JPH08192616A - Contamination preventing device for interior of vehicle - Google Patents

Abstract

PURPOSE: To provide the interior of a vehicle with a contamination preventing device having the capability of preventing an unnecessary limiting operation to introduce the fresh air by predicting a start time during a travel in a traffic snarl. CONSTITUTION: Judgement is made about whether a start time begins in a traffic snarl, on the basis of a signal outputted from a driving state detection means such as a travel speed sensor 21. If an affirmative result is obtained, a damper 32 for making a selection between the fresh air and the circulation air is driven and a fresh air introduction mode is changed to a circulation air introduction mode. Regarding the judgment about the travel in a traffic snarl, a time required from the start of a vehicle to the stop thereof in a low speed zone is compared with the preset time, when the travel speed of the vehicle is in the low speed zone below the preset speed zone, and a traffic snarl mode is judged to exist, when the required time is shorter than the preset time. Also, reference for the judgment is taken as the time when the traffic snarl mode is repeated by the prescribed frequency.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle interior pollution preventing device for preventing intake of exhaust gas of a front vehicle into a room at the time of starting while traveling in a traffic jam.

[0002]

2. Description of the Related Art When outdoor air is introduced into a vehicle cabin during traffic congestion, CO contained in exhaust gas,
Since harmful gases such as HC and NOx are also introduced into the room, the occupants of the vehicle feel uncomfortable, and the human body is affected.

Therefore, conventionally, when it is determined that the vehicle is traveling in a traffic jam, the vehicle interior pollution preventing device is switched from the outside air introduction to the inside air introduction (for example, JP-A-57-118).
No. 917, etc.) has been proposed. The determination of whether the vehicle interior pollution prevention device for traveling in a traffic jam is performed by detecting the traveling speed of the vehicle, and when the detected traveling speed is in a lower speed region than a predetermined low speed, the traveling state of the vehicle in the low speed region is continued. When the time is longer than the predetermined time, it is determined that the vehicle is in a traffic jam.

[0004]

However, in the conventional vehicle interior pollution prevention device, when the vehicle is stopped for a long time due to, for example, unloading of people and luggage, it is determined that the vehicle is running in a traffic jam. However, there is a problem that the outside air introduction is switched to the inside air introduction even though the outside air introduction may be allowed.

As described above, it is difficult to accurately predict a traffic jam, and a switch from outside air introduction to inside air introduction makes it difficult to suck fresh outdoor air into the interior of the vehicle. However, the problem that the occupant of the vehicle becomes more uncomfortable due to not being purified. Also, when heating the interior of the vehicle,
There is also a problem that the window glass becomes cloudy while the vehicle is stopped for a long time and the visibility is deteriorated when the vehicle is next run.

It is an object of the present invention to provide a vehicle interior pollution preventing device capable of preventing an unnecessary operation of limiting the introduction of outside air by surely predicting the starting time during traveling in a traffic jam. It is in.

[0007]

The invention according to claim 1 is, as shown in FIG. 8, a duct 101 for sending air into the passenger compartment and an inside air suction for introducing the indoor air into the duct 101. A port 102, an outside air suction port 103 for introducing outdoor air into the duct 101, and the inside air suction port 10
2, an inside / outside air switching means 105 having an inside / outside air switching damper 104 for adjusting the amount of indoor air introduced into the duct 101 from the duct 101 and the amount of outdoor air introduced into the duct 101 from the outside air inlet 103; Inside / outside air switching damper 1
04 has an actuator 106 for driving and a driving state detecting means 107 for detecting a driving state of the vehicle. Based on the driving state of the vehicle detected by the driving state detecting means 107, it is determined whether or not the vehicle is moving in a traffic jam. Traffic congestion determining means 108 for determining whether or not the outside air introduction limiting means controls the actuator 106 so as to limit the introduction of outside air when it is determined by the traffic congestion determining means 108 that the vehicle is traveling in a traffic jam. 109 and the technical means with.

According to a second aspect of the present invention, in addition to the vehicle interior pollution preventing device according to the first aspect, the traffic congestion determining means 108 includes a vehicle speed detecting means 110 as shown in FIG. When the detected traveling speed of the vehicle is in the lower speed region than the predetermined low speed, the traffic jam mode determining means determines that the vehicle is in the traffic jam mode when the required time from the start to the stop of the vehicle in the low speed region is shorter than the predetermined time. 111, and a traffic jam traveling determination means 112 for determining that the vehicle is traveling in a traffic jam when the number of traffic congestion modes determined by the traffic congestion mode determination means 111 reaches a predetermined number.

According to a third aspect of the present invention, in addition to the vehicle interior pollution prevention device according to the first or second aspect, the traffic congestion determining means 108 is, as shown in FIG.
The vehicle is slowed by the slow acceleration state determination means 113 for determining whether the vehicle is in the slow acceleration state, the running state determination means 114 for determining whether the vehicle is in the running state, and the slow acceleration state determination means 113. When it is determined that the vehicle is in an accelerating state and the traveling state determining unit 114 determines that the vehicle is in the traveling state, the vehicle further includes a starting state determining unit 115 that determines that the vehicle is starting during congestion traveling. And

[0010]

According to the first aspect of the invention, the traffic congestion determination means determines whether or not the vehicle is in a traffic congestion start based on the driving state of the vehicle detected by the driving state detection means. As a result, it is possible to reliably predict when the vehicle will start during traffic congestion. Therefore, when it is determined that the vehicle is starting during a traffic jam, the outside air introduction limiting means drives the inside / outside air switching damper so that the actuator limits the outside air introduction, so that the outside air intake port is closed. As a result, it is possible to prevent the outdoor air, which is contaminated by the exhaust gas of the preceding vehicle, from entering the duct.

