JP6028467B2 - Vehicle air conditioning control device and system - Google Patents

Description

  The present invention relates to a vehicle air conditioning control device and system.

  2. Description of the Related Art Conventionally, an automatic control type vehicle air conditioner that automatically performs antifogging control of a window glass when it is determined whether the window glass is fogged is known (see, for example, Patent Document 1). In this vehicle air conditioner, the fogging of the window glass is determined based on the relationship between the vehicle interior humidity and the cloudiness limit vehicle interior humidity.

JP 2005-306063 A

  However, there are various factors for the fogging of the window glass, such as the air conditioner setting state, the inside / outside air temperature, and the humidity. There is a possibility that it cannot be accurately predicted in advance.

  Then, an object of this invention is to provide the vehicle air conditioning control apparatus and system which can accelerate | stimulate use of a defroster appropriately.

In order to achieve the above object, according to one aspect of the present invention, there is provided a vehicle air conditioning control device mounted on a vehicle,
Information on the use status of the defroster of another vehicle on the predicted route of the own vehicle is acquired by wireless communication with the outside, and the use of the defroster in the own vehicle is automatically realized based on the acquired information or the driver A vehicle air-conditioning control device characterized by prompting.

  ADVANTAGE OF THE INVENTION According to this invention, the air-conditioning control apparatus for vehicles etc. which can predict the fogging of a window glass accurately and can accelerate | stimulate use of a defroster appropriately are obtained.

1 is a diagram illustrating an entire system 100 including a center server 10 according to an embodiment. FIG. It is a figure which shows an example of a structure by the side of a vehicle. It is a flowchart which shows an example of the main processes implement | achieved by the system 100 shown in FIG. It is explanatory drawing of the flowchart of FIG. 7 is a flowchart illustrating another example of main processing realized by the system 100 illustrated in FIG. 1. It is a figure which shows an example of the information acquired by the center server 10 by the process shown in FIG.

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

  FIG. 1 is a diagram illustrating an entire system 100 including a center server 10 and a vehicle air conditioning control device 1 according to an embodiment. As schematically shown in FIG. 1, the center server 10 can communicate with each vehicle and can exchange various information with each vehicle. For example, the center server 10 can collect various information from each vehicle and supply various information to each vehicle. For example, as shown in FIG. 1, the center server 10 may be connected to each vehicle via a wireless communication network via a base station or the like. The center server 10 does not have to be physically one server, and may be configured as an aggregate of a plurality of servers.

  The center server 10 includes a database 12 that holds various types of information and a communication processing unit 14 that executes communication processing for communication with the vehicle. The database 12 may include a map database holding map data, a weather information database holding weather information, a vehicle information database holding vehicle information, a user action history database holding user action histories, and the like. The user behavior history may include an operation history (particularly, an operation history related to use of the defroster) together with the user ID. Further, the operation history may be stored in association with the environment (area, temperature, humidity, time zone, season, etc.) at that time.

  FIG. 2 is a diagram illustrating an example of the vehicle air conditioning control device 1 as a configuration on the vehicle side.

  The vehicle air conditioning control device 1 includes a main control unit 22. The main control unit 22 may be configured by an ECU (electronic control unit). The main control unit 22 may be an air conditioner ECU, for example. An air conditioner unit 24 is connected to the main control unit 22 as a control target. The air conditioner unit 24 may include a blower motor, a compressor, and the like. The air conditioner unit 24 is controlled by the main control unit 22 in terms of the blowing mode, blowing temperature, blowing air volume, and the like. The blowing mode may include a FACE mode, a B / L (bilevel) mode, a FOOT mode, an F / D mode (foot differential mode), a DEF mode (differential mode), and the like. Note that the DEF mode may be selectable in both auto and manual modes. Also, the F / D mode may be selectable in both auto and manual modes.

  The FACE mode and the B / L mode belong to a defroster non-use mode in which the defroster is not used. On the other hand, the F / D mode and the DEF mode belong to a defroster use mode in which the defroster is used. The FOOT mode may be treated as a defroster use mode because the defroster may be used with a slight air volume, or may be treated as a defroster non-use mode because the air volume is small. In this example, the FOOT mode is treated as a defroster non-use mode.

