JP6332199B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  In Patent Literature 1, as an apparatus for reducing the amount of harmful substances entering the vehicle interior, the air conditioner introduces the inside air based on the position information of the pollution source associated with the map data and the vehicle travel position information. Or a technique for switching between introducing outside air.

JP 2009-292247 A

  However, when the vehicle is traveling in the outside air introduction mode at a position that is not regarded as a contamination source, the above technique cannot cope with the case where many harmful substances arrive around the host vehicle due to the exhaust gas of the vehicle ahead.

  SUMMARY OF THE INVENTION In view of the above, the present invention has an object to provide a technique for reducing the amount of harmful substances entering the passenger compartment of a vehicle even when many harmful substances arrive around the vehicle due to exhaust gas from the vehicle ahead. And

In order to achieve the above object, an invention according to claim 1 is an air conditioner for a vehicle that adjusts the temperature of the vehicle interior by blowing blown air into the vehicle interior of the vehicle. A concentration acquisition means (410) for acquiring a concentration of a predetermined harmful substance based on the detection signal output from the harmful substance sensor (31) that is attached and outputs a detection signal corresponding to the concentration of the harmful substance, and the concentration Switching means for switching between an inside air mode in which the blown air blown into the vehicle interior is the inside air and an outside air mode in which the blown air blown into the vehicle interior is the outside air based on the concentration acquired by the acquisition means. and (420,430,440,303,304,306), wherein the switching means, when the outside air mode is implemented, the concentration of the concentration acquisition means acquires the threshold When it becomes larger, the actuator (35) is controlled so as to realize the inside air mode, and when a passenger is not seated in a predetermined seat other than the driver's seat in the passenger compartment, To reduce the amount of the blown air blown out from the outlet provided to blow out the blown air toward the predetermined seat as compared to the case where an occupant is seated in the predetermined seat, It is an air conditioner for vehicles characterized by controlling an actuator (33P, 33R) .

  In this way, by switching between the inside air mode and the outside air mode based on the detection result of the harmful substance sensor attached to the outside of the passenger compartment, compared to the case where the position information of the pollution source associated with the map data is used, Even with respect to accidental harmful substances such as vehicle exhaust gas, the amount of the harmful substances entering the passenger compartment can be reduced.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

It is a block diagram of the air conditioning unit in 1st Embodiment. It is a block diagram of a sensor, an actuator, and an air conditioner ECU. It is a figure which shows the attachment position to the vehicle of a harmful substance sensor group. It is a block diagram of the process which air-conditioner ECU performs. It is a flowchart of a toxic substance determination process. It is a flowchart of an inside / outside control process. It is a flowchart of a blower control process. It is a flowchart of a mode control process. It is a timing diagram which shows a time-dependent change of the position etc. of the inside / outside air switching door in one example. It is a figure which shows the mounting place of CO sensor 311 in 2nd Embodiment. It is a block diagram of a sensor, an actuator, and an air conditioner ECU.

(First embodiment)
The first embodiment will be described below. The vehicle air conditioner according to the present embodiment is mounted on a vehicle and includes the air conditioning unit 100 shown in FIG. 1, various sensors, actuators, an air conditioner ECU 30, and the like shown in FIG. 2.

  The air conditioning unit 100 is a unit that is disposed inside a dashboard in the foremost part of the vehicle interior of the vehicle and supplies blown air to the vehicle interior. The indoor air conditioning unit includes an air conditioning casing 10 and various devices (inside / outside air switching door 13, EF mode doors 18D, 18P, 19D, 19P, 20D, 20P, 20R, etc.) housed inside the air conditioning casing 10. .

  In the air-conditioning casing 10, flow paths 10A, 10D, 10P, and 10R for blown air before being sent into the vehicle compartment are formed. An air flow upstream end of the air conditioning casing 10 is formed with an outside air introduction port 11 for introducing outside air that is air outside the passenger compartment and an inside air introduction port 12 for introducing inside air that is air inside the passenger compartment. ing. The outside air introduction port 11 is disposed outside the vehicle compartment of the vehicle and in the engine room ahead of the vehicle compartment. An inside / outside air switching door 13 that selectively opens and closes the introduction ports 11 and 12 is provided in the vicinity of the introduction ports 11 and 12.

  The suction mode in which the inside / outside air switching door 13 makes the outside air introduction port 11 fully closed and the inside air introduction port 12 fully opened is called inside air mode, and the inside / outside air switching door 13 makes the outside air introduction port 11 fully open and introduces inside air. A suction mode in which the mouth 12 is fully closed is referred to as an outside air mode.

  The outside air introduction port 11 and the inside air introduction port 12 communicate with the common flow path 10A. Further, the common flow channel 10A communicates with the D air flow channel 10D, the P air flow channel 10P, and the R air flow channel 10R.

  The D air flow path 10D is a flow path formed for sending the blown air that has flowed into the D air flow path 10D from the common flow path 10A to the vicinity of the driver's seat in the passenger compartment and hitting the driver. The P air flow path 10P is a flow path formed to send the blown air flowing into the P air flow path 10P from the common flow path 10A to the vicinity of the passenger seat in the passenger compartment and hit the passenger seat passenger. The R air flow path 10R is a flow path formed to send the blown air that has flowed into the R air flow path 10R from the common flow path 10A to the vicinity of the rear seat in the vehicle compartment and hit the rear seat occupant.

  Here, the vicinity of the driver's seat is a part of the vehicle interior space in which the closest seat among all the seats in the passenger compartment becomes the driver's seat. Further, the vicinity of the passenger seat referred to here is a part of the vehicle interior space in which the closest seat among all the seats in the passenger compartment becomes the passenger seat. Further, the vicinity of the rear seat referred to here is a part of the vehicle interior space in which the closest seat among all the seats in the passenger compartment is the rear seat.

  D blower 14D is arrange | positioned in the air flow upstream end vicinity of D ventilation path 10D. The D blower 14D is a blower fan that sucks the blown air flowing into the common flow path 10A and blows it out to the downstream side of the air flow of the D blow flow path 10D.

  A P blower 14P is disposed in the vicinity of the upstream end of the air flow of the P air flow path 10P. The P blower 14P is a blower fan that sucks the blown air flowing into the common flow path 10A and blows it out to the downstream side of the air flow of the P blow flow path 10P.

  An R blower 14R is disposed near the upstream end of the air flow of the P air flow path 10P. The R blower 14R is a blower fan that sucks the blown air flowing into the common flow path 10A and blows it out to the downstream side of the air flow of the R blow flow path 10R.

  A D evaporator 15D is arranged on the downstream side of the air flow of the D blower 14D in the D air flow path 10D. All of the blown air that is sent out by the D blower 14D and flows through the common flow path 10A passes through the D evaporator 15D.

  A P evaporator 15P is disposed on the downstream side of the P blower 14P in the P blower passage 10P. All of the blown air that is sent out by the P blower 14P and flows in the common flow path 10A passes through the P evaporator 15P.

