WO2021024730A1

WO2021024730A1 - Vehicle interior environment control device, vehicle interior environment control system, vehicle interior environment control method, and control program

Info

Publication number: WO2021024730A1
Application number: PCT/JP2020/027588
Authority: WO
Inventors: 悠大船; 國方　裕平; 達彦西野; 隆志原
Original assignee: 株式会社デンソー
Priority date: 2019-08-07
Filing date: 2020-07-16
Publication date: 2021-02-11
Also published as: JP2021024486A

Abstract

The present invention comprises: a stop timing prediction unit (204) that predicts when a vehicle will stop at a boarding/alighting position; and an air-conditioning control unit (206) that controls an air-conditioning device. The air-conditioning control unit (206) starts overcooling/overheating, which is temporary excessive cooling/heating by the air-conditioning device, prior to the stop timing predicted by the stop timing prediction unit (204) during cooling/heating by the air-conditioning device, and sets the operation level of the air-conditioning device at least after the opening of a boarding/alighting door to a level lower than the operation of the air-conditioning device when temporary overcooling/overheating is not allowed.

Description

Vehicle interior environment control device, vehicle interior environment control system, vehicle interior environment control method, and control program

Cross-reference of related applications

This application is based on Patent Application No. 2019-145720 filed in Japan on August 7, 2019, and the contents of the basic application are incorporated by reference as a whole.

The present disclosure relates to a vehicle interior environment control device, a vehicle interior environment control system, a vehicle interior environment control method, and a control program.

An air conditioner that adjusts the temperature environment inside the vehicle is known. For example, Patent Document 1 discloses a technique for controlling an air conditioner such as a refrigeration cycle or a blower so that a target temperature and a detected vehicle interior temperature are compared and the vehicle interior temperature matches the target temperature. Patent Document 1 discloses a refrigeration cycle capable of both heating and cooling air conditioning air by circulating a refrigerant with a compressor, a condenser, an outdoor heat exchanger, and an accumulator.

Japanese Unexamined Patent Publication No. 2000-289429

Passenger transport vehicles have a large interior space, so high-load operation of the air conditioner is required. When the air conditioner operates under a high load, the operating noise of the compressor, fan, etc. when the vehicle is stopped is particularly annoying to the user as noise. Further, when the door is opened for getting on and off after the vehicle is stopped, the outside air flows into the vehicle, which greatly changes the temperature of the passenger compartment, which may impair the comfort of the user. Further, in response to such a change in the vehicle interior temperature, when the air conditioner is controlled so that the vehicle interior temperature matches the target temperature as in the technique disclosed in Patent Document 1, the air conditioner is suddenly operated with a high load. Will let you. Due to the sudden high load operation when the door is opened, the noise when the vehicle is stopped for getting on and off is further increased, and the waste of power consumption is also increased.

One purpose of this disclosure is to suppress noise and wasteful power consumption when the passenger transport vehicle is stopped for getting on and off, and to make passengers uncomfortable due to changes in the interior temperature due to the inflow of outside air when the door is opened. It is an object of the present invention to provide an indoor environment control device for a vehicle, an indoor environment control system for a vehicle, an indoor environment control method for a vehicle, and a control program capable of reducing the number of vehicles.

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

In order to achieve the above object, the vehicle indoor environment control device of the present disclosure is used in a passenger transport vehicle to predict the stop timing of the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle. It is equipped with a stop timing prediction unit and an air conditioner control unit that controls an air conditioner that adjusts the passenger interior temperature of the passenger transport vehicle to the target temperature by air conditioning air. The air conditioner control unit has a stop timing when the air conditioner is used for heating and cooling. Prior to the stop timing of the passenger transport vehicle predicted by the prediction unit, overcooling, which is temporary excessive heating and cooling of the air conditioner, is started, and at least the air conditioner after the door of the passenger transport vehicle's entrance / exit is opened. The operation is reduced to be lower than the operation of the air conditioner when the overcooling and heating are not performed.

In order to achieve the above object, the vehicle indoor environment control method of the present disclosure is implemented by a computer on a passenger transport vehicle, and predicts the stop timing of the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle. Then, the air conditioner that adjusts the passenger interior temperature of the passenger transport vehicle to the target temperature is controlled by the air conditioner, and when the air conditioner is used for heating and cooling, the air conditioner is used prior to the predicted stop timing of the passenger transport vehicle. The operation of the air conditioner after starting the overcooling and heating, which is a temporary excessive heating and cooling, and at least after opening the entrance door of the passenger transport vehicle, is better than the operation of the air conditioner when the overcooling and heating are not performed. It includes the step of causing the operation to be lowered.