According to the second aspect of the present invention, in the case where the traveling speed of the vehicle detected by the vehicle speed detecting means by the traffic jam mode determining means is in a lower speed region than a predetermined low speed, the low speed region When the time required from the start to the stop of the vehicle is shorter than the predetermined time, it is determined that the traffic jam mode is set.
Then, when the traffic jam traveling determination means determines that the traffic jam traveling is in progress when the traffic jam mode determined by the traffic jam mode determination means is repeated a predetermined number of times, it is possible to reliably predict the traffic jam traveling.

According to the third aspect of the present invention, in the case where the slow acceleration state determination means determines that the vehicle is in the slow acceleration state and the traveling state determination means determines that the vehicle is in the traveling state. In addition, by determining that the vehicle is starting during congestion traveling by the starting state determination means, it is possible to reliably predict when the vehicle is traveling during congestion. On the contrary, if even one of the conditions is not satisfied, it is not determined that the vehicle is starting during traffic congestion.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an explanation will be given based on an embodiment in which the vehicle interior pollution preventing device of the present invention is applied to an automobile interior pollution preventing device.

[Structure of First Embodiment] FIGS. 1 to 5 show a first embodiment of the present invention, and FIG. 1 is a view showing a vehicle interior pollution preventing device.

This vehicle interior pollution prevention device 1 includes an engine control device (engine control unit: ECU) 3 for controlling an engine 2 mounted on the automobile, and an automobile air conditioner (hereinafter, referred to as an auto) for air conditioning the interior of the automobile. It is called an air conditioner) 4, an air conditioner control device (air conditioner control unit) 5 for controlling the air conditioning condition in the vehicle compartment, and the like.

The engine 2 is a gasoline engine installed in an engine room of an automobile, and has an ignition coil 7
A spark plug (not shown) attached to each cylinder is subjected to a spark discharge by the secondary voltage of (1) to burn a mixture of fuel (gasoline) injected from the injector 8 and air. In the primary coil of the ignition coil 7,
The igniter 9 is connected.

The injector 8 is attached to the intake pipe of the engine 2, and is composed of a portion for detecting an injection signal from the engine control device 3, a portion for atomizing and injecting fuel based on the injection signal, and the like. There is.

The igniter 9 detects the ignition signal from the engine control device 3, a portion that amplifies the ignition signal, and the ignition coil 7 based on the amplified signal.
It is composed of a part for connecting and disconnecting the primary current.

The engine control device 3 is the traffic jam mode judging means and the starting state judging means of the present invention, and includes a microcomputer 11, an input processing circuit 12 and an output processing circuit 1.
The first control device is composed of three components and the like, and is connected to the battery 15 via the ignition switch 14. The microcomputer 11 is a central processing unit (hereinafter CP
16), a ROM 17, a RAM 18, etc., which are known per se.

The input processing circuit 12 includes a vehicle speed sensor 21,
Throttle opening sensor 22, engine speed sensor 2
3, various sensors required for engine control such as a crank angle (crank position) sensor 24 and an idle switch 25 are connected.

The output processing circuit 13 is connected to the air conditioner controller 5, the injector 8 and the igniter 9. Further, from the output processing circuit 13, VS of various devices such as a transmission control device, a power steering control device, an idle up device (idle control device), etc.
An actuator such as a V or a motor is connected.

The vehicle speed sensor 21 is a driving state detecting means of the present invention and is a vehicle speed detecting means for detecting the speed of the automobile (vehicle speed information). The vehicle speed sensor 21 uses a method of driving a reed switch or a magnetoresistive element by a magnet rotated by rotation of a speedometer cable or a gear of a transmission, or a method of optically detecting rotation of a speedometer cable or a transmission gear. Used. The vehicle speed sensor 21 may be replaced by a wheel speed sensor.

The throttle opening sensor 22 is the operating state detecting means of the present invention, and is the throttle opening detecting means for detecting the opening of the throttle valve. The throttle opening sensor 22 is a throttle position sensor that is mechanically coupled to the throttle shaft and that converts the rotational displacement of the throttle shaft into an electric signal (throttle opening signal). The throttle opening sensor 22 has a method of outputting an ON / OFF signal at a set opening, a method of outputting an analog voltage according to the throttle opening, or a method of outputting a comb-shaped pulse according to the throttle opening. Used.

The engine rotation speed sensor 23 is the operating state detecting means of the present invention, and is composed of a signal generator (signal generator, pickup coil, etc.) for detecting an engine rotation signal incorporated in a distributor, a cam position sensor or the like. It is an engine rotation speed detecting means. The engine speed may be detected from the pulse signal generated at the-terminal of the ignition coil 7.