  An R evaporator 15R is disposed on the downstream side of the air flow of the R blower 14R in the R blow passage 10R. All the blown air that is sent out by the R blower 14R and flows in the common flow path 10A passes through the R evaporator 15R.

  The D evaporator 15D, the P evaporator 15P, and the R evaporator 15R constitute a well-known refrigeration cycle together with a compressor, a condenser, a gas-liquid separator, an expansion valve, and the like (not shown). The D evaporator 15D, the P evaporator 15P, and the R evaporator 15R evaporate the refrigerant expanded by the expansion valve after being compressed by the compressor in the refrigeration cycle, and exchange the heat between the refrigerant and the blown air. Cooling. As shown in FIG. 1, the D evaporator 15D, the P evaporator 15P, and the R evaporator 15R may be three different parts of one integrally formed evaporator, or may be three separately formed Different evaporators may be used.

  Further, a D heater core 16D is disposed on the downstream side of the air flow of the D evaporator 15D in the D air flow path 10D. A passage that passes through the D heater core 16D and a bypass passage that bypasses the D heater core 16D are formed in the D air flow path 10D.

  Further, a P heater core 16P is disposed on the downstream side of the air flow of the P evaporator 15P in the P air flow path 10P. A passage that passes through the P heater core 16P and a bypass passage that bypasses the P heater core 16P are formed in the P air flow path 10P.

  In addition, an R heater core 16R is disposed on the downstream side of the air flow of the R evaporator 15R in the R air flow path 10R. A passage that passes through the R heater core 16R and a bypass passage that bypasses the R heater core 16R are formed in the R air flow passage 10R.

  The D heater core 16D, the P heater core 16P, and the R heater core 16R heat the blown air that passes through the heater core by using, as a heat source, cooling water of an engine that is an internal combustion engine that generates driving force for driving the vehicle. Further, the D heater core 16D, the P heater core 16P, and the R heater core 16R may be three different portions of one heater core formed integrally, or may be separately formed as shown in FIG. Three different heater cores may be used.

  A D air mix door 17D is disposed on the upstream side of the air flow of the D heater core 16D and the downstream side of the air flow of the D evaporator 15D in the D air flow path 10D. The D air mix door 17D blows out near the driver's seat in the passenger compartment by adjusting the air volume ratio (hereinafter referred to as air mix ratio) between the air volume of the blown air passing through the D heater core 16D and the air volume of the blown air passing through the bypass passage. Adjust the air temperature.

  A P air mix door 17P is disposed on the upstream side of the air flow of the P heater core 16P and the downstream side of the air flow of the P evaporator 15P in the P air flow path 10P. The P air mix door 17P blows out in the vicinity of the passenger seat in the passenger compartment by adjusting the air volume ratio between the air volume of the blown air passing through the P heater core 16P and the air volume of the blown air passing through the bypass passage (hereinafter referred to as air mix ratio). Adjust the air temperature.

  An R air mix door 17R is disposed on the upstream side of the air flow of the R heater core 16R and the downstream side of the air flow of the R evaporator 15R in the R air flow path 10R. The R air mix door 17R blows out in the vicinity of the rear seat of the vehicle interior by adjusting the air volume ratio (hereinafter referred to as air mix ratio) between the air volume of the blown air passing through the R heater core 16R and the air volume of the blown air passing through the bypass passage. Adjust the air temperature.

  In addition, a D-DEF opening 21D, a D-FACE opening 22D, and a D-FOOT opening are provided at the downstream side of the D heater core 16D and the bypass passage in the D blowing passage 10D and the downstream side of the D blowing passage 10D. 23D is formed. The D-DEF opening 21D is connected to a defroster outlet in the vehicle compartment via a duct (not shown). The D-FACE opening 22D is connected to a driver's seat face outlet in the passenger compartment via a duct (not shown). The D-FOOT opening 23D is connected to a driver's seat foot outlet in a passenger compartment via a duct (not shown).

  The defroster outlet is located directly under the windshield of the vehicle, and the air blown from the defroster outlet flows toward the inner surface of the windshield. The driver's seat face outlet is open toward the upper body of the driver who sits in the driver's seat on the dashboard of the vehicle. The driver's seat face outlet is disposed at a position closest to the driver's seat among all the seats in the passenger compartment. Further, the driver's seat face outlet is an outlet for blowing blown air mainly toward the driver's seat among all the seats in the passenger compartment. The air blown out from the driver's seat face outlet flows toward the upper body of the driver sitting in the driver's seat. The driver's seat foot outlet opens in a dashboard of the vehicle toward a portion below the knee of the driver sitting on the driver's seat. The driver's seat foot outlet is disposed at a position closest to the driver's seat among all the seats in the passenger compartment. The driver's seat foot outlet is an outlet for blowing out the air mainly toward the driver's seat among all the seats in the passenger compartment. The air blown out from the driver's seat foot outlet flows toward a portion below the knee of the driver sitting in the driver's seat.

  A D-DEF mode door 18D, a D-FACE mode door 19D, and a D-FOOT mode door 20D are disposed in the air flow upstream side portions of the openings 21D, 22D, and 23D, respectively. The D-DEF mode door 18D is a door that switches opening and closing of the D-DEF opening 21D. The D-FACE mode door 19D is a door that switches opening and closing of the D-FACE opening 22D. The D-FOOT mode door 20D is a door that switches opening and closing of the D-FOOT opening 23D.

  Further, a P-DEF opening portion 21P, a P-FACE opening portion 22P, and a P-FOOT opening portion are provided at the downstream side of the P heater core 16P and the bypass passage in the P blowing passage 10P and the most downstream portion of the P blowing passage 10P. 23P is formed. The P-DEF opening 21P is connected to the defroster outlet through a duct (not shown). The P-FACE opening 22P is connected to a passenger seat face outlet in a passenger compartment via a duct (not shown). The P-FOOT opening 23P is connected to a passenger seat foot outlet through a duct (not shown).

  The face outlet for the passenger seat opens toward the upper half of the occupant seated in the passenger seat on the dashboard of the vehicle. The passenger seat face outlet is disposed at a position closest to the passenger seat among all seats in the passenger compartment. Further, the passenger seat face outlet is an outlet for blowing blown air mainly toward the passenger seat among all seats in the passenger compartment. The air blown from the passenger face face outlet flows toward the upper body of the passenger seated in the passenger seat.

  The passenger seat foot outlet is open toward the lower part of the passenger's knee sitting on the passenger seat in the dashboard of the vehicle. Further, the passenger seat foot outlet is disposed at a position closest to the passenger seat among all seats in the passenger compartment. Further, the passenger seat foot outlet is an outlet for blowing out the air mainly toward the passenger seat among all the seats in the passenger compartment. The air blown from the passenger seat foot outlet flows toward a portion below the knee of the passenger seated in the passenger seat.