In order to achieve the above object, the control program of the present disclosure uses a computer as a stop timing predictor for predicting the stop timing of the passenger transport vehicle to a stop position for passengers getting on and off the passenger transport vehicle, and a passenger transport vehicle. Controls the air conditioner that uses air conditioning air to cool and heat the vehicle interior temperature to match the target temperature, and when the air conditioner is used for heating and cooling, the air conditioner is temporarily excessive in advance of the predicted stop timing of the passenger transport vehicle. In addition to starting overcooling and heating, which is heating and cooling, at least the operation of the air conditioner after opening the entrance door of the passenger transport vehicle is reduced compared to the operation of the air conditioner when overcooling and heating are not performed. It functions as an air-conditioning control unit to be performed.

According to these, since the stop timing of the passenger transport vehicle is predicted at the stop position for passengers getting on and off the passenger transport vehicle, it is possible to perform overcooling and heating with the air conditioner prior to the stop timing at this stop position. It will be possible. Since supercooling and heating are performed prior to the stop timing at the stop position for getting on and off, even if the outside air flows into the vehicle by opening the door of the entrance after the vehicle is stopped, the temperature inside the vehicle from the target temperature due to the inflow of outside air. It is possible to suppress the divergence between the two by the amount of overcooling and heating in advance. This makes it possible to reduce passenger discomfort caused by changes in the vehicle interior temperature due to the inflow of outside air when the door is opened. Further, since the overcooling and heating are temporary, it is possible to suppress the wasteful power consumption due to the overcooling and heating to a smaller level. In addition, by keeping the deviation of the vehicle interior temperature from the target temperature due to the inflow of outside air small by the amount of pre-supercooling and heating, it changes when the door is opened compared to the case where supercooling and heating are not performed. It becomes possible to suppress the operation of the air conditioner for adjusting the vehicle interior temperature to the target temperature to be smaller. This makes it possible to suppress noise generated by the operation of the air conditioner at least when the door is opened. Further, it is possible to suppress high-load operation of the air conditioner for adjusting the vehicle interior temperature that changes when the door is opened to the target temperature, and to suppress wasteful power consumption. As a result, it is possible to suppress noise and wasteful power consumption when the passenger transport vehicle is stopped for getting on and off, and to reduce passenger discomfort caused by a change in the vehicle interior temperature due to the inflow of outside air when the door is opened. It will be possible.

In order to achieve the above object, the vehicle interior environment control system of the present disclosure is used in a passenger transport vehicle, and the above-mentioned vehicle interior environment control device and air conditioning that adjusts the vehicle interior temperature of the passenger transport vehicle to a target temperature. Includes an air conditioner that uses air conditioning air.

According to this, since the above-mentioned indoor environment control device for vehicles is included, noise and wasteful power consumption when the passenger transport vehicle is stopped for getting on and off are suppressed, and the temperature inside the vehicle due to the inflow of outside air when the door is opened. It is possible to reduce the discomfort of the passenger due to the change in the vehicle.

It is a figure which shows an example of the schematic structure of the vehicle system 1. It is a figure which shows an example of the schematic structure of the vehicle side unit 2. It is a figure which shows an example of the schematic structure of the air conditioner 31. It is a figure which shows an example of the schematic structure of the energy management ECU 20. It is a flowchart which shows an example of the flow of the car interior environment adjustment-related processing in an energy management ECU 20. It is a figure which shows an example of the time change of the rotation speed of the compressor 311 in Embodiment 1. It is a figure which shows an example of the time change of the noise value by the operation of the air conditioner 31 in Embodiment 1. FIG. It is a figure for demonstrating an example of the change of the room temperature due to the inflow of outside air at the time of opening the entrance door in Embodiment 1. FIG. It is a figure which shows an example of the correspondence relationship between the rotation speed of a compressor 311 and the energy consumption efficiency. It is a figure which shows an example of the schematic structure of the energy management ECU 20a. It is a figure which shows an example of the time change of the rotation speed of the compressor 311 in Embodiment 2. It is a figure which shows another example of time change of the rotation speed of the compressor 311 in Embodiment 2. It is a figure which shows an example of the schematic structure of the energy management ECU 20b. It is a figure which shows an example of the schematic structure of the vehicle side unit 2c. It is a figure which shows an example of the schematic structure of the energy management ECU 20c. It is a figure for demonstrating an example of the relationship between the mode of supercooling heating and operation reduction in an air conditioner 31 and the mode of operation of a seat heater 33 in the fourth embodiment.

