according to any one of the controlling techniques 1 to 3.

<Technology 10>
The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than a second predetermined temperature, the blower is operated so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed. control,
If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the number of rotations of the blower is increased to a third rotation that is greater than the first number of rotations and smaller than the second number of rotations. The vehicle seat air conditioner according to Technique 9, wherein the blower is controlled so that the number of air blowers increases.

<Technology 11>
The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the third temperature is equal to or higher than a third predetermined temperature, controlling the blower so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed;
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature and the third temperature is smaller than the third predetermined temperature, the rotation speed of the blower is set to the first temperature. The vehicle seat air conditioner according to technique 9, wherein the blower is controlled to have a third rotation speed that is larger than the rotation speed and smaller than the second rotation speed.

<Technology 12>
The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the second temperature is equal to or higher than a fourth predetermined temperature, controlling the blower so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed;
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is smaller than the fourth predetermined temperature, the rotation speed of the blower is set to the first temperature. The vehicle seat air conditioner according to technique 9, wherein the blower is controlled to have a third rotation speed that is larger than the rotation speed and smaller than the second rotation speed.

<Technology 13>
The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. is small, and when the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is equal to or higher than a fifth predetermined temperature, the rotation speed of the blower is set to a second rotation speed larger than the first rotation speed, controlling the blower;
When a value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and a value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than a fifth predetermined temperature. The vehicle seat air conditioner according to technique 9, wherein the air blower is controlled so that the rotational speed of the blower is a third rotational speed that is larger than the first rotational speed and smaller than the second rotational speed.

<Technology 14>
The vehicle seat air conditioner according to any one of Techniques 1 to 13, wherein the plate portion has a protruding portion capable of guiding air on one side of the plate portion.

<Technology 15>
The protruding portion is
extending in the depth direction of the plate portion along the central axis;
The vehicle seat air conditioner according to technique 14, wherein the vehicle seat air conditioner is arranged on one side of the plate portion so that an extension line in a direction in which the protrusion extends does not intersect with a person seated on the seat.

<Technology 16>
The vehicle seat according to technology 14 or 15, wherein the protruding portion is disposed further back than half of the length of the plate portion in the depth direction of the plate portion along the central axis. Air conditioner.

<Technology 17>
The vehicle seat air conditioner according to any one of Techniques 1 to 16, wherein the plate portion changes its posture depending on the amount of air passing through the wind direction adjustment section or the temperature of the air passing through the wind direction adjustment section. Device.

The present disclosure can be used, for example, in seats for moving objects such as vehicles, sofas, and the like.

1 seat 3 vehicle seat air conditioner 10 seat cushion 13 seat back 14 discharge port 30 blower 40, 140, 140a, 140b, 140c wind direction adjustment section 42, 42b, 42c, 142 plate section 50 control section 143 protrusion section

Claims (17)