  A P-DEF mode door 18P, a P-FACE mode door 19P, and a P-FOOT mode door 20P are disposed in the air flow upstream side portions of the openings 21P, 22P, and 23P, respectively. The P-DEF mode door 18P is a door that switches opening and closing of the P-DEF opening 21P. The P-FACE mode door 19P is a door that switches opening and closing of the P-FACE opening 22P. The P-FOOT mode door 20P is a door that switches opening and closing of the P-FOOT opening 23P.

  These mode doors 18D, 19D, 20D, 18P, 19P, and 20P are configured to be interlocked by a link mechanism (not shown). And the blower outlet mode implement | achieved by these mode doors 18D, 19D, 20D, 18P, 19P, and 20P has face mode, bilevel mode, foot mode, and foot defroster mode.

  In the face mode, the D-FACE opening 22D and the P-FACE opening 22P are fully opened, and blown air is blown out from the face outlet for the driver seat and the face outlet for the passenger seat toward the upper body of the driver and the passenger on the passenger seat. Air outlet mode. In the face mode, the D-DEF opening 21D, the P-DEF opening 21P, the D-FOOT opening 23D, and the P-FOOT opening 23P are fully closed. Therefore, in the face mode, the blown air is not blown into the vehicle compartment from the defroster outlet, the driver seat foot outlet, or the passenger seat foot outlet.

  In the bi-level mode, all of the D-FACE opening 22D, P-FACE opening 22P, D-FOOT opening 23D, and P-FOOT opening 23P are opened, and the driver seat face outlet and the passenger seat face This is an air outlet mode in which blown air is blown out from the air outlet, the driver's foot foot outlet, and the passenger's foot air outlet toward the upper body and the feet of the driver and the passenger. In the bi-level mode, the D-DEF opening 21D and the P-DEF opening 21P are fully closed. Therefore, in the bi-level mode, blown air is not blown out from the defroster outlet into the vehicle interior.

  In the foot mode, the D-FOOT opening 23D and the P-FOOT opening 23P are fully opened, and blown air is blown out from the driver's seat foot outlet and the passenger seat foot outlet toward the upper body of the driver and passenger seat occupants. Air outlet mode. In the foot mode, the D-FACE opening 22D and the P-FACE opening 22P are fully closed. Therefore, in the foot mode, the blown air is not blown into the vehicle compartment from the driver seat face outlet or the passenger seat face outlet. In the foot mode, the D-DEF opening 21D and the P-DEF opening 21P are opened only by an opening smaller than that in the foot defroster mode, and blown air is blown out from the defroster outlet toward the inner surface of the windshield. .

  In the foot defroster mode, the D-DEF opening 21D, the D-FOOT opening 23D, the P-DEF opening 21P, and the P-FOOT opening 23P are opened to the same extent, so that the driver seat foot outlet and the passenger seat foot In this mode, air is blown out from all of the air outlet and the defroster air outlet. In the foot defroster mode, the D-FACE opening 22D and the P-FACE opening 22P are fully closed. Therefore, in the foot defroster mode, the blown air is not blown into the vehicle interior from the face outlet.

  In any of the above-described air outlet modes, the blown air is blown out from the R-FOOT opening 23R toward the feet of the passengers in the rear seat of the vehicle interior.

  Further, an R-FOOT opening 23R is formed at the downstream side of the R heater core 16R and the bypass passage in the R air passage 10R and the most downstream side of the R air passage 10R. The R-FOOT opening 23R is connected to a rear seat foot outlet through a duct (not shown). The rear-seat foot outlet is open toward a portion below the knee of the occupant seated in the rear seat. In addition, the rear seat foot outlet is an outlet for blowing out the blown air mainly toward the rear seat among all the seats in the passenger compartment. Moreover, the air blown out from the rear seat foot outlet flows toward a portion below the knees of the occupant seated in the rear seat.

  The air conditioner ECU 30 is a control device that controls the operation of various devices of the air conditioning unit. The air conditioner ECU 30 includes a CPU, a RAM, a ROM, and the like, and the CPU executes a program recorded in the ROM. By using this, the following control is realized.

  As shown in FIG. 3, the harmful substance sensor group 31 is arranged outside the vehicle compartment of the vehicle 1 on which the vehicle air conditioner according to the present embodiment is mounted, more specifically, on the vehicle front side of the vehicle compartment. It is attached to the license plate 2. The harmful substance sensor group 31 includes an HC sensor 310, a CO sensor 311, a NOx sensor 312, an ammonia sensor 313, a CO2 sensor 314, and a PM2.5 sensor 315.

  The HC sensor 310 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of HC (that is, hydrocarbon). HC is a harmful substance that is contained in the exhaust gas of the vehicle 1 and is harmful to the human body, and is a source of odors felt by humans. Therefore, the HC sensor 310 is a kind of odor sensor that detects the concentration of a substance that is a source of odor, and is a harmful substance sensor that detects the concentration of harmful substances harmful to the body.

The HC sensor 310 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of HC (that is, hydrocarbon). The CO sensor 311 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of CO (that is, carbon monoxide). The NOx sensor 312 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of NO _X (that is, nitrogen oxide).

HC, CO, and NO _X are all harmful substances harmful to the human body as well as being contained in the exhaust gas of the vehicle 1, and are substances that cause odors felt by humans. Accordingly, each of the HC sensor 310, the CO sensor 311, and the NOx sensor 312 is an odor sensor that detects the concentration of a substance that is a source of odor, and is also a harmful substance sensor that detects the concentration of a harmful substance harmful to the human body. .

The ammonia sensor 313 is a gas concentration sensor that outputs a detection signal corresponding to the ammonia concentration. CO2 sensor 314 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of CO ₂ (i.e. carbon dioxide). The PM2.5 sensor 315 is a concentration sensor that outputs a detection signal corresponding to the concentration of PM2.5.

Ammonia, CO ₂ and PM2.5 are all harmful substances harmful to the human body. Ammonia is a substance that causes odors that humans feel. Therefore, the ammonia sensor 313 is an odor sensor that detects the concentration of a substance that is a source of odor, and is also a harmful substance sensor that detects the concentration of a harmful substance harmful to the human body. CO ₂ and PM2.5 are substances that cause odors that humans feel. Therefore, CO ₂ and PM2.5 are not odor sensors, but are harmful substance sensors that detect the concentration of harmful substances harmful to the human body.

  The operation unit 32 is a member that can be directly operated by the user, and includes a removal button 321 and the like. The removal button 321 is a toggle-type button that is switched on and off every time the occupant performs a pressing operation.

  The D blower actuator 33D is an actuator that controls the rotation of the D blower 14D, and is specifically an electric motor. The P blower actuator 33P is an actuator that controls the rotation of the P blower 14P, and is specifically an electric motor. The R blower actuator 33R is an actuator that controls the rotation of the R blower 14R, and is specifically an electric motor. By these blower actuators 33D, 33P, and 33R, the D blower 14D, the P blower 14P, and the R blower 14R are controlled independently of each other.