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

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

Since the vehicle Ve is a passenger transport vehicle, the entrance / exit where the entrance / exit door is provided has a wide opening surface when the entrance / exit door is opened. Further, it is assumed that the vehicle Ve is an autonomous driving vehicle that does not switch from automatic driving to manual driving. Further, the vehicle Ve is an electric vehicle that uses a motor as a traveling drive source.

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

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

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

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

<Outline configuration of vehicle side unit 2>
Subsequently, an example of the schematic configuration of the vehicle side unit 2 will be described with reference to FIG. As shown in FIG. 2, the vehicle side unit 2 includes an energy management ECU 20, a communication terminal 21, an ADAS (Advanced Driver Assistance Systems) locator 22, a peripheral monitoring sensor 23, a vehicle status sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, and an outside unit. It includes a temperature sensor 27, a room temperature sensor 28, a body ECU 29, an air conditioner ECU 30, and an air conditioner 31. The energy management ECU 20, the communication terminal 21, the ADAS locator 22, the vehicle status sensor 24, the automatic driving ECU 25, the vehicle control ECU 26, the outside temperature sensor 27, the room temperature sensor 28, the body ECU 29, and the air conditioner ECU 30 are connected to, for example, an in-vehicle LAN. It shall be.

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

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

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

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

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

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

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

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

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

The body ECU 29 is an electronic control device that controls various actuators mounted on the vehicle. The body ECU 29 is connected to a courtesy switch for the entrance / exit door, and acquires a signal of the courtesy switch according to the opening / closing of the entrance / exit door.

The air conditioner ECU 30 is an electronic control device that controls the air conditioner 31. The air conditioner ECU 30 controls the air conditioner 31 so that the room temperature measured by the room temperature sensor 28 is adjusted to the set target temperature. The target temperature may be configured to accept settings via, for example, an HMI (Human Machine Interface), or a temperature at which AI (artificial intelligence) is presumed to be appropriate according to the outside air temperature acquired by the outside air temperature sensor 27. It may be configured to be set. Further, the air conditioner ECU 30 controls the air conditioner 31 according to the instructions of the energy management ECU 20.

The air conditioner 31 shall perform heating and cooling by, for example, a heat pump cycle capable of heating and cooling with one refrigerant circuit. This heat pump cycle includes a refrigerant circuit for cooling operation that cools the blast air to cool the passenger compartment of the vehicle Ve, and a refrigerant circuit for heating operation that heats the blast air to heat the passenger compartment of the vehicle Ve. The configuration may be such that heating and cooling can be performed by switching between. The heat pump cycle may provide a heating function by condensing the refrigerant in the high pressure region and provide a cooling function by evaporating the refrigerant in the low pressure region. The air conditioner 31 uses a compressor (that is, a compressor) and an electric fan for heating and cooling. The details of the air conditioner 31 will be described later.

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

In the present embodiment, the energy management ECU 20 executes a process related to the adjustment of the vehicle interior environment of the vehicle Ve (hereinafter, a vehicle interior environment adjustment related process). As an example of adjusting the environment inside the vehicle interior of the vehicle Ve, adjustment of temperature and noise can be mentioned. The energy management ECU 20 corresponds to a vehicle interior environment control device. Executing the vehicle interior environment adjustment-related processing by the processor corresponds to executing the vehicle interior environment control method. The configuration including the energy management ECU 20 and the air conditioner 31 corresponds to the vehicle interior environment control system. The energy management ECU 20 may be configured to execute processing related to charge management and the like. The details of the processing in the energy management ECU 20 will be described later.

<Outline configuration of air conditioner 31>
Here, an example of the air conditioner 31 will be described with reference to FIG. As shown in FIG. 3, the air conditioner 31 includes a heat pump cycle 310 and an electric fan 320. Further, the heat pump cycle 310 includes a compressor 311, an indoor condenser 312, an outdoor heat exchanger 313, an indoor evaporator 314, an accumulator 315, a heating expansion valve 316, a cooling expansion valve 317, a solenoid valve 318, and a check valve. It is equipped with 319.

The compressor 311 is a fluid machine that compresses and discharges the sucked refrigerant. The compressor 311 is also called a compressor. The indoor condenser 312 is a heating heat exchanger that heats the blown air. The indoor condenser 312 is also called a radiator. The indoor evaporator 314 is a cooling heat exchanger that cools the blown air. The indoor evaporator 314 is also called a heat absorber or an evaporator. The heating expansion valve 316 and the cooling expansion valve 317 are decompression devices that depressurize and expand the refrigerant. The solenoid valve 318 is a valve whose opening / closing operation can be electrically controlled. The solenoid valve 318 switches between a refrigerant circuit for cooling operation and a refrigerant circuit for heating operation by switching the open / closed state. In the heat pump cycle 310, for example, an HFC-based refrigerant may be adopted as the refrigerant.