  A display unit 26 is connected to the main control unit 22. The display unit 26 may display an operating state of the air conditioner (for example, a blowing mode, a blowing temperature, a blowing air amount, etc.). The display state of the display unit 26 may be controlled by the main control unit 22. The display unit 26 is disposed in the vehicle interior. The display unit 26 may be in any form such as a liquid crystal display, a HUD (head-up display), or a meter.

  The main controller 22 is connected to an outside air temperature sensor 28 that detects the outdoor air temperature To, an inside air temperature sensor 30 that detects the indoor air temperature Ti, and the like. The main control unit 22 is connected to an air conditioner operation unit 32 operated by a user. The air conditioner operation unit 32 may be an arbitrary user interface, and may be, for example, a mechanical switch, a lever, or a touch switch disposed on a touch panel display. In addition, the air conditioner operation unit 32 may receive an instruction from the user by a voice recognition function.

  A communication processing unit 42 is connected to the main control unit 22, and a wireless unit 40 is connected to the communication processing unit 42. The wireless unit 40 performs wireless communication with the center server 10. The communication processing unit 42 executes communication processing for communication with the center server 10.

  The main control unit 22 is connected to position information and time acquisition unit 50. The position information and time acquisition unit 50 acquires the position information of the vehicle and the current time (date and time). The position information and time acquisition unit 50 may include a GPS receiver that acquires the position information of the vehicle by positioning based on a signal from a GPS satellite.

  FIG. 3 is a flowchart showing an example of main processing realized by the system 100 shown in FIG. The processing routine shown in FIG. 3 is started when an ignition switch is turned on, for example. In the following description, a vehicle that performs the processing routine shown in FIG. 3 in cooperation with the center server 10 is referred to as a host vehicle. FIG. 4 is an explanatory diagram of the flowchart of FIG. 3, and an example of information communicated between the center server 10 and the own vehicle and an example of information communicated between the center server 10 and another vehicle. FIG.

  In step 300, the main control part 22 confirms the air conditioner setting state of the own vehicle.

  In step 302, the main control unit 22 determines whether or not the air conditioner setting state is A / C on and AUTO based on the confirmation result in step 300. If the air conditioner setting state is A / C on and AUTO, the process proceeds to step 304; otherwise, the process ends. In this case, after that, the air conditioner setting state may be periodically monitored. If the air conditioner setting state becomes A / C on and AUTO, the process may proceed to step 304.

  In step 304, the center server 10 predicts the route of the own vehicle, and determines whether or not there are a predetermined number or more of vehicles using the defroster on the predicted route. The route of the own vehicle may be predicted by an arbitrary method. For example, the route of the own vehicle may be estimated based on the user's behavior history obtained from the own vehicle (the past behavior history of the user in the database 12). Alternatively, the route of the own vehicle may be predicted based on navigation information (destination information or guidance route information) that may be acquired from the own vehicle by communication. Whether or not there is another vehicle using the defroster on the predicted route may be determined based on an air conditioner setting state (blowout mode) acquired from the other vehicle by communication. For example, as schematically shown in FIG. 4, the center server 10 determines that the air conditioner setting state acquired by communication from another vehicle (another vehicle on the predicted route) located in front of the traveling direction of the own vehicle is the use of the defroster. (For example, when the blowing mode is the foot differential mode or the differential mode), it may be determined that there is another vehicle using the defroster on the predicted route. The predetermined number is an arbitrary number of one or more, for example, one. Instead of the number, the ratio of the number of other vehicles using the defroster to the number of all other vehicles on the predicted route may be considered.

  Here, the other vehicle on the predicted route when determining the presence or absence of the other vehicle using the defroster may be any other vehicle as long as it is ahead of the own vehicle, but preferably the window of the own vehicle is cloudy. It is an other vehicle located sufficiently forward so that the defroster starts to operate before starting (ie, to prevent fogging of the window of the own vehicle due to the prior operation of the defroster). For example, when the time from the start of operation of the defroster until the defroster starts to function is T1, the position of the other vehicle is a distance V · T1 or more ahead of the vehicle when the vehicle speed is V. Since T1 can change according to the air volume, area, temperature, humidity, etc. of the defroster, it may be a variable value or an average predetermined fixed value.

  If there are more than a predetermined number of other vehicles using the defroster on the predicted route, the process proceeds to step 308; otherwise (steps if there are not more than a predetermined number of other vehicles using the defroster on the predicted route) Proceed to 306. Information representing the determination result in step 304 is transmitted from the center server 10 to the host vehicle. The main control unit 22 executes the processing of the following step 306 or step 308 based on information representing the determination result from the center server 10.