The crank angle sensor 24 is a crank angle detecting means including a signal generator (signal generator, pickup coil, etc.) for detecting a crank angle (crank position) signal incorporated in a distributor, a cam position sensor or the like. As the crank angle sensor 24, a sensor that mechanically detects the position of the crankshaft and the position of the piston of the engine 2 may be used.

The idle switch 25 is the operating state detecting means of the present invention, and is a depression detecting means (throttle sensor) for outputting an ON / OFF signal (idle switch signal) indicating whether the engine 2 is in the idle range or the output range. . The idle switch 25 outputs an off signal when the occupant depresses the accelerator pedal as the output operation means,
Outputs an ON signal when the accelerator pedal is not depressed.

The engine control device 3 reads the output signals of the above various sensors and performs various arithmetic processes such as injection timing, injection amount, ignition timing, traffic jam mode judgment, traffic jam running judgment, and vehicle start condition judgment. , A control signal to the air conditioner control device 5, an injection signal to the injector 8, and an ignition signal to the igniter 9. In addition, the engine control device 3
Outputs a control signal to a transmission control device (not shown) and further outputs a drive signal to an actuator such as VSV or a motor of various devices.

The automatic air conditioner 4 is equipped with a duct 31 for sending conditioned air into the passenger compartment on the front side of the passenger compartment of the vehicle. Inside the duct 31, an inside / outside air switching damper 32, a blower 33, an evaporator 34, a heater core (not shown) and an outlet switching damper (not shown) are arranged from the upstream side to the downstream side.

The inside / outside air switching damper 32 is a plate damper driven by a servo motor 36 as a rotary actuator. The inside / outside air switching damper 32 is provided in the duct 31.
The inside air / outside air inlet 37 and the outside air inlet 38 formed in the inside / outside air switching box 35 that constitutes the most upstream part of are selectively opened and closed. As a result, the inside / outside air switching damper 32 is set to the suction port mode,
It functions as an inside / outside air switching door and a suction port mode switching means for switching between the inside air introducing mode and the outside air introducing mode.

The inside air introduction mode is a mode for introducing room air (hereinafter abbreviated as inside air) into the duct 31 only from the inside air suction port 37. Further, in the outside air introduction mode, the outside air (hereinafter abbreviated as outside air) from the outside air suction port 38 alone is in the duct 31.
It is a mode to be introduced in. An inside / outside air introduction mode may be provided in which both the inside air inlet 37 and the outside air inlet 38 are opened to adjust the ratio of the inside air amount to the outside air amount to a ratio of 1 or 2 or more.

The inside / outside air switching damper 32 and the inside / outside air switching box 35 constitute the inside / outside air switching means of the present invention. In this embodiment, the plate damper is used as the inside / outside air switching damper 32, but a film damper may be used. Further, instead of the servo motor 36, a rotary actuator such as a stepping motor or a reciprocating actuator such as a negative pressure motor or an electromagnetic actuator may be used.

The blower 33 has inside air from the inside air inlet 37 or outside air inlet 3 depending on the rotation speed of the blower motor 40 whose applied voltage is controlled by the blower drive circuit 39.
It is a blower that sucks the outside air from the inside of the scroll casing 41 into the scroll casing 41 and blows it into the vehicle interior through the evaporator 34 and the heater core. Here, the blower 33, the blower motor 40, and the scroll casing 41 constitute a centrifugal blower.

The evaporator 34 is a so-called refrigerating cycle refrigerant evaporator, and is a cooling means for cooling the air sent by the rotation of the blower 33 in accordance with the operation of the refrigerating cycle. In addition to the evaporator 34, the refrigeration cycle includes a compressor (refrigerant compressor) not shown,
Condenser (refrigerant condenser), receiver (gas-liquid separator),
It is equipped with an expansion valve (expansion valve). Further, the activation of the refrigeration cycle is started when the torque of the engine 2 is transmitted to the compressor by turning on the electromagnetic clutch (not shown) of the compressor.

The heater core is a heating means for heating the air by exchanging heat between the cooling water of the engine 2 and the air. An air mix damper (not shown) is installed on the upstream side of the heater core as an air amount adjusting means for adjusting the amount of air passing through the heater core and the amount of air bypassing the heater core. The outlet switching damper includes a differential damper, a face damper, and a foot damper, and switches the outlet mode to at least a face mode, a bilevel mode, a foot mode, a foot differential mode, and a defroster mode.

The air conditioner control device 5 is the outside air introduction limiting means of the present invention, and comprises a microcomputer 51, an input processing circuit 52, an output processing circuit 53, etc., and is connected to the battery 15 via the ignition switch 14. It is a second control device. Microcomputer 51
Is a central processing unit (hereinafter referred to as CPU) 56, RO
It has an M57, a RAM 58, etc., and is well known in itself.

The input processing circuit 52 includes an internal air temperature sensor 6
1, an outside air temperature sensor 62, an air conditioner switch 63, a blower switch 64, an inside / outside air changeover switch 65, a temperature setting switch 66, a cooling water temperature sensor, an after-evaporation temperature sensor, a solar radiation amount sensor, an outlet changeover switch and an auto switch Various sensors and various switches necessary for air conditioning control of the automatic air conditioner 4 such as the above are connected.