The compressor 311 is arranged, for example, in the motor room of the vehicle Ve, which is outside the vehicle interior. The compressor 311 sucks in the refrigerant in the heat pump cycle 310, compresses it, and discharges it. The compressor 311 is an electric compressor driven by an electric motor. The electric motor is, for example, an AC motor whose rotation speed is controlled by an AC voltage output from an inverter. The refrigerant discharge capacity of the compressor 311 is changed by changing the rotation speed of the electric motor.

The refrigerant inlet side of the indoor condenser 312 is connected to the discharge port side of the compressor 311. The indoor condenser 312 is arranged in an air conditioning case that forms an air passage for blown air (that is, air conditioning air) that is blown into the vehicle interior of the vehicle Ve. The indoor condenser 312 is a heating heat exchanger that heats the blown air by exchanging heat between the refrigerant flowing inside the indoor condenser 312 and the blown air. The air conditioning case is sometimes called an air conditioning duct.

The refrigerant inlet side of the outdoor heat exchanger 313 is connected to the refrigerant outlet side of the indoor condenser 312 via a heating expansion valve 316 that reduces the pressure of the refrigerant during heating operation. The outdoor heat exchanger 313 is arranged in the motor room to exchange heat between the refrigerant circulating inside and the air outside the vehicle interior blown from the electric fan 320.

The electric fan 320 is a suction type air supply device that supplies air outside the vehicle interior to the outdoor heat exchanger 313, for example, from the front side to the rear side of the vehicle Ve. The electric fan 320 is an electric blower whose rotation speed is controlled by a control voltage. The electric fan 320 can adjust the air volume of the air flowing through the outdoor heat exchanger 313 by changing the rotation speed.

The outdoor heat exchanger 313 functions as an evaporator that evaporates the low-pressure refrigerant and exerts an endothermic action during the heating operation. The outdoor heat exchanger 313 functions as a radiator that dissipates heat from the high-pressure refrigerant during the cooling operation.

The refrigerant inlet side of the indoor evaporator 314 is connected to the refrigerant outlet side of the outdoor heat exchanger 313 via a cooling expansion valve 317 that reduces the pressure of the refrigerant during cooling operation. A check valve 319 is provided in the refrigerant passage connecting the refrigerant outlet side of the outdoor heat exchanger 313 and the refrigerant inlet side of the indoor evaporator 314. The check valve 319 allows the flow of the refrigerant from the refrigerant outlet of the outdoor heat exchanger 313 to the refrigerant inlet of the indoor evaporator 314, and prohibits the flow of the refrigerant in the reverse direction.

On the refrigerant outlet side of the outdoor heat exchanger 313, a check valve 319, a cooling expansion valve 317, and a solenoid valve 318 are provided in a passage bypassing the indoor evaporator 314. The solenoid valve 318 is an on-off valve whose operation is controlled by a control signal output from the air conditioner ECU 30. The solenoid valve 318 switches between a refrigerant circuit in the cooling operation and a refrigerant circuit in the heating operation. Specifically, the solenoid valve 318 is closed during the cooling operation and opened during the heating operation.

The indoor evaporator 314 is arranged on the upstream side of the blast air flow of the indoor condenser 312 in the air conditioning case. The indoor evaporator 314 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing inside the indoor evaporator 314 and the blown air. The inlet side of the accumulator 315 is connected to the refrigerant outlet side of the indoor evaporator 314. The accumulator 315 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the inside and stores the surplus refrigerant in the cycle. The suction port side of the compressor 311 is connected to the gas phase refrigerant outlet of the accumulator 315.

In the air conditioner 31, the solenoid valve 318 is opened while the cooling expansion valve 317 is closed during the heating operation. As a result, the indoor evaporator 314 is removed from the path through which the refrigerant circulates, and the blown air is not cooled. On the other hand, in the air conditioner 31, the solenoid valve 318 is closed and the heating expansion valve 316 is opened during the cooling operation. As a result, the indoor evaporator 314 is included in the path through which the refrigerant circulates, and the blown air is cooled.

In addition to the above-mentioned indoor condenser 312 and indoor evaporator 314, a blower, an air mix door, and the like are also housed in the air conditioning case. The blower is, for example, an electric blower that drives a centrifugal multi-blade fan with an electric motor. The rotation speed of the blower is controlled by the control voltage output from the air conditioner ECU 30. On the downstream side of the air flow of the blower, the indoor evaporator 312 and the indoor evaporator 314 are arranged in the order of the indoor evaporator 314 and the indoor evaporator 312 with respect to the flow of the blown air. The air mix door adjusts the air volume ratio between the air volume that passes through the indoor condenser 312 and the air volume that does not pass through the indoor condenser 312 in the air blown after passing through the indoor evaporator 314. The air mix door is driven by an electric actuator for driving the air mix door. The operation of this electric actuator is controlled by a control signal output from the air conditioner ECU 30.