  The mode door actuator 34 is an actuator that simultaneously drives the mode doors 18D, 19D, 20D, 18P, 19P, and 20P. Specifically, the mode door actuator 34 is an electric motor that drives the link mechanism that interlocks the mode doors 18D, 19D, 20D, 18P, 19P, and 20P.

  The inside / outside door actuator 35 is an actuator that drives and displaces the inside / outside air switching door 13, and is specifically an electric motor.

  The P seating sensor 36 </ b> P is a sensor that detects whether an occupant is seated in the passenger seat of the vehicle 1. The R seating sensor 36 </ b> R is a sensor that detects whether an occupant is seated in the rear seat of the vehicle 1.

  Hereinafter, the operation of the vehicle air conditioner configured as described above will be described. Note that what is described below as the process executed by the air conditioner ECU 30 is more specifically a process executed by the CPU of the air conditioner ECU 30.

  As shown in FIG. 4, the air conditioner ECU 30 executes a plurality of processes 301, 302, 303, 304, 305, 306, etc., at a predetermined timing with a predetermined cycle predetermined for the processes. Yes. By executing these processes, the vehicle air conditioner can adjust the temperature in the vehicle interior by blowing the blown air into the vehicle interior.

  More specifically, the air conditioner ECU 30 executes the harmful substance determination process 301 at a relatively short cycle of 10 milliseconds, and the processes 302, 303, 304, 305, and 306 are sequentially performed at a relatively long period of 250 milliseconds. Run in cycles.

First, the harmful substance determination process 301 will be described. A flowchart of the hazardous substance determination process 301 is shown in FIG. In the harmful substance determination process 301, the air conditioner ECU 30 first acquires the concentration of each harmful substance in step 410 based on each output signal of the harmful substance sensor group 31 at the present time. More specifically, the concentration of HC around the HC sensor 310 outside the passenger compartment is specified based on the current detection signal from the HC sensor 310. Further, based on the current detection signal from the CO sensor 311, the CO concentration around the CO sensor 311 outside the passenger compartment is specified. Further, based on the current detection signal from the NOx sensor 312, to identify the concentration of the NO _X around the exterior of the NOx sensor 312 of the vehicle compartment. Further, based on the current detection signal from the ammonia sensor 313, the concentration of ammonia around the ammonia sensor 313 outside the passenger compartment is specified. Further, based on the current detection signal from the CO2 sensor 314, to identify the concentration of CO ₂ around the outside of the CO2 sensor 314 of the vehicle compartment. Further, based on the current detection signal from the PM2.5 sensor 315, the concentration of PM2.5 around the PM2.5 sensor 315 outside the passenger compartment is specified.

Subsequently, in step 420, for each of a plurality of types of harmful substances (ie, HC, CO, NO _x , ammonia, CO ₂ , PM2.5), the concentration of the harmful substance acquired in the immediately preceding step 410 and the harmful substances are obtained. The threshold value determined in advance for the substance and recorded in the ROM is compared. Each of the plurality of threshold values set in one-to-one correspondence with the plurality of types of harmful substances is an allowable limit value of the concentration of the corresponding harmful substance.

  In step 420, if none of the plurality of types of harmful substances exceed the corresponding threshold value, the process proceeds to step 430. If the concentration exceeds the corresponding threshold value for at least one of the plurality of types of harmful substances, the process proceeds to step 440.

  In step 430, the harmful substance flag in the RAM is set to OFF, and then the present hazardous substance determination process 301 is terminated. In step 440, the hazardous substance flag in the RAM is set to ON, and then the present hazardous substance determination process 301 is terminated.

  As described above, the air conditioner ECU 30 acquires the concentrations of the plurality of types of harmful substances at the present time in the harmful substance determination processing 301 every 10 milliseconds, and sets the harmful substance flag to ON or OFF based on the acquired concentrations. To do.

Next, the TAO calculation process 302 will be described. In the TAO calculation process 302, the air conditioner ECU 30 determines the set temperature Tset based on the occupant's operation details on a temperature setting switch (not shown) included in the operation unit 32, and determines the target outlet temperature TAO based on the following equation. .
TAO = Kset × Tset−Kr × Tr−Kam × Tam + C
Here, Tr is the temperature inside the vehicle detected by a vehicle interior temperature sensor (not shown), Tam is the temperature outside the vehicle detected by an outside air temperature sensor (not shown), and Kset, Kr, and Kam are control gains. C is a constant for correction.

  Next, the inside / outside control process 303 will be described. A flowchart of the internal / external control processing 303 is shown in FIG. In the inside / outside control process 303, the air conditioner ECU 30 first determines in step 510 whether the removal button is on or off. If it is on, the process proceeds to step 520, and if it is off, the process proceeds to step 540. In step 520, it is determined whether the harmful substance flag is on or off. If it is on, the process proceeds to step 530, and if it is off, the process proceeds to step 540.

  In step 530, the inside air mode control is performed. Specifically, by controlling the inside / outside door actuator 35, the inside / outside air switching door 13 is displaced if necessary so that the outside air introduction port 11 is fully closed and the inside air mode is realized. After step 530, the current internal / external control process 303 is terminated.

  In step 540, normal inside / outside air switching control is performed. For example, based on the occupant's operation content with respect to the operation part 32, it is determined whether suction inlet control is automatic or manual. If it is determined to be auto, one of the inside air mode and the outside air mode is selected based on the current target blowing temperature TAO, and the inside / outside door actuator 35 is controlled to realize the selected mode. If necessary, the inside / outside air switching door 13 is displaced. If it is determined to be manual, the inside / outside door actuator 35 is selected so that either the inside air mode or the outside air mode is selected based on the operation content of the occupant to the operation unit 32 and the selected mode is realized. Control and displace the inside / outside air switching door 13 if necessary. After step 530, the current internal / external control process 303 is terminated.

  In this way, the air conditioner ECU 30 has the removal button 321 turned on in the inside / outside control process 303, and the value of the hazardous substance flag set in the last executed harmful substance determination process 301 is on. In this case, the inside air mode is realized regardless of the target blowing temperature TAO and the manual setting contents of the occupant.

  Next, the blower control process 304 will be described. A flowchart of the blower control process 304 is shown in FIG. In the blower control process 304, the air conditioner ECU 30 first determines in step 610 whether the removal button is on or off. If it is on, the process proceeds to step 615, and if it is off, the process proceeds to step 670. In step 615, it is determined whether the harmful substance flag is on or off. If it is on, the process proceeds to step 620, and if it is off, the process proceeds to step 670.

  In step 620, based on the detection signal from the P seating sensor 36P, it is determined whether or not an occupant is seated in the passenger seat. If not, the process proceeds to step 625. If seated, the process proceeds to step 630. .