To the output processing circuit 53, the servo motor 36 of the inside / outside air switching damper 32 and the blower drive circuit 39 are connected. Further, from the output processing circuit 53, VS of various devices such as an electromagnetic clutch of a compressor, an actuator of an air mix damper, an actuator of an outlet switching damper, an idle up device (idle control device), etc.
An actuator such as a V or a motor is connected.

The inside air temperature sensor 61 is an inside air temperature detecting means such as a thermistor for detecting the temperature inside the vehicle compartment (indoor air temperature, hereinafter referred to as inside air temperature), and outputs the inside air temperature signal to the air conditioner controller 5. . The outside air temperature sensor 62 is an outside air temperature detecting means such as a thermistor that detects the temperature outside the vehicle cabin (outdoor air temperature, hereinafter referred to as outside air temperature), and outputs the outside air temperature signal to the air conditioner control device 5.

The air conditioner switch 63 is provided on a control panel installed on the instrument panel on the front of the passenger compartment of the automobile, and is a manual operation means and an air conditioning operation command means for manually switching between operation and stop of the refrigeration cycle (compressor). .

The blower switch 64 is an air volume fixing means for fixing the air volume level of the blower 33 to either strong wind, medium air, weak air, or OFF. Instead of the blower switch 64, an air volume fixing means such as an air volume setting lever may be used. Here, when automating the air flow level of the blower 33, an auto switch (not shown) is turned on (operated).

The inside / outside air changeover switch 65 is provided on the control panel, and the suction mode is changed to the inside air introduction mode,
It is a suction port mode fixing means for fixing in any of the outside air introduction modes. Instead of the inside / outside air changeover switch 65, an inlet mode fixing means such as an inside / outside air changeover lever may be used. Here, when the inside / outside air changeover switch 65 is not turned on (operated), the suction port mode is automatically selected.

The temperature setting switch 66 is a temperature setting means that is provided on the control panel and sets the temperature inside the vehicle compartment to a desired temperature. Instead of the temperature setting switch 66, temperature setting means such as a temperature setting lever may be used.

The cooling water temperature sensor is a thermistor (water temperature detecting means) for detecting the cooling water temperature of the engine 2, and outputs the water temperature signal to the air conditioner control device 5. The after-evaporation temperature sensor is a thermistor (evaporation temperature detection means) that detects the temperature of air blown out from the evaporator 34, and outputs the after-evaporation temperature signal to the air conditioner control device 5. The solar radiation amount sensor is a semiconductor element (solar radiation amount detecting means) that detects the amount of solar radiation that enters the interior of the automobile, and outputs the solar radiation amount signal to the air conditioner control device 5. The air outlet changeover switch is an air outlet mode fixing means for fixing the air outlet mode to at least a face mode, a bi-level mode, a foot mode, a foot differential mode, and a defroster mode.

The air conditioner control device 5 reads the output signals of the various sensors and the on / off signals of the various switches to calculate the target outlet temperature, air mix control, blower control, suction port mode control, and outlet mode control. , Various kinds of arithmetic processing such as compressor control are performed, and the inside / outside air switching damper 3
2 Servo motor 36, blower drive circuit 39, electromagnetic clutch of compressor, actuator of air mix damper, actuator of blower outlet switching damper, output to VSV of various devices such as idle up device (idle control device) and actuator of motor etc. To do. It should be noted that the air conditioner control device 5 only needs to be capable of performing automatic control at least only in the suction port mode. Here, the engine control device 3 and the air conditioner control device 5 constitute a control device 10 of the vehicle interior pollution prevention device 1.

[Operation of First Embodiment] Next, the operation of the vehicle interior pollution prevention device 1 of this embodiment will be briefly described with reference to FIGS. 1 to 5. Here, FIG. 2 is a graph showing the inlet mode control characteristic, and FIG. 3 is a flowchart showing the inlet mode control of the control device 10 of the vehicle interior pollution control device 1. This flowchart is started when the ignition switch 14 and the air conditioner switch are turned on.

First, various control data and a control timer are initialized. In this embodiment, the first means as a time measuring means for measuring the start time of the start due to the slow acceleration state during traffic congestion
The control timer T1 is set to Ta (for example, 5 seconds), and the second control timer T2 as a time measuring means (required time measuring means) for measuring the time required from the start to the stop of the automobile.
Is set to 0 seconds, and a counter C as an integrating means for integrating the number of traffic jam modes is set to 0 (step S1).

Next, the detection signals of various sensors and the operation signals of various switches are read. That is, the vehicle speed signal of the vehicle speed sensor 21, the throttle opening signal of the throttle opening sensor 22, the engine rotation signal of the engine speed sensor 23, the ON / OFF signal of the idle switch 25, the operation signal of the inside / outside air changeover switch 65, etc. are read. (Stepping detection means, engine rotation speed detection means, vehicle speed detection means, throttle opening change amount detection means: step S2).

Next, it is determined whether the inside / outside air changeover switch 65 is operated (step S3). When the determination result of step S3 is Yes, that is, when the suction port mode is manually controlled, it is determined whether or not the inside air introduction mode is selected by the inside / outside air changeover switch 65 (step S4). ).