  In step 306, the main control unit 22 controls the air conditioner unit 24 while maintaining the AUTO mode. That is, the main control unit 22 controls the air conditioner unit 24 in the AUTO mode without changing the current control method. In this case as well, the foot differential mode or the defroster mode can be realized if the conditions of the foot differential mode or the defroster mode are satisfied during the control in the AUTO mode.

  In step 308, the main control unit 22 sets the foot differential mode or the defroster mode. That is, the main control unit 22 controls the air conditioner unit 24 by switching to the foot differential mode or the defroster mode. At this time, in the case of inside air (inside air circulation), the main control unit 22 may switch from inside air to outside air (outside air introduction). Therefore, according to the processing in step 308, for example, when the current operation mode is the FACE mode, the B / L mode, or the FOOT mode, the mode is switched to the foot differential mode or the defroster mode. Note that whether the foot differential mode or the defroster mode is set is arbitrary, and may be determined in advance at the time of design, or may be selectable by the user. When the current operation mode is already the foot differential mode or the defroster mode, the operation mode may be maintained. Alternatively, when the current operation mode is the foot differential mode, it may be switched to the defroster mode in which the air volume of the defroster is increased. Alternatively, when the number of other vehicles using the defroster on the predicted route is significantly larger than the predetermined number (for example, when the defroster is used in almost all other vehicles), the defroster mode with the largest airflow of the defroster It may be switched to. Alternatively, it is possible to determine which of the foot differential mode and the defroster mode is the most in the operation mode when the past defroster is used in the host vehicle, and to realize the larger operation mode.

  As described above, according to the processing shown in FIG. 3, the necessity of using the defroster in the own vehicle (in the foot def mode or the defroster mode) based on the actual use state of the defroster from other vehicles on the predicted route of the own vehicle. Therefore, accurate determination suitable for the actual environment can be realized. That is, by considering the use status of the defroster of the other vehicle on the predicted route, it is possible to accurately predict the occurrence of window fogging (necessity of using the defroster) in the own vehicle. Thereby, when the necessity of using the defroster is high, the foot diff mode or the defroster mode can be automatically set so that the window is not fogged. Accordingly, it is not necessary for the user to manually set the foot differential mode or the defroster mode, and convenience is enhanced. In addition, it is possible to realize foot differential mode or defroster mode before fogging of the window occurs, so it is possible to prevent poor visibility and driver stress due to window fogging and contribute to safe driving. Can do.

  In the process shown in FIG. 3, the foot differential mode or the defroster mode is automatically realized in step 308, but advice (message) is output so as to manually set the foot differential mode or the defroster mode. Also good. The advice may be output in any form such as voice or display.

  In the processing shown in FIG. 3, the foot differential mode or the defroster mode is automatically realized in step 308. However, the airflow to the defroster is automatically generated or increased while maintaining the current operation mode. Thus, the use of the defroster may be realized (promoted).

  In the process shown in FIG. 3, the center server 10 determines the timing of the process of step 308 executed by the main control unit 22 based on the use start position (use start timing) of the defroster in another vehicle on the predicted route. You may adjust. In this case, the use start position of the defroster in the other vehicle may be determined based on information transmitted from the other vehicle to the center server 10. In this case, the center server 10 may adjust the processing timing of step 308 so that the use of the defroster is realized at a timing earlier than the use start position of the defroster by manual operation in another vehicle, for example.

  In the processing shown in FIG. 3, the determination in step 304 is realized by the center server 10. This is because it is efficient to manage information on a large number of vehicles by the center server 10. However, the determination in step 304 may be realized in the own vehicle. In this case, the determination in step 304 may be realized based on information obtained through inter-vehicle communication between another vehicle on the predicted route of the own vehicle and the own vehicle.

  In the process shown in FIG. 3, the environment of the other vehicle on the predicted route of the own vehicle substantially corresponds to the environment of the subsequent vehicle, so the environment of the other vehicle on the predicted route of the own vehicle is considered. However, it is possible to determine the necessity of using the defroster with higher accuracy in consideration of the environment of the other vehicle ahead. For example, other vehicles (other vehicles that use a defroster) that are considered (counted) in the above step 304 are subject to cloudy generation factors such as the current environment of the own vehicle (for example, the air conditioner setting state and the number of passengers in the own vehicle). It may be limited to other vehicles having an environment corresponding to an environment that matches an environment (individual environment excluding an environment common to each vehicle such as outside temperature and humidity).