  In step 625, the P blower actuator 33P is controlled to stop the rotation of the P blower 14P. By doing so, the blown air does not flow into the P air flow path 10P from the common flow path 10A, and as a result, the blown air is not blown out from the P air flow path 10P into the vehicle interior.

  In step 630, normal control is performed for the P blower 14P. For example, based on the occupant's operation content on the operation unit 32, it is determined whether the air volume setting is auto or manual. And if it determines with it being auto, the voltage value applied to P blower actuator 33P will be determined based on the present target blowing temperature TAO, the engine coolant temperature, the blower outlet mode, etc., and the determined voltage value is actually To the P blower actuator 33P. Thereby, the P blower 14P rotates at a higher rotational speed as the voltage applied to the P blower actuator 33P is higher. Thus, in other words, the higher the voltage applied to the P blower actuator 33P, the larger the air volume of the blown air flowing from the common flow path 10A into the P blow flow path 10P, and accordingly, from the P blow flow path 10P to the vehicle interior. The air volume of the blown air flowing in increases.

  Thus, the air conditioner ECU 30 has the removal button 321 turned on in the blower control process 304, and the value of the harmful substance flag set in the last executed harmful substance determination process 301 is on. When the passenger is not seated in the passenger seat, the P blower 14P is stopped regardless of the value of the target outlet temperature TAO, the engine coolant temperature, and the outlet mode.

  After steps 625 and 630, the process proceeds to step 640. In step 640, based on the detection signal from the R seating sensor 36R, it is determined whether or not an occupant is seated in the rear seat. If not, the process proceeds to step 645. If seated, the process proceeds to step 650. .

  In step 645, the R blower actuator 33R is controlled to stop the rotation of the R blower 14R. By doing so, the blown air does not flow from the common flow path 10A to the R blow flow path 10R, and as a result, the blown air is not blown out from the R blow flow path 10R into the vehicle interior.

  In step 650, normal control is performed for the R blower 14R. For example, based on the occupant's operation content on the operation unit 32, it is determined whether the air volume setting is auto or manual. If it is determined to be auto, the voltage value to be applied to the R blower actuator 33R is determined based on the current target outlet temperature TAO, the engine coolant temperature, the outlet mode, etc., and the determined voltage value is actually used. To the R blower actuator 33R. As a result, the R blower 14R rotates at a higher rotational speed as the voltage applied to the R blower actuator 33R is higher. Thus, that is, the higher the voltage applied to the R blower actuator 33R, the larger the air volume of the blown air flowing from the common flow path 10A to the R blow flow path 10R, and accordingly, from the R blow flow path 10R to the vehicle interior. The air volume of the blown air flowing in increases.

  Thus, the air conditioner ECU 30 has the removal button 321 turned on in the blower control process 304, and the value of the harmful substance flag set in the last executed harmful substance determination process 301 is on. When no occupant is seated in the rear seat, the R blower 14R is stopped regardless of the value of the target outlet temperature TAO, the engine coolant temperature, and the outlet mode.

  After steps 645 and 650, the process proceeds to step 660. In step 660, normal control is performed for the D blower 14D. For example, based on the occupant's operation content on the operation unit 32, it is determined whether the air volume setting is auto or manual. And if it determines with it being auto, the voltage value applied to D blower actuator 33D will be determined based on the present target blowing temperature TAO, the engine coolant temperature, the blower outlet mode, etc., and the determined voltage value is actually To the D blower actuator 33D. As a result, the D blower 14D rotates at a higher rotational speed as the voltage applied to the D blower actuator 33D is higher. Thus, in other words, the higher the voltage applied to the D blower actuator 33D, the larger the air volume of the blown air flowing from the common flow path 10A to the D blow flow path 10D, and accordingly, from the D blow flow path 10D to the vehicle interior. The air volume of the blown air flowing in increases. In this way, in the blower control process 304, the D blower 14D is controlled to rotate by normal control regardless of the value of the harmful substance flag and the state of the removal button 321.

  In step 670, normal control is performed on the D blower 14D in the same manner as in step 660, normal control is performed on the P blower 14P in the same manner as in step 630, and normal control is performed on the R blower 14R in the same manner as in step 650. Control.

  Next, the compressor control process 305 will be described. In the compressor control process 305, the air conditioner ECU 30 determines the rotation speed of the compressor in the above-described refrigeration cycle based on the current target blowing temperature TAO and the like, and drives the compressor so as to realize the determined rotation speed (see FIG. (Not shown).

  Next, the mode control process 306 will be described. A flowchart of the mode control process 306 is shown in FIG. In the mode control process 306, the air conditioner ECU 30 first determines in step 710 whether the removal button is on or off. If it is on, the process proceeds to step 720, and if it is off, the process proceeds to step 740. In step 720, it is determined whether the harmful substance flag is on or off. If it is on, the process proceeds to step 730, and if it is off, the process proceeds to step 740.

  In step 730, the mode door actuator 34 is controlled to execute face prohibition control. Specifically, the mode door actuator 34 is controlled so that the blown air is not blown into the passenger compartment from the driver seat face outlet and the passenger seat face outlet, and the mode doors 18D, 19D, 20D, 18P, 19P, and 20P are displaced.

  For example, when the current outlet mode is the face mode or the bi-level mode, the mode door actuator 34 is controlled to realize the foot mode or the foot defroster mode, and the mode doors 18D, 19D, 20D, 18P, 19P, 20P are controlled. Is displaced.

  Further, for example, when the current outlet mode is the foot mode or the foot defroster mode, the mode door actuator 34 is controlled not to be operated, and the mode doors 18D, 19D, 20D, 18P, 19P, 20P are not displaced, Maintain the current outlet mode. After step 730, the current mode control process 306 ends.

  In step 740, normal air outlet mode switching processing is performed. Specifically, the mode door actuator 34 selects one of the face mode, the bi-level mode, the foot mode, and the foot defroster mode on the basis of the current target outlet temperature TAO and the like so as to realize the selected outlet mode. To control. After step 740, the process of the current mode control process 306 ends.

  As described above, in the mode control process 306, the air conditioner ECU 30 has the removal button 321 turned on, and the value of the harmful substance flag set in the last executed harmful substance determination process 301 is on. In this case, the face mode and the bi-level mode are prohibited regardless of the target blowing temperature TAO and the manual setting contents of the occupant.

  Here, the action | operation of the vehicle air conditioner of this embodiment in one example is demonstrated using FIG. After time t0 in FIG. 9, the vehicle 1 is traveling on the road, and the vehicle 1 is gradually approaching the preceding vehicle ahead. Further, after the time point t0, it is assumed that the vehicle air conditioner is operating in the vehicle 1 and the state of the removal button 321 is always on.

A solid line 61 in FIG. 9 represents a change with time in the NO _X concentration acquired by the air conditioner ECU 30 in step 410 of the harmful substance determination processing 301 based on the detection signal of the NOx sensor 312. After time t0 in FIG. 9, each of the concentrations of harmful substances based on the detection signals of the other sensors 311, 312, 313, 314, and 315 is within a value lower than the threshold corresponding to the harmful substance. To do.