If the result of the determination in step S4 is Yes, the inside air introduction signal is turned on (step S5) and the control in step S10 is performed. If the determination result in step S4 is No, the inside air introduction signal is turned off (step S6), and the control in step S10 is performed.

When the result of the determination in step S3 is No, that is, when the suction port mode is automatically controlled, the target outlet temperature TA is calculated based on the following equation (1).
O is calculated (step S7).

[Equation 1] TAO = Kset-Tset + Kr-Tr + Kam-
Tam + Ks · Ts + C where Kset is a temperature setting gain, Kr is an inside temperature gain, Kam is an outside temperature gain, Ks is a solar radiation gain, and Tset.
Is a set temperature signal of the temperature setting switch 66, Tr is an inside air temperature signal of the inside air temperature sensor 61, Tam is an outside air temperature signal of the outside air temperature sensor 62, Ts is an insolation amount signal of the insolation amount sensor, and C is a correction constant.

Next, the suction port mode is determined based on the suction port control characteristic (see the graph in FIG. 2) (step S).
8). Next, the traffic congestion determination control (see the flowcharts of FIGS. 4 and 5), which is the main control of the present invention, is performed (step S9). Next, it is determined whether or not the inside air introduction signal is turned on (step S10). This step S1
When the determination result of 0 is Yes, the inside air introduction signal is output to the servo motor 36 so as to enter the inside air introduction mode.
That is, it outputs to the servo motor 36 so that the inside air inlet 37 is fully opened and the outside air inlet 38 is fully closed (step S11). Then, control of step S13 is performed.

If the result of the determination in step S10 is No, the servo motor 3 is set so as to enter the outside air introduction mode.
The outside air introduction signal is output to 6. That is, the inside air intake port 3
7 is fully closed, and the external air suction port 38 is output to the servo motor 36 so as to be fully opened (step S12). Next, it is determined whether the control interval time τ (for example, 1 second) has elapsed (step S13). If the determination result of step S13 is No, control of step S13 is performed. If the determination result of step S13 is Yes, the process returns to the control of step S2.

Next, the traffic congestion determination control of this embodiment will be described in detail with reference to FIGS. 4 and 5. Here, FIG.
4 is a flowchart showing a main routine of indoor pollution prevention control including traffic jam traveling determination control, start state determination control, and outside air introduction prohibition control. The flowchart of FIG. 4 is executed after the control of step S8 of FIG. 3 is completed.

First, the congestion running judgment control is performed based on the flowchart of FIG. 5 (step S20). Next, it is determined whether or not the vehicle is traveling in a traffic jam (traffic congestion running determination means: step S21). The determination result of step S21 is No.
In case of, that is, when not in a traffic jam,
It is determined whether the first control timer T1 has passed the elapsed time Ta (for example, 5 seconds) (elapsed time determination means: step S22).

When the result of the determination in step S22 is No, it is determined whether or not the suction port mode determined in step S8 is the inside air introduction mode (step S23). If the determination result of step S23 is No, the inside air introduction signal is turned off (step S24). After that, the control in step S9 is exited.

Further, the determination result of step S23 is Yes.
In the case of, the inside air introduction signal is turned on (step S2).
5). After that, the control in step S9 is exited. If the decision result in the step S22 is Yes, the first control timer T1 is updated. That is, the control interval time τ (for example, 1 second) is added to the current elapsed time (time measuring means:
Step S26). Next, control of step S25 is performed.

Further, the determination result of step S21 is Yes.
In the case of, that is, when the vehicle is traveling in a traffic jam, it is determined whether or not it is within the elapsed time Tb (for example, 2 seconds) after the idle switch 25 is turned off (starting state determination means: step S27). If the determination result of step S27 is No, that is, if it is not immediately after the occupant depresses the accelerator pedal, the control of step S22 is performed.

Further, the determination result of step S27 is Yes.
In the case of, that is, immediately after the occupant depresses the accelerator pedal, the engine speed sensor 24
It is determined whether the engine rotation speed NE detected in step S4 is within a predetermined rotation speed range. That is, it is determined whether the engine speed NE is higher than NEmin (eg, 1000 rpm) and lower than NEmax (eg, 4000 rpm) (NEmin <NE <NEmax) (slow acceleration state determination means: step S28). ). If the determination result in step S28 is No, that is, if it is not immediately after the engine 2 enters the output range, the control in step S22 is performed.

Further, the determination result of step S28 is Yes.
In the case of, that is, immediately after the engine 2 enters the output range, the traveling speed SP of the vehicle detected by the vehicle speed sensor 21 is set to the third setting between the first set speed and the second set speed. It is determined whether or not the speed is SP3 or higher (running state determination means: step S29). If the determination result of step S29 is No, control of step S22 is performed.

Further, the determination result of step S29 is Yes.
In the case of, that is, when it is determined that the vehicle is starting at a slow acceleration state during a traffic jam, an outside air introduction mode limit signal is output and the first control timer T1 is reset (step S30). Then, control of step S26 is performed.

Next, the traffic jam traveling determination control of this embodiment will be described with reference to FIG. Here, FIG. 5 is a flowchart showing a subroutine of the traffic jam traveling determination control. The flowchart of FIG. 5 is executed after the control of step S8 of FIG. 3 is completed.