In the air conditioner 31, the air mix door is displaced to the heating position where the total amount of the blown air after passing through the indoor evaporator 314 flows into the indoor condenser 312 during the heating operation. On the other hand, during the cooling operation, the air mix door is displaced to a cooling position where the total air volume of the blown air after passing through the indoor evaporator 314 is bypassed by the indoor condenser 312. During the cooling operation, the opening of the air mix door is adjusted, and a part of the blown air cooled by the indoor evaporator 314 is reheated by the indoor condenser 312, so that the air is blown out from the air outlet into the vehicle interior. The temperature of the blown air may be adjusted.

The air conditioner ECU 30 finely adjusts the temperature of the air conditioning air by opening and closing the air mix door. On the other hand, the air conditioner ECU 30 adjusts the cooling / heating capacity itself of the air conditioner 31 by controlling the rotation speeds of the compressor 311 and the electric fan 320.

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

The information acquisition unit 201 acquires various information. For example, the information acquisition unit 201 acquires the information downloaded from the center 3 at the communication terminal 21. The information acquisition unit 201 acquires information used for predicting the time when the vehicle Ve stops at the boarding / alighting position (hereinafter, information for predicting the stop time). The information for predicting the stop time includes, for example, the operation plan of the vehicle Ve, the reservation information of the vehicle Ve, the weather information, the traffic information, and the like. As the operation plan of the vehicle Ve, the estimated time of arrival at the boarding / alighting position and the scheduled departure time from the boarding / alighting position may be used. The desired number of passengers may be used as the reservation information of the vehicle Ve. As the weather information, the weather information may be used. Congestion information may be used as the traffic information.

The stop time prediction information acquired by the information acquisition unit 201 is not necessarily limited to the information downloaded from the center 3 by the communication terminal 21. For example, it may be configured to acquire information on the number of people waiting for boarding at the boarding / alighting position by road-to-vehicle communication from the roadside machine installed at the boarding / alighting position. In this case, the communication terminal 21 may also have a road-to-vehicle communication function, or the vehicle-side unit 2 may include a communication terminal for road-to-vehicle communication in addition to the communication terminal 21. The roadside machine may be configured to detect the number of people waiting for boarding by performing image recognition on the captured image obtained by capturing the area waiting for boarding with the camera.

The outside air temperature acquisition unit 202 acquires the outside air temperature measured by the outside air temperature sensor 27. The room temperature acquisition unit 203 acquires the room temperature measured by the room temperature sensor 28.

The stop timing prediction unit 204 predicts the stop timing of the vehicle Ve to the boarding / alighting position. The stop timing prediction unit 204 may predict the stop timing of the vehicle Ve to the boarding / alighting position from the traveling plan of automatic driving. As a driving plan for automatic driving, a long- to medium-term running plan may be obtained from the automatic driving ECU 25. It should be noted that the stop at the boarding / alighting position where the occupants do not get on / off may be excluded from the prediction of the stop timing. According to this, even if the vehicle is stopped at the boarding / alighting position, the boarding / alighting door is not opened and closed, and in a situation where it is estimated that there is no temperature change in the vehicle interior due to the inflow of outside air, it is useless to prevent the overcooling and heating described later. It becomes possible to reduce power consumption. The energy management ECU 20 may determine whether or not the occupant gets on and off from the reservation information and the like.

As an example, the stop timing prediction unit 204 moves from the vehicle position determined by the ADAS locator 22 to the next boarding / alighting position in the operation plan, for example, the average vehicle speed of the vehicle Ve and the current time, to the next boarding / alighting position. Calculate the estimated time of arrival of. Then, this estimated arrival time may be predicted as the stop timing. As for the estimated arrival time, if the information on the light color cycle of the traffic light in the route from the current position to the next boarding / alighting position can be obtained, the stop time at the red light is taken into consideration based on this light color cycle. It may be calculated. In addition, if congestion information can be obtained, it may be calculated in consideration of the link travel time on the route from the current position to the next boarding / alighting position. Since the situation changes from moment to moment in the stop timing prediction unit 204, it is preferable that the stop timing is sequentially predicted and updated. In addition, it is preferable to review and update the operation plan one by one with respect to exclusion from the prediction of the stop timing according to the operation plan such as whether or not the occupants get on and off.