  A solid line 62 represents the change over time of the position of the inside / outside air switching door 13, and a solid line 63 represents the change over time of the position of the D-FACE mode door 19 </ b> D representatively representing the outlet mode. Also, solid lines 63, 64, and 65 represent changes over time in the rotational speeds of the D blower 14D, the P blower 14P, and the R blower 14R, respectively.

During the period from time t0 to time t1, the vehicle 1 gradually approaches the preceding vehicle, and as a result, the amount of exhaust gas from the preceding vehicle increases around the harmful substance sensor group 31. Therefore, during this period, as indicated by the solid line 61, the NO _X concentration specified by the air conditioner ECU 30 gradually increases.

In a period from time t0 to time t1, the concentration of the NO _X is smaller than the corresponding threshold value, whenever the harmful substances determination processing 301 is executed, the process proceeds to step 430 from step 420, the toxic substances flag Maintained off.

  Accordingly, in the internal / external control process 303, normal control is performed in step 540, in the blower control process 304, normal control is performed in step 670, and in the mode control process 306, normal control is performed in step 740. As a result, during this period, as shown in FIG. 9, the outside air mode is maintained and the face mode is maintained. During this period, all of the D blower 14D, the P blower 14P, and the R blower 14R are rotating. During this period, the compressor may continue to operate or may stop.

Then, immediately after the time point t1, in Step 410 of the harmful substance determination process 301, the acquired NO _X concentration exceeds the corresponding threshold value. Then, in the hazardous substance determination process 301 executed immediately after that, the process proceeds from step 420 to step 440, and the hazardous substance flag is switched from OFF to ON.

  Further, at the subsequent time point t2, the mode control process 306 is executed for the first time after the time point t1. In the mode control process 306, the process proceeds to Steps 710, 720, and 730. In Step 730, the face prohibition control described above is executed. As a result, the air outlet mode is switched from the face mode to the foot mode, but this switching is not completed instantaneously. Actually, as indicated by a solid line 63 in FIG. 9, the mode doors 18D, 18P, 19D, 19P, 20D, 20P, and 20R including the D-FACE mode door 19D are displaced from the face mode to the foot mode. It takes time according to the performance of the mode door actuator 34 to complete the process. In the example of FIG. 9, the displacement to the foot mode state is completed at time t6.

  Further, at the subsequent time point t3, the blower control process 304 is executed for the first time after the time point t1. In this example, it is assumed that a passenger is seated in the driver's seat and the rear seat, and no passenger is seated in the passenger seat. Accordingly, in the blower control process 304, the process proceeds with steps 610, 615, 620, 625, 640, 650, and 660. As a result, the P blower actuator 33P is controlled to stop the rotation of the P blower 14P in step 625. As a result, the rotational speed of the P blower 14P becomes zero from a positive value, but the rotational speed does not instantaneously become zero. Actually, as indicated by a solid line 65 in FIG. 9, the rotational speed becomes zero at time t5 after time t3. Since steps 650 and 660 are executed, the D blower 14D and the R blower 14R continue to operate normally.

  Further, at the subsequent time point t4, the internal / external control processing 303 is executed only after the time point t1. In the inside / outside control process 303, the process proceeds to steps 510, 520, and 530. In step 530, the above-described inside air mode control is executed. As a result, the suction mode is switched from the outside air mode to the inside air mode, but this switching is not completed instantaneously. Actually, as shown by a solid line 62 in FIG. 9, the time corresponding to the performance of the inside / outside door actuator 35 and the like until the inside / outside air switching door 13 completes the displacement from the outside air mode state to the inside air mode state. It takes. In the example of FIG. 9, the displacement to the inside air mode state is completed at time t7 after time t4, t5, and t6.

Therefore, since the outside air is introduced into the passenger compartment until time t7, harmful substances (specifically NO _x ) flow into the passenger compartment.

  However, since the air outlet mode is changed to the face mode at time t6 prior to time t7, the possibility that harmful substances are directly blown out to the faces of the driver and the passenger on the passenger seat is greatly reduced. As a result, the degree to which the driver and the passenger on the passenger seat feel odor and are adversely affected by harmful substances is greatly reduced.

  Further, since the P blower 14P is turned off at a time t5 before the time t7, the passenger's seat outlet (that is, the passenger's face outlet and the assistant) is absent from the time t6. Air conditioning air is not blown into the passenger compartment from the seat foot outlet. As a result, the amount of harmful substances flowing into the passenger compartment can be reduced. At the same time, air-conditioning air is blown into the passenger compartment from the driver's seat outlet and the rear seat outlet where the occupant is seated, so the temperature comfort of the driver and the rear occupant is impaired. Less likely.

  In this example, the time point t7 when the suction mode is completely switched to the inside air mode is a time point after the time point t6 when the air outlet mode is completely switched to the foot mode. However, depending on the execution timing of the inside / outside control processing 303 and the mode control processing 306 and the performance of the mode door actuator 34 and the inside / outside door actuator 35, the time point t6 may be the same as the time point t7 or may be later than the time point t7. obtain. Even in such a case, if the time t2 is before the time t7, the opening degree of the D-FACE mode door 19D and the P-FACE mode door 19P is slightly reduced before the switching to the inside air mode is completed. . Therefore, there is an effect that the possibility that harmful substances are blown out directly on the faces of the driver and the passenger on the passenger seat is reduced.

  In this example, the time point t7 at which the suction mode is completely switched to the inside air mode is a time point after the time point t5 when the rotational speed of the P blower 14P becomes zero. However, depending on the execution timing of the inside / outside control processing 303 and the blower control processing 304 and the performance of the P blower actuator 33P and the inside / outside door actuator 35, the time t5 may be the same as the time t7 or may be later than the time t7. obtain. Even in such a case, if the time point t3 is before the time point t7, the amount of blown air that is blown into the passenger compartment from the passenger seat outlet is slightly reduced before the switching to the inside air mode is completed. To do. Therefore, the effect that the amount of harmful substances entering the passenger compartment can be reduced while maintaining passenger comfort.

  In a period after time t7 and before time t8, the air conditioner ECU 30 repeats the process in the order of steps 410, 420, and 440 in the harmful substance determination process 301, and maintains the harmful substance flag on in step 430. Therefore, during this period, the air conditioner ECU 30 repeats the processing in the order of steps 510, 520, and 5300 in the inside / outside control processing 303, and maintains the inside air mode.

  Further, during this period, the air conditioner ECU 30 repeats the processing in the order of the steps 610, 615, 620, 625, 640, 650, 650, 6600 in the blower control processing 304, and continues to stop the P blower 14P. During this period, the air conditioner ECU 30 repeats the process in the order of steps 710, 720, and 730 in the mode control process 306, and maintains the foot mode.