First, it is determined whether or not the traveling speed SP of the automobile detected by the vehicle speed sensor 21 is in a lower speed region than a predetermined low speed (for example, 20 km / h). That is, the traveling speed SP of the automobile is the first set speed SP1 (for example, 20 k
It is determined whether the speed is lower than (m / h) (first set speed determination means: step S40). If the determination result in step S40 is No, the counter C is reset,
The second control timer T2 is reset (step S4
1). From the above, it is determined that the vehicle is not traveling in a traffic jam (step S42). After that, the control in step S20 of FIG. 4 is exited.

Further, the determination result of step S40 is Yes.
In the case of, it is determined whether the car is stopped.
That is, the traveling speed SP of the vehicle detected by the vehicle speed sensor 21 is the second set speed SP2 slower than the first set speed SP1.
(For example, 0 km / h) or less is determined (second set speed determination means: step S43). If the determination result in step S43 is No, the second control timer T
Update 2. That is, the control interval time τ (for example, 1 second) is added to the current elapsed time (time measuring means: step S44). Next, control of step S49 is performed.

Further, the determination result of step S43 is Yes.
In case of, the second set speed SP2 (for example, 0 km / h)
Then, for example, it is determined whether it is the first time. That is, it is determined whether or not the duration after the automobile is stopped is shorter than the control interval time τ (for example, 1 second) (step S45). If the determination result of step S45 is No, control of step S48 is performed.

Further, the determination result of step S45 is Yes.
In the case of, it is determined whether or not the traffic jam mode is set. That is, the second control timer T2 for measuring the time required from the start of the automobile to the stop of the automobile is set to a predetermined time Tc (for example, 6
It is determined whether it is shorter than 0 second (congestion mode determination means: step S46). If the determination result of step S46 is No, the control of step S41 is performed.

Further, the determination result of step S46 is Yes.
In the case of, the traffic jam mode is determined and the traffic jam mode count is incremented by one. That is, the counter C is incremented by 1 (step S47). Next, the second control timer T2 is reset (step S48). Next, it is determined whether or not the counter C is a predetermined number of times Cs (for example, 3 times) or more. That is, it is determined whether or not the traffic jam mode has been repeated three times, for example (step S49).

When the result of the determination in step S49 is No, it is determined that the vehicle is not traveling in a traffic jam (step S4).
2), exit the control of step S20 in FIG. If the result of the determination in step S49 is Yes, it is determined that the vehicle is traveling in a traffic jam (step S50), and the control of step S20 in FIG. 4 is exited.

Next, with reference to the flow chart of FIG. 5, a detailed description will be given of the traffic jam traveling judgment control for judging whether or not the vehicle is traveling in traffic jam with actual examples.

(First stop of vehicle) When the vehicle stops due to traffic congestion, that is, when the traveling speed of the vehicle reaches 0 km / h, steps S40, S
The determination results of 43 and S45 are all Yes, and the required time T2 from the start to the stop of the automobile is compared with a predetermined time Tc (for example, 60 seconds) in step S46. Since the required time T2 is shorter than the predetermined time Tc in step S46, it is determined that the mode is the traffic jam mode, and the counter C is set to 1 in step S47. Then, the second control timer T2 is reset in step S48, but since the number of times of judgment of the traffic jam mode is still one, the judgment result in step S49 is No, and it is judged in step S42 that the vehicle is not traveling in traffic jam. .

(When the automobile starts for the first time) When the preceding vehicle starts to move to start the automobile, that is, when the traveling speed of the automobile is 5 km / h to 15 km / h and the vehicle moves slowly, it is determined in step S40. The result is Yes,
Since the determination result in step S43 is No, the second control timer T2 for measuring the time required from starting the vehicle to stopping the vehicle is updated in step S41. And
Since the number of times of judgment in the traffic jam mode is still one, the judgment result in step S49 is No, and it is judged in step S42 that the vehicle is not traveling in traffic jam.

(When the vehicle stops for the third time) When the vehicle starts and stops three times due to traffic congestion, that is, when the traveling speed of the vehicle reaches 0 km / h three times, steps S40, S43, S45. All of the determination results of are Yes, and in step S46, the time T2 required from the start to the stop of the automobile is compared with a predetermined time Tc (for example, 60 seconds). In step S46, the required time T2
Is above the predetermined time Tc, it is not in the traffic jam mode,
Predicting that the vehicle will be parked or stopped for unloading people or luggage, the counter C and the second control timer T are determined in step S41.
2 is reset and it is determined in step S42 that the vehicle is not traveling in a traffic jam. As a result, even if the vehicle is stopped three times, it can be predicted that the vehicle is not in a traffic jam when the time required from starting to stopping is longer than the predetermined time.

In step S46, the congestion mode is determined only when the required time T2 is shorter than the predetermined time Tc, and the counter C is set to 3 in step S47. Then, the second control timer T2 is reset in step S48, and the number of times of judgment of the traffic jam mode becomes three, so the result of the judgment in step S49 becomes Yes, and it is judged in step S50 that the vehicle is running in traffic jam. As a result, even if the vehicle frequently stops, the time T from the start to the stop T
By measuring 2 and comparing the required time T2 with the predetermined time Tc, it is possible to accurately predict whether or not the vehicle is running in a traffic jam.