The stop timing prediction unit 204 may start prediction when, for example, the distance between the next boarding / alighting position and the vehicle position determined by the ADAS locator 22 is equal to or less than the threshold value. The threshold value referred to here is preferably a distance that is estimated to allow the temporary overcooling and heating described later to be completed before the vehicle stops at the boarding / alighting position, and is a value that can be arbitrarily set. This threshold value may be a fixed value or a value that fluctuates according to the distance between the previous boarding / alighting position and the next boarding / alighting position.

The stop time prediction unit 205 predicts the stop time (hereinafter, simply stop time) at the next boarding / alighting position of the vehicle Ve based on the stop time prediction information acquired by the information acquisition unit 201. For example, if the stop time prediction information is the estimated time of arrival at the next boarding / alighting position and the estimated time of departure from the next boarding / alighting position in the operation plan of the vehicle Ve, the estimated time of arrival from this scheduled departure time. The time obtained by subtracting the above may be predicted as the stop time. When the information for predicting the stop time is the desired number of passengers in the reservation information of the vehicle Ve, the following may be performed. The stop time prediction unit 205 sets the stop time as the time obtained by multiplying the preset boarding / alighting time per person by the desired number of passengers corresponding to the reservation information in which the target boarding / alighting position is the desired boarding position or the desired boarding position. You just have to predict.

When the stop time prediction information is the weather information among the weather information, the stop time according to the weather among the stop times preset for each type of weather may be predicted as the stop time. As an example, if the weather is rainy or snowy, it will take longer to get on and off the vehicle Ve than in other weather, so if the stop time is set longer than in other weather, Good. When the information for predicting the stop time is the number of people waiting for boarding at the next boarding / alighting position, the time obtained by multiplying the preset boarding / alighting time per person by the number of people waiting for boarding at the next boarding / alighting position is used as the stop time. You just have to predict. Since the situation changes from moment to moment, the stop time prediction unit 205 preferably predicts and updates the stop time sequentially.

The air conditioning control unit 206 controls the air conditioning device 31 by controlling the air conditioner ECU 30. In the present embodiment, an example in which the energy management ECU 20 controls the air conditioner ECU 30 by controlling the air conditioner ECU 30 is shown, but the present invention is not necessarily limited to this. By integrating the functions of the air conditioner ECU 30 into the energy management ECU 20, the energy management ECU 20 may directly control the air conditioner 31.

The air conditioning control unit 206 starts overcooling and heating, which is temporary excessive heating and cooling, in the air conditioner 31 prior to the stop timing predicted by the vehicle stop timing prediction unit 204 at the time of heating and cooling by the air conditioner 31. Cooling and heating means cooling or heating. Overcooling is excessive heating and cooling that keeps the target temperature at least above a certain level. The term "above a certain level" as used herein means that the target temperature is larger than the range in which the room temperature exceeds the target temperature when feedback control is performed to adjust the room temperature to the target temperature by heating and cooling the air conditioner 31. Overcooling and heating corresponds to excessive cooling that keeps the room temperature at least a certain level lower than the target temperature at the time of cooling. Overcooling is excessive heating that raises the room temperature to at least a certain level higher than the target temperature during heating.

As an example, the air conditioning control unit 206 may be configured to start temporary overcooling and heating before a predetermined time of the stop timing. The predetermined time referred to here is preferably a time that is estimated to be able to complete the temporary overcooling and heating before the vehicle stops at the boarding / alighting position, and is a time that can be arbitrarily set. This predetermined time may be a fixed value, or may be a value that fluctuates longer as the stop time predicted by the stop time prediction unit 205 becomes longer. For example, when the road is congested, the stop timing is predicted later by the stop timing prediction unit 204 than when the road is not congested. Therefore, the air conditioning control unit 206 also delays the start timing of temporary overcooling and heating when the road is congested. Estimated time of arrival at the next boarding / alighting position, information on the traffic light color cycle, etc. are also factors that affect the prediction of the stop timing, so in addition to traffic congestion information, the estimated time of arrival at the next boarding / alighting position, information on the traffic light, etc. Information on the light color cycle is also a factor that affects the start timing of temporary overcooling and heating.

The air conditioning control unit 206 sequentially updates the start timing of supercooling and heating based on the information of factors affecting the start timing of supercooling and heating as described above, and performs supercooling and heating according to the updated start timing. Let me. Therefore, it is possible to perform overcooling and heating at a more appropriate timing as the start timing can be reviewed sequentially. The temporary start timing of overcooling and heating corresponds to the overcooling and heating parameters.