  In the process of step 304 shown in FIG. 3, the use of the defroster in the other vehicle ahead may be targeted only for the use of the defroster by switching to the manual F / D mode or DEF mode by the user of the other vehicle. Alternatively, the use of the defroster in the other vehicle ahead may include not only the use of the defroster but also the use of the defroster by switching to the F / D mode or the DEF mode in the auto mode.

  FIG. 5 is a flowchart showing another example of the main processing realized by the system 100 shown in FIG. The processing routine shown in FIG. 5 is started when an ignition switch is turned on, for example. In the following description, a vehicle that performs the processing routine shown in FIG. 5 in cooperation with the center server 10 is referred to as a host vehicle. FIG. 6 is a diagram illustrating an example of information acquired by the center server 10 by the processing illustrated in FIG.

  In step 500, the main control unit 22 confirms the air conditioner setting state of the own vehicle.

  In step 502, the main control unit 22 determines whether or not the air conditioner setting state is A / C on and AUTO based on the confirmation result in step 500. If the air conditioner setting state is A / C on and AUTO, the process proceeds to step 504. Otherwise, the process ends. In this case, after that, the air conditioner setting state may be periodically monitored. If the air conditioner setting state becomes A / C on and AUTO, the process may proceed to step 504.

  In step 504, the main control unit 22 sets the air conditioner setting state (for example, A / C on / off, AUTO on / off, outside air / inside air, use of defroster, etc.) via the communication processing unit 42 and the radio unit 40, The inside / outside air temperature (the detection result of the outside air temperature sensor 28 or the inside air temperature sensor 30), the position information, and the position information and time from the time acquisition unit 50 are transmitted to the center server 10. These pieces of information are stored in the database 12 in the center server 10 as shown in FIG.

  In step 506, as in step 304 of FIG. 3 described above, the center server 10 predicts the route of the host vehicle and determines whether or not there are a predetermined number or more of vehicles that use the defroster on the predicted route. If there are more than a predetermined number of other vehicles using the defroster on the predicted route, the process proceeds to step 514, otherwise (there is no more than a predetermined number of other vehicles using the defroster on the predicted route), step Proceed to 508.

  In step 508, the center server 10 determines whether or not the driver (user) of the own vehicle uses the defroster frequently. Whether or not the driver of the own vehicle uses the defroster frequently may be determined based on the user's behavior history obtained from the own vehicle (the past defroster use frequency of the user in the database 12). At this time, the environment such as region, temperature, humidity, time zone, season, etc. may be taken into consideration. For example, if the defroster has been used multiple times in the same environment in the past, it is determined that the driver's own defroster is used frequently, and the defroster has not been used in the past in the same environment. May determine that the frequency of use of the defroster by the driver of the own vehicle is low. If the frequency of use of the defroster by the driver of the host vehicle is high, the process proceeds to step 510. If the frequency of use of the defroster by the driver of the host vehicle is not high, the process proceeds to step 512.

  In step 510, the center server 10 determines whether the current humidity is higher than the predetermined humidity or whether the current temperature (for example, the outside air temperature) is lower than the predetermined temperature. This determination may be realized by the main control unit 22. The current humidity may be determined from humidity information (weather information) at a corresponding position based on the position information of the vehicle. The current temperature may be similar. In addition to or instead of this, humidity and temperature in front of the vehicle on the predicted route may be considered. The predetermined humidity and the predetermined temperature may correspond to the humidity and temperature when the window is fogged (for example, the humidity and temperature when the defroster has been used in the past). Alternatively, to ensure that the defroster begins to operate before the vehicle window begins to fog up (ie, to prevent the vehicle window from fogging due to prior activation of the defroster), the predetermined humidity may be The humidity may be lower than when the fog occurs, and the predetermined temperature may be higher than the temperature when the fogging of the window occurs. Specifically, map data (two-dimensional map) of humidity and temperature may be created, and it may be determined whether or not the current humidity and temperature belong to a region where fogging occurs (or a region where it starts to occur). . In this case, the map data may be a table that can be changed in consideration of regional characteristics. For example, a plurality of types of map data may be created according to the environment such as the region, time zone, and season. Further, instead of the temperature, a difference between the inside and outside temperature (difference between the inside and outside temperatures in the other vehicle or the own vehicle) may be used. If the current humidity is higher than the predetermined humidity or the current temperature is lower than the predetermined temperature, the process proceeds to step 514, and if none is satisfied, the process proceeds to step 512. Information representing the determination results of steps 506, 508 and 510 is transmitted from the center server 10 to the host vehicle. The main control unit 22 executes the processing of the following step 512 or step 514 based on information representing the determination result from the center server 10.