As described above, when the traveling speed of the vehicle is in the lower speed region than the first set speed (for example, 20 km / h), the required time T2 from the start to the stop of the vehicle in the lower speed region is set to the predetermined time Tc. (For example, 60 seconds), when the required time T2 is shorter than the predetermined time Tc, it is determined that the traffic jam mode is in the traffic jam mode, and the traffic jam mode is repeated a predetermined number of times Cs (for example, three times), the traffic jam is running. I try to judge that there is.

When the vehicle starts in a slow acceleration state during such a traffic jam, it is determined that the outside air is contaminated by the exhaust gas of the preceding vehicle, and the inside / outside air switching damper 32 in the duct 31 is determined. Is forcibly driven to the inside air introduction mode side to prevent the entry of dirty outside air into the vehicle interior. Further, when the time T2 required from the start to the stop of the vehicle in the low speed region is longer than the predetermined time Tc (for example, 60 seconds), or when it is not determined that the start is due to the slow acceleration state during the above-mentioned traffic congestion In addition, the prohibition of the outside air introduction mode is released.

[Effects of the First Embodiment] As described above, in an area where the traveling speed of the automobile is lower than the first set speed (for example, 20 km / h), for example, when starting or slowing,
If the vehicle is repeatedly stopped, the number of vehicles around the vehicle, such as the preceding vehicle, increases, which shortens the inter-vehicle distance and hinders smooth running. When traveling in such a traffic jam, the circulation of the outside air around the outside of the automobile deteriorates, and the outside air is polluted by harmful components in the exhaust gas discharged from the surrounding automobile. However, the vehicle interior pollution prevention device 1 accurately blocks the introduction of dirty outside air into the vehicle interior of the vehicle by reliably predicting that the vehicle is starting at such a slow acceleration during traffic congestion. As a result, the occupants of the vehicle can continue driving in a comfortable atmosphere.

Further, in this embodiment, the outside air introduction mode is forcibly switched to the inside air introduction mode only at the time of starting due to the slow acceleration state during the traffic jam, so that a long-time automobile is used for loading and unloading people and luggage. When the vehicle is stopped, it is not erroneously determined that the vehicle is starting due to a slow acceleration state during traffic congestion. As a result, even though the outside air introduction mode may be maintained, the inside air introduction mode is not switched. Therefore, when the passenger compartment of the automobile is being cooled or heated, the interior of the passenger compartment can be sufficiently ventilated, so that fresh outside air is sucked into the passenger compartment and the passengers of the automobile do not feel uncomfortable.

Furthermore, even if the interior of the automobile is being heated, there is no possibility of accidentally switching to the inside air introduction mode. Therefore, when the automobile is stopped for a long time, the window glass becomes fogged. Does not deteriorate the visibility when driving. That is, since the indoor environment of the automobile can be improved, the driving conditions of the occupant of the automobile can be dramatically improved.

[Second Embodiment] FIGS. 6 and 7 show a second embodiment of the present invention, and FIG. 6 is a view showing a vehicle interior pollution preventing device. In this embodiment, an inside air introduction permission switch 67 is newly provided so that the occupant can select whether or not to switch from the outside air introduction mode to the inside air introduction mode. Further, the control device 10 adopts an automatic vehicle as an automobile, and detects the position of the shift lever (select lever) by the lever position sensor (driving state detecting means, lever position detecting means) 26 so that the automobile is in a traveling state. It is determined whether or not

FIG. 7 is a flow chart showing the main routine of the indoor pollution prevention control including the congestion running determination control, the start state determination control and the outside air introduction prohibition control. This FIG.
3 is executed after the control of step S8 in FIG. 3 is completed. It should be noted that the same control as that in the flowchart of FIG.

After the traffic congestion running determination control in step S20, it is determined whether or not the inside air introduction permission switch 67 is turned on (step S60). If the determination result of step S60 is No, control of step S22 is performed. If the determination result of step S60 is Yes, control of step S21 is performed.

Next, if it is determined in step S27 that the occupant has just stepped on the accelerator pedal,
The change amount Δθa of the throttle opening detected by the throttle opening sensor 22 is larger than Δθmin (for example, 0 °),
Less than Δθmax (for example, 3 °) (Δθmin <Δ
It is determined whether or not θa <Δθmax (starting state determination means, slow acceleration state determination means, throttle opening change amount determination means: step S61). If the determination result of step S61 is No, control of step S22 is performed.

Further, the determination result of step S61 is Yes.
In the case of, it is determined whether or not the position of the shift lever detected by the lever position sensor 26 is in the traveling range such as the D range, the S range (3 ranges, 2 ranges) or the L range (the traveling state. Determination means: step S62).
If the determination result of step S62 is No, control of step S22 is performed. If the determination result of step S62 is Yes, control of step S30 is performed.

[Modification] As a method for determining traffic congestion traveling, when the traveling speed of the vehicle is in a lower speed region than a predetermined low speed (first set speed), the duration of the traveling state of the vehicle in this low speed region is determined. It may be determined that the vehicle is traveling in a traffic jam when the time is longer than the predetermined time, as compared with the predetermined time.