Then, in a little before the time t8, the results preceding vehicle starts moving away from the vehicle 1, the concentration of the NO _X the NOx sensor 312 detects begins to decrease. Then, immediately after the time point t8, in step 410 of the hazardous substance determination process 301, the acquired NO _X concentration falls below the corresponding threshold value. Then, in the hazardous substance determination process 301 executed immediately after that, the process proceeds from step 420 to 430, and the harmful substance flag is switched from on to off.

  Further, at the subsequent time point t9, the mode control processing 306 is executed for the first time after the time point t8. In the mode control process 306, the process proceeds to Steps 710, 720, and 740. In Step 740, the above-described normal control is executed. As a result, at time t13, the air outlet mode returns from the foot mode to the face mode before time t1.

  Then, at time t10 after time t9, the blower control process 304 is executed for the first time after time t8. In the blower control process 304, the process proceeds to steps 610, 615, and 670. In step 670, the above-described normal control is executed. As a result, at the time t12, the rotational speed of the P blower 14P returns to the value before the time t1.

  Then, at time t11 after time t10, the inside / outside control process 303 is executed for the first time after time t8. In the inside / outside control process 303, the process proceeds to steps 510, 520, and 540, and in step 540, the above-described normal control is executed. As a result, at time t14, the suction port mode returns from the inside air mode to the same outside air mode as before time t1.

  As described above, the vehicle air conditioner according to the present embodiment is attached to the outside of the passenger compartment, based on the detection signal output by the harmful substance sensor group 31 that outputs the detection signal according to the concentration of the harmful substance. The concentration of a predetermined hazardous substance is acquired (see step 410 of the hazardous substance determination process 301). The vehicle air conditioner switches between the inside air mode and the outside air mode based on the acquired concentration (see steps 420, 430, and 440 of the harmful substance determination process 301, and the inside / outside control process 303).

  Thus, by switching between the inside air mode and the outside air mode based on the detection result of the harmful substance sensor group 31 attached to the outside of the passenger compartment, compared to the case of using the location information of the pollution source associated with the map data, Even with respect to accidental harmful substances such as exhaust gas from the vehicle ahead, the amount of the harmful substances entering the passenger compartment can be reduced.

  In addition, since the harmful substance sensor group 31 is attached to the vehicle, it is possible to perform control to deal with the harmful substance more reliably and quickly than in the case where it is not.

The harmful substance sensor group 31 includes odor sensors 310, 311, 312, and 313 that detect the concentration of a substance that is a source of odor. By switching between the inside air mode and the outside air mode based on the detection results of the odor sensors 310, 311, 312, and 313, the possibility that a person feels odor can be reduced.
(Second Embodiment)
Next, a second embodiment will be described. In the present embodiment, as shown in FIG. 10, the NOx sensor 312 is not mounted on the vehicle 1 on which the vehicle air conditioner according to the present embodiment is mounted. That is, the vehicle air conditioner according to this embodiment does not have the NOx sensor 312.

Instead, the NOx sensor 312 is mounted outside the passenger compartment of the other vehicle 3, as shown in FIG. The concentration value of NO _X around the other vehicle 3 based on the detection signal of the NOx sensor 312 is transmitted to the vehicle air conditioner of the vehicle 1 via the server 5.

  Such a vehicle air conditioner according to this embodiment is configured such that the NOx sensor 312 is eliminated and the communication unit 37 is added to the vehicle air conditioner according to the first embodiment. The communication unit 37 is a known wireless module for communicating with the server 5 installed outside the vehicle 1 and the other vehicle 3.

  The communication unit 37 repeatedly acquires the current position of the vehicle 1 from a GPS receiver (not shown) mounted on the vehicle 1, and transmits the acquired current position information and the vehicle ID of the vehicle 1 to the server 5 repeatedly. The server 5 stores the received vehicle ID and the latest current position in the vehicle position database.

In addition to the NOx sensor 312, the other vehicle 3 is equipped with a communication device and a GPS receiver (not shown). The communication device mounted on the other vehicle 3 repeatedly identifies the NO _X concentration value around the other vehicle 3 based on the detection signal of the NOx sensor 312 (for example, periodically at a cycle of 100 milliseconds), The current position of the other vehicle 3 is repeatedly acquired from the receiver. Then, the communication device repeatedly transmits the specified NO _X concentration and current position information to the server 5.

The server 5 stores the vehicle ID of a vehicle within a predetermined distance (for example, a distance of 100 meters or less) from the current position at the timing when the NO _X concentration and the current position information are received from the communication device of the other vehicle 3. It is specified from the position database, to specified vehicle ID, and transmits the information of the concentration of the received NO _X. Thus, for example, when the other vehicle 3 travels on the same road as the vehicle 1 and is within the predetermined distance from the vehicle 1, the concentration of NOx detected by the NOx sensor 312 of the other vehicle 3 is increased. Then, it is transmitted to the vehicle air conditioner of the vehicle 1 via the server 5.

  The operation content of the vehicle air conditioner in the present embodiment is different from the first embodiment only in Step 410 of the hazardous substance determination process 301. In step 410 of the toxic substance determination process 301, the air conditioner ECU 30 determines each toxic substance based on the output signals of the HC sensor 310, the CO sensor 311, the ammonia sensor 313, the CO2 sensor 314, and the PM2.5 sensor 315 at the present time. While acquiring the concentration, the concentration of NOx detected by the NOx sensor 312 of the other vehicle 3 is acquired via the server 5 and the communication unit 37. The method of using the acquired NOx concentration is the same as in the first embodiment.

Above-described above, based on the concentration of the detected NO _X by the NOx sensor 312 attached to the other vehicle 3 is traveling the same road as the vehicle 1 outside the vehicle 1, switching of the air inlet mode, P blower 14P The R blower 14R can be controlled and the outlet mode can be switched. In this way, always transmitted to the vehicle air-conditioning system of the vehicle 1 does not have to include the NOx sensor 312, it is possible to perform control corresponding to the concentration of NO _X.

(Term correspondence)
In each of the embodiments described above, the air conditioner ECU 30 functions as an example of the concentration acquisition unit by executing Step 410, and functions as an example of the switching unit by executing Steps 420, 430, and 440 and the processes 303, 304, and 306. To do.

(Other embodiments)
In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. In each of the above-described embodiments, the elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. In particular, when a plurality of values are exemplified for a certain amount, it is also possible to adopt a value between the plurality of values unless specifically stated otherwise and in principle impossible. . Further, in each of the above embodiments, when referring to the shape, positional relationship, etc. of the component, etc., the shape, unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to the positional relationship or the like. The present invention also allows the following modifications to the above embodiments. In addition, the following modifications can select application and non-application to the said embodiment each independently. In other words, any combination of the following modifications can be applied to the above-described embodiment.