  In step 512, as in step 306 of FIG. 3 described above, the main control unit 22 controls the air conditioner unit 24 while maintaining the AUTO mode. That is, the main control unit 22 controls the air conditioner unit 24 in the AUTO mode without changing the current control method. In this case as well, the foot differential mode or the defroster mode can be realized if the conditions of the foot differential mode or the defroster mode are satisfied during the control in the AUTO mode.

  In step 514, as in step 308 of FIG. 3 described above, the main control unit 22 sets the foot differential mode or the defroster mode. That is, the main control unit 22 controls the air conditioner unit 24 by switching to the foot differential mode or the defroster mode. At this time, in the case of inside air (inside air circulation), the main control unit 22 may switch from inside air to outside air (outside air introduction).

  As described above, according to the processing shown in FIG. 5, it is possible to accurately predict the occurrence of fogging of the window and automatically set the foot differential mode or the defroster mode so that the fogging of the window does not occur. Therefore, the user does not need to set the foot differential mode or the defroster mode by manual operation, and the convenience is improved. In addition, it is possible to accurately predict the occurrence of fogging of the window, and when foot def mode or defroster mode is set in advance, it can prevent poor visibility and driver stress due to window fogging, contributing to safe driving can do.

  Further, according to the process shown in FIG. 5, as in the process shown in FIG. 3, based on the actual use status of the defroster from other vehicles on the predicted route of the own vehicle, the foot differential mode or the defroster mode of the own vehicle is determined. Since it is determined whether or not it is necessary, it is possible to realize a highly accurate determination suitable for the actual environment.

  In the process shown in FIG. 5, the determinations in step 508 and step 510 are performed, but either step 508 or step 510 may be omitted. In addition, the processing of step 504 is executed for the other vehicle following the own vehicle (so that the information of the own vehicle is effectively used in the following other vehicle), but this processing is omitted. Also good.

  In the process shown in FIG. 5, the foot diff mode or the defroster mode is automatically realized in step 514, but advice (message) is output so as to manually set the foot def mode or the defroster mode. Also good. The advice may be output in any form such as voice or display.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

DESCRIPTION OF SYMBOLS 1 Vehicle air-conditioning control apparatus 10 Center server 12 Database 14 Communication processing part 22 Main control part 24 Air-conditioner unit 26 Display part 28 Outside temperature sensor 30 Inside temperature sensor 32 Air-conditioner operation part 40 Radio | wireless part 42 Communication processing part 50 Acquisition of position information and time Part

Claims (5)

A vehicle air-conditioning control device mounted on a vehicle,
Information on the use status of the defroster of another vehicle on the predicted route of the own vehicle is acquired by wireless communication with the outside, and the use of the defroster in the own vehicle is automatically realized based on the acquired information or the driver A vehicle air-conditioning control device characterized by prompting.   The vehicle air conditioning control device according to claim 1, wherein when the number of other vehicles using the defroster on the predicted route is equal to or greater than a predetermined number, the use of the defroster is automatically realized or the driver is prompted. It has operation modes including a defroster use mode in which the defroster is used and a defroster non-use mode in which the defroster is not used.
Automatically realizing the use of the defroster or prompting the driver is to automatically switch to the defroster use mode or to output a message prompting the switch to the defroster use mode. Item 3. The vehicle air conditioning control device according to Item 1 or 2.   The vehicle air-conditioning control apparatus according to any one of claims 1 to 3, wherein information related to a use state of a defroster of another vehicle on the predicted route of the own vehicle is acquired by wireless communication with an external server. The vehicle air-conditioning control device according to claim 4,
A system comprising: an external server that transmits information on a use status of a defroster of another vehicle on the predicted route of the own vehicle to the vehicle air conditioning control device.

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