As a method of determining whether the vehicle is running in a traffic jam, when the traveling speed of the vehicle is in a higher speed region than a predetermined low speed (first set speed), the duration of the traveling condition of the vehicle in this high speed region is compared with a predetermined time. Then, when it is shorter than the predetermined time, it may be determined that the vehicle is running in a traffic jam.

In this embodiment, the present invention is used for controlling the fuel injection timing, the fuel injection amount, the ignition timing, etc. of the gasoline engine by the engine control unit 3. However, the fuel for the diesel engine is controlled by the engine control unit. It may be used for controlling the injection timing, the fuel injection amount, and the like.

[0086]

As described above, according to the present invention, it is possible to reliably predict that the vehicle is starting when the vehicle is running in a traffic jam. Therefore, the toxic gas contained in the exhaust gas will not be sucked into the vehicle interior, and the occupant of the vehicle will be injured. It is possible to feel pleasure and avoid the effects on the human body.

Further, since it is not erroneously determined that the vehicle is starting while traveling in a traffic jam, it is sufficient to introduce the outside air when the vehicle is stopped for a long time for unloading people or luggage. Regardless, it does not switch to the introduction of the inside air, and the occupant of the vehicle does not feel uncomfortable.

Furthermore, even when the vehicle interior is heated, there is no erroneous determination that the vehicle is starting during traffic congestion, so there is no need to switch to the inside air introduction.
The cloudiness of the window glass does not deteriorate the visibility when the vehicle is next run.

[Brief description of drawings]

FIG. 1 is a block diagram showing a first embodiment of the present invention.

FIG. 2 is a graph showing the inlet mode control characteristics of the first embodiment of the present invention.

FIG. 3 is a flowchart showing a suction port mode control of the first embodiment of the present invention.

FIG. 4 is a flowchart showing indoor pollution prevention control according to the first embodiment of the present invention.

FIG. 5 is a flow chart showing the traffic jam traveling determination control of the first embodiment of the present invention.

FIG. 6 is a block diagram showing a second embodiment of the present invention.

FIG. 7 is a flowchart showing indoor pollution prevention control according to the second embodiment of the present invention.

FIG. 8 is a block diagram showing a schematic configuration of the invention described in claim 1.

FIG. 9 is a block diagram showing a schematic configuration of the invention described in claim 2.

FIG. 10 is a block diagram showing a schematic configuration of a traffic congestion judging means of the invention according to claim 3;

[Explanation of symbols]

1 Vehicle Interior Pollution Prevention Device (Vehicle Interior Pollution Prevention Device) 2 Engine 3 Engine Control Device (Traffic Congestion Judgment Means) 4 Auto Air Conditioner 5 Air Conditioner Control Device (Outside Air Introduction Restriction Means) 21 Vehicle Speed Sensor (Driving State Detection Means, Vehicles) Speed detecting means) 22 Throttle opening sensor (operating state detecting means) 23 Engine speed sensor (operating state detecting means) 25 Idle switch (operating state detecting means) 31 Duct 32 Inside / outside air switching damper (inside / outside air switching means) 33 Blower 35 inside / outside air switching box (inside / outside air switching means) 36 servo motor (actuator) 37 inside air suction port 38 outside air suction port 65 inside / outside air changeover switch

Claims (3)

[Claims] 1. (a) a duct for sending air into the passenger compartment; (b) an inside air intake port for introducing indoor air into the duct;
Outside air inlet for introducing outdoor air into the duct, and inside and outside for adjusting the amount of indoor air introduced into the duct through the inside air inlet and the amount of outdoor air introduced into the duct through the outside air inlet An inside / outside air switching unit having an air switching damper, (c) an actuator for driving the inside / outside air switching damper, and (d) a driving state detecting unit for detecting a driving state of the vehicle are detected by the driving state detecting unit. Traffic congestion determining means for determining whether or not the vehicle is starting during congestion traveling based on the driving state of the vehicle, and (e) when this traffic congestion determining means determines that the vehicle is starting during congestion traveling A vehicle interior pollution prevention device further comprising: an outside air introduction limiting means for controlling the actuator so as to limit the outside air introduction. 2. The vehicle interior pollution preventing device according to claim 1, wherein the driving state detecting means includes a vehicle speed detecting means for detecting a traveling speed of the vehicle, and the traffic congestion determining means includes Congestion mode determining means for determining that the vehicle is in the congestion mode when the traveling speed is in the lower speed region than the predetermined low speed and the time required from the start of the vehicle to the stop in the lower speed region is shorter than the predetermined time, and this congestion An interior pollution control device for a vehicle, comprising: a traffic jam running judgment means for judging that the vehicle is running in a traffic jam when the number of traffic jam modes judged by the mode judging means reaches a predetermined number. 3. The vehicle interior pollution prevention device according to claim 1 or 2, wherein the traffic congestion determination means determines whether or not the vehicle is in a slow acceleration state. Is determined to be a traveling state, and the slow acceleration state determination means determines that the vehicle is in a slow acceleration state, and the traveling state determination means determines that the vehicle is in a traveling state. The vehicle interior pollution prevention device is characterized in that it has a start state determining means for determining that the vehicle is starting during traffic congestion.