(Modification 1)
Above case shown in FIG. 9 in the first embodiment, it exceeds a threshold value corresponding to the NO _X immediately after of the NO _X concentration is the time t1 detected by the NOx sensor 312, falls below the threshold value immediately after time t8 An example is illustrated. However, even if the concentration of the harmful substance by any other sensor of the harmful substance sensor group 31 exceeds the threshold value corresponding to the harmful substance immediately after the time point t1 and falls below the threshold value immediately after the time point t8, the control of the air conditioner ECU 30 is performed. The contents are as shown in FIG.

(Modification 2)
In the first embodiment, the case shown in FIG. 9 illustrates the case where there is an occupant in the rear seat. In step 304, step 645 is executed instead of step 650. In that case, the solid line 66 in FIG.

(Modification 3)
In the above embodiment, in the example shown in FIG. 9, control such as switching from the outside air mode to the inside air mode due to a change in the concentration of harmful substances due to the exhaust gas of the preceding vehicle ahead of the vehicle 1 is performed. However, even when the vehicle 1 enters an area with a lot of harmful substances such as around the factory, if the detection result of the harmful substance sensor group 31 is the same as the case of FIG. 9, the air conditioner ECU 30 realizes the same control as in FIG. Can do.

(Modification 4)
In the above embodiment, the vehicle air conditioner has a plurality of harmful substance sensors 310 to 315, but it is not always necessary to have a plurality of harmful substance sensors 310 to 315, and only one of the harmful substance sensors 310 to 315 is provided. You can just do it. In that case, only the odor sensor may be provided, or only a harmful substance sensor other than the odor sensor may be provided.

(Modification 5)
In the above embodiment, the harmful substance sensor group 31 is attached to the license plate 2. However, the attachment position of the harmful substance sensor group 31 may be anywhere outside the passenger compartment. For example, it may be installed in the engine room. Alternatively, it may be attached in the vicinity of the outside air introduction port 11 (for example, within 20 cm from the outside air introduction port 11).

(Modification 6)
In the above embodiment, three air flow paths 10 </ b> D, 10 </ b> P, and 10 </ b> R for the driver seat, the passenger seat, and the rear seat are separately formed in the air conditioning casing 10. However, the air-conditioning casing 10 may have only a single air flow path that is used for both the driver seat, the passenger seat, and the rear seat. In that case, openings 21D, 22D, 23D, 21P, 22P, 23P, and 23R are formed at the downstream end of the air flow of the single air flow path. In this case, in the air conditioning casing 10, in addition to the mode doors 18D, 19D, 20D, 18P, 19P, and 20P, an R-FOOT mode door that switches opening and closing of the R-FOOT opening 23R may be disposed.

  In this case, the mode door actuator 34 can control the mode doors 18D, 19D, 20D, 18P, 19P, 20P and the R-FOOT mode door to realize a mode in which only the D-FOOT opening 23D is opened. Further, the mode door actuator 34 controls the mode doors 18D, 19D, 20D, 18P, 19P, 20P and the R-FOOT mode door so that only the D-FOOT opening 23D and the P-FOOT opening 23P are opened. realizable. Further, the mode door actuator 34 controls the mode doors 18D, 19D, 20D, 18P, 19P, 20P and the R-FOOT mode door so that only the D-FOOT opening 23D and the R-FOOT opening 23R are opened. realizable.

  In this way, also in the process of the blower control process 304 shown in FIG. 7, the processes of step 625 and step 645 can be compatible, the processes of step 625 and step 650 can be compatible, and step 630 and step 645 can be compatible. Can be compatible.

(Modification 7)
Further, in the above embodiment, the air conditioner ECU 30 performs the control to stop the P blower 14P in step 625 of FIG. 7 so that the blown air is not blown out from the passenger seat face outlet and the passenger seat foot outlet. Do. However, in step 625, the blown air may not be blown into the passenger compartment from the passenger seat face outlet and the passenger seat foot outlet by other methods. For example, the P-FACE mode door 19P and the P-FOOT mode door 20P may be closed so that the blown air is not blown into the passenger compartment from the passenger seat face outlet and the passenger seat foot outlet.

  Further, in the above embodiment, the air conditioner ECU 30 performs control to stop the R blower 14R in step 645 of FIG. 7 so that the blown air is not blown out from the rear seat foot outlet. However, in step 645, the blown air may not be blown out from the rear seat foot outlet by any other method. For example, when an R-FOOT mode door that switches between opening and closing of the R-FOOT opening 23R is arranged in the R air flow passage 10R, air is blown from the rear seat foot outlet by closing the R-FOOT mode door. Air may not be blown into the passenger compartment.

(Modification 8)
In the second embodiment, what is attached to the other vehicle 3 is not limited to the NOx sensor 312, and any sensor may be used as long as it is a harmful substance sensor not present in the vehicle 1.

(Modification 9)
In the second embodiment, the air conditioner ECU 30 acquires the concentration of the harmful substance detected by the harmful substance sensor mounted on the other vehicle. In addition to this, the air conditioner ECU 30 detects the concentration of the harmful substance detected by the harmful substance sensor installed on the road. You may acquire the density | concentration of a hazardous | toxic substance.

31 Toxic substance sensor group 30 Air conditioner ECU
301 Hazardous Substance Determination Processing 303 Internal / External Control Processing 304 Blower Control Processing 306 Mode Control Processing 33D, 33P, 33R Blower Actuator 34 Mode Door Actuator 35 Internal / External Door Actuator

Claims (4)

A vehicle air conditioner that adjusts the temperature of the vehicle interior by blowing air to the vehicle interior of the vehicle,
Based on the detection signal output from the hazardous substance sensor (31) that is attached to the outside of the passenger compartment and outputs a detection signal corresponding to the concentration of the harmful substance, a concentration acquisition means for acquiring a predetermined hazardous substance concentration ( 410),
Based on the concentration acquired by the concentration acquisition means, switching between an inside air mode in which the blown air blown into the vehicle interior is the inside air and an outside air mode in which the blown air blown into the vehicle interior is the outside air is switched. Switching means (420, 430, 440, 303, 304, 306) ,
The switching unit controls the actuator (35) to realize the inside air mode when the concentration acquired by the concentration acquisition unit becomes larger than a threshold value when the outside air mode is realized, and When a passenger is not seated in a predetermined seat other than the driver's seat in the passenger compartment, the blown air is supplied from an outlet provided to blow out the blown air mainly toward the predetermined seat among the seats of the vehicle. The vehicle air conditioner is characterized in that the actuator (33P, 33R) is controlled so as to reduce the amount of air blown out as compared with a case where an occupant is seated in the predetermined seat . The vehicle air conditioner according to claim 1 , wherein the harmful substance sensor is attached to the vehicle. The vehicle air conditioner according to claim 1 , wherein the harmful substance sensor is attached to a vehicle other than the vehicle. The hazardous substance sensor, a vehicle according to any one of claims 1 to 3, characterized in that the odor sensor (310, 311, 312, 313) for detecting the concentration of a substance as the odor of the original Air conditioner.

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