A vehicle seat air conditioning system used for a seat having a seat back and a seat cushion,
a blower built into the seat;
a control unit that controls the blower;
a discharge port for discharging air sent by the blower and guided into a flow path formed in the seat back from the surface of the seat back;
The discharge port is provided with a wind direction adjustment part having one or more plate parts that adjust the discharge direction of air discharged from the discharge port,
The plate portion is arranged in a substantially parallel attitude or an inclined attitude with respect to the central axis of the flow path through which air flows when being discharged from the discharge port,
The control unit controls the rotation speed of the blower based on a first temperature that is the temperature inside the vehicle interior and a second temperature that is the temperature of the air discharged from the discharge port. The discharge port opens vertically upward, and
The vehicle seat air conditioner according to claim 1, wherein the plate portion is arranged in an inclined position with respect to the central axis of the flow path. The discharge port opens in a horizontal direction,
The vehicle seat air conditioner according to claim 1, wherein the plate portion is arranged in a substantially parallel attitude to the central axis of the flow path. The control unit includes:
When the first temperature is equal to or higher than a first predetermined temperature, the rotation speed of the blower is set as a first rotation speed,
The vehicle seat air conditioner according to any one of claims 1 to 3, wherein when the first temperature is lower than the first predetermined temperature, the rotation speed of the blower is set to be higher than the first rotation speed. . The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than a second predetermined temperature, the blower is operated so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed. control,
If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the number of rotations of the blower is increased to a third rotation that is greater than the first number of rotations and smaller than the second number of rotations. The vehicle seat air conditioner according to claim 4, wherein the air blower is controlled so that the number of air blowers increases. The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the third temperature, which is the human skin temperature, is equal to or higher than a third predetermined temperature, the blower is controlled so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed. ,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the third temperature is smaller than the third predetermined temperature, the rotation speed of the blower is set to the second temperature. The vehicle seat air conditioner according to claim 4, wherein the blower is controlled to have a third rotation speed that is greater than one rotation speed and smaller than the second rotation speed. The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the second temperature is equal to or higher than a fourth predetermined temperature, controlling the blower so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed;
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is smaller than the fourth predetermined temperature, the rotation speed of the blower is set to the first temperature. The vehicle seat air conditioner according to claim 4, wherein the blower is controlled to have a third rotation speed that is larger than the rotation speed and smaller than the second rotation speed. The control unit, when the first temperature is lower than the first predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. is small, and when the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is equal to or higher than a fifth predetermined temperature, the rotation speed of the blower is set to a second rotation speed larger than the first rotation speed, controlling the blower;
When a value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and a value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than a fifth predetermined temperature. 5. The vehicle seat air conditioner according to claim 4, wherein the air blower is controlled so that the rotational speed of the air blower is a third rotational speed that is larger than the first rotational speed and smaller than the second rotational speed. The control unit includes:
If a value ΔT1 obtained by subtracting a third temperature Tsk, which is a human skin temperature, from the first temperature T is equal to or higher than a sixth predetermined temperature, the blower is controlled so that the rotation speed of the blower becomes a first rotation speed. death,
When the value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T is smaller than the sixth predetermined temperature, the blower is operated so that the rotation speed of the blower is higher than the first rotation speed. The vehicle seat air conditioner according to any one of claims 1 to 3. The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than a second predetermined temperature, the blower is operated so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed. control,
If the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, the number of rotations of the blower is increased to a third rotation that is greater than the first number of rotations and smaller than the second number of rotations. The vehicle seat air conditioner according to claim 9, wherein the air blower is controlled so that the number of air blowers increases. The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the third temperature is equal to or higher than a third predetermined temperature, controlling the blower so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed;
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature and the third temperature is smaller than the third predetermined temperature, the rotation speed of the blower is set to the first temperature. The vehicle seat air conditioner according to claim 9, wherein the blower is controlled to have a third rotation speed that is higher than the rotation speed and lower than the second rotation speed. The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. and when the second temperature is equal to or higher than a fourth predetermined temperature, controlling the blower so that the rotation speed of the blower becomes a second rotation speed that is higher than the first rotation speed;
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and the second temperature is smaller than the fourth predetermined temperature, the rotation speed of the blower is set to the first temperature. The vehicle seat air conditioner according to claim 9, wherein the blower is controlled to have a third rotation speed that is higher than the rotation speed and lower than the second rotation speed. The control unit, when a value ΔT1 obtained by subtracting the third temperature Tsk from the first temperature T, is smaller than the sixth predetermined temperature,
When the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is equal to or higher than the second predetermined temperature, or when the value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is lower than the second predetermined temperature. is small, and when the value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is equal to or higher than a fifth predetermined temperature, the rotation speed of the blower is set to a second rotation speed larger than the first rotation speed, controlling the blower;
When a value ΔT2 obtained by subtracting the second temperature Ta from the first temperature T is smaller than the second predetermined temperature, and a value ΔT3 obtained by subtracting the target temperature Tset from the second temperature Ta is smaller than a fifth predetermined temperature. 10. The vehicle seat air conditioner according to claim 9, wherein the air blower is controlled so that the rotational speed of the blower is a third rotational speed that is larger than the first rotational speed and smaller than the second rotational speed. The vehicle seat air conditioner according to any one of claims 1 to 3, wherein the plate portion has a protruding portion on one side of the plate portion that can guide air. The protruding portion is
extending in the depth direction of the plate portion along the central axis;
The vehicle seat air conditioner according to claim 14, wherein the vehicle seat air conditioner is arranged on one side of the plate portion so that an extension line in a direction in which the protrusion extends does not intersect with a person seated on the seat. The vehicle seat air conditioner according to claim 14, wherein the protruding portion is arranged further back than half the length of the plate in the depth direction of the plate in the depth direction of the plate along the central axis. Device. The vehicle seat according to any one of claims 1 to 3, wherein the plate portion changes its posture depending on the amount of air passing through the wind direction adjustment section or the temperature of the air passing through the wind direction adjustment section. Air conditioner.

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