By temporarily overcooling and heating prior to the stop timing, even if the entrance / exit door opens when the vehicle is stopped and the outside air flows into the vehicle interior and the room temperature changes, the difference between the room temperature and the target temperature can be maintained. It can be kept smaller. The opening of the entrance / exit door when the vehicle is stopped and the outside air flowing into the vehicle interior are hereinafter referred to as outside air inflow. At the time of cooling, the room temperature is kept at least a certain level lower than the target temperature by overcooling and heating, so even if the room temperature rises due to the inflow of outside air, the difference between the room temperature and the target temperature is reduced by the amount of excessive cooling. It can be suppressed. At the time of heating, the room temperature is kept at least a certain level higher than the target temperature by overcooling, so even if the room temperature drops due to the inflow of outside air, the difference between the room temperature and the target temperature is reduced by the amount of excessive heating. It can be suppressed. Therefore, it is possible to reduce the discomfort of the occupant due to the change in room temperature due to the inflow of outside air. Further, since the overcooling and heating are temporary, it is possible to suppress the wasteful power consumption due to the overcooling and heating to a smaller level.

It is preferable that the air conditioning control unit 206 performs supercooling and heating that changes the amount of heat that is commensurate with the amount of heat that changes the room temperature due to the inflow of outside air. In the case of cooling, it is preferable to perform excessive cooling in advance by removing the amount of heat corresponding to the increase in room temperature due to the inflow of outside air from the air inside the vehicle interior. In the case of heating, it is preferable to perform excessive heating in advance by adding the amount of heat corresponding to the decrease in room temperature due to the inflow of outside air to the air in the vehicle interior.

As an example, if the air conditioning control unit 206 is configured to perform such overcooling and heating by using a map or the like for changing the amount of heat that is commensurate with the amount of heat of the change in room temperature due to the inflow of outside air. Good. As an example of such a map, the difference between the outside air temperature and the room temperature is associated with the operating amount of the air conditioner 31 that performs supercooling and heating that changes the amount of heat that is commensurate with the amount of heat of the change in room temperature due to the inflow of outside air. You can use a map.

Such a map may be created in advance by experiments, simulations, etc. and stored in the non-volatile memory of the energy management ECU 20. The air conditioning control unit 206 determines the operating amount of the air conditioner 31 with reference to such a map based on the difference between the outside air temperature acquired by the outside air temperature acquisition unit 202 and the room temperature acquired by the room temperature acquisition unit 203. Then, the air conditioner 31 may be controlled to operate with this amount of operation. Examples of the operating amount of the air conditioner 31 include the rotation speeds of the compressor 311 and the electric fan 320. Hereinafter, the case where the operation of the air conditioner 31 is the rotation of the compressor 311 will be described as an example. The air-conditioning control unit 206 adjusts the cooling / heating capacity itself of the air-conditioning device 31 by controlling the rotation speed of the compressor 311 to perform supercooling / heating that changes the amount of heat that is commensurate with the amount of heat corresponding to the change in room temperature due to the inflow of outside air. Just do it.

Further, when the air conditioning control unit 206 starts temporary overcooling and heating, it is preferable that the amount of heat changed by the overcooling and heating is increased as the stop time predicted by the stop time prediction unit 205 becomes longer. This is because, as the stop time becomes longer, the time for opening the entrance / exit door also becomes longer, and the amount of heat corresponding to the change in room temperature due to the inflow of outside air increases. As an example, the map may be configured to correspond to the stop time. This makes it possible to perform supercooling and heating that changes the amount of heat that is commensurate with the amount of heat that changes in room temperature due to the inflow of outside air according to the time when the vehicle is stopped. Therefore, it is possible to more accurately suppress the deviation between the room temperature and the target temperature due to the inflow of outside air.

The above-mentioned predetermined time, which is a condition for starting the temporary overcooling and heating, is configured to be changed longer as the stop time becomes longer, so that the operating amount of the air conditioner 31 is not increased too much and is temporarily changed. It becomes possible to perform various overcooling and heating. Therefore, it is possible to temporarily perform overcooling and heating while suppressing wasteful power consumption due to excessively increasing the operating amount of the air conditioner 31.

The factor that affects the amount of heat that should be changed by overcooling and heating is not limited to the stop time. For example, the weather information of the next boarding / alighting position, the number of occupants of the vehicle Ve, and the like can be mentioned. Therefore, the air conditioning control unit 206 sequentially updates the amount of heat to be changed by supercooling and heating based on the information of these factors, and causes the air conditioning control unit 206 to perform supercooling and heating that changes the amount of heat according to the updated amount of heat to be changed. Therefore, it is possible to perform supercooling and heating with a more appropriate amount of supercooling and heating as much as the amount of heat to be changed by supercooling and heating can be sequentially reviewed. The weather information of the next boarding / alighting position may be acquired by the information acquisition unit 201. The number of occupants of the vehicle Ve may be specified from the reservation information acquired by the information acquisition unit 201. Further, the number of occupants of the vehicle Ve may be estimated from the loaded weight by providing a weight sensor in the vehicle Ve, or the number of occupants may be specified by recognizing the occupants with an image recognition by the indoor camera of the vehicle Ve. .. The amount of heat to be changed by overcooling and heating corresponds to the overcooling and heating parameters.

Further, the air-conditioning control unit 206 causes the air-conditioning device 31 to perform temporary over-cooling and heating prior to the stop timing, and at least performs the operation of the air-conditioning device 31 after the entrance / exit door is opened. The operation is lowered to be lower than the operation of the air conditioner 31 when the operation is not allowed. The operation of the air conditioner 31 when the temporary overcooling and heating is not performed is to adjust the room temperature to the target temperature from the change in the room temperature due to the inflow of outside air when the temporary overcooling and heating is not performed. This is the operation of the air conditioner 31. If temporary overcooling and heating are performed prior to the stop timing, the discrepancy between the room temperature and the target temperature due to the inflow of outside air can be suppressed to a small extent. Therefore, the operation of the air conditioner 31 performed to adjust the room temperature to the target temperature due to the change in the room temperature due to the inflow of outside air is lower than that in the case where the temporary overcooling and heating are not performed. According to this, at least the noise caused by the operation of the air conditioner 31 after the entrance / exit door is opened can be suppressed as compared with the case where the overcooling / heating is not performed.

When the air conditioning control unit 206 starts temporary overcooling and heating, it is preferable that the air conditioning control unit 206 ends the overcooling and heating and also starts the operation reduction of the air conditioner 31 at the latest before the actual stop at the boarding / alighting position of the vehicle Ve. .. The air conditioning control unit 206 may determine the timing before the actual stop of the vehicle Ve at the boarding / alighting position from, for example, the value of the vehicle speed sensor in the vehicle state sensor 24 becomes a low value that can predict the stop. According to the above configuration, the temporary overcooling and heating is completed before the actual stop at the boarding / alighting position, and the operation of the air conditioner 31 is also lowered. Therefore, when the running noise is stopped due to the vehicle Ve being stopped, the noise caused by the operation of the air conditioner 31 is also suppressed, and the noise caused by the operation of the air conditioner 31 is less likely to be emphasized.

The actual stop at the boarding / alighting position may be earlier than the stop timing predicted by the stop timing prediction unit 204. Therefore, it is preferable that the air conditioning control unit 206 starts the overcooling / heating so that the overcooling / heating that changes the amount of heat that is commensurate with the amount of heat of the change in room temperature due to the inflow of outside air can be terminated with a margin with respect to the stop timing. The air-conditioning control unit 206 may be configured to end before the actual stop at the boarding / alighting position even when the supercooling / heating that changes the amount of heat that is balanced with the amount of heat that changes the room temperature due to the inflow of outside air is not completed. Absent. Even in this case, it is possible to suppress the deviation between the room temperature and the target temperature due to the inflow of outside air to be smaller than in the case where supercooling and heating are not performed.

When the temporary overcooling / heating is started, the air conditioning control unit 206 ends the overcooling / heating at the start of deceleration for the actual stop at the boarding / alighting position of the vehicle Ve, and also starts the operation reduction of the air conditioner 31. Is more preferable. The air-conditioning control unit 206 may determine the timing of starting deceleration for the actual stop at the boarding / alighting position of the vehicle Ve from, for example, a short-term travel plan generated by the automatic driving ECU 25. According to the above configuration, the temporary overcooling and heating ends at the start of deceleration for the actual stop at the boarding / alighting position, and the operation of the air conditioner 31 also starts to deteriorate. Therefore, when the running noise is reduced due to the deceleration for stopping the vehicle Ve, the noise caused by the operation of the air conditioner 31 is also suppressed, and the noise caused by the operation of the air conditioner 31 is less likely to be emphasized.

When the operation of the air conditioner 31 is lowered, the air conditioner control unit 206 lowers the operation of the air conditioner 31 as compared with the operation of the air conditioner 31 at the time of heating and cooling before the temporary overcooling and heating are performed. As an example, the rotation speed of the compressor 311 may be set to be lower than the rotation speed at the time of heating and cooling before the temporary overcooling and heating is performed. According to this, when the operation of the air conditioner 31 is reduced, the noise caused by the operation of the air conditioner 31 is lower than that during the heating / cooling before the temporary overcooling / heating is performed. It becomes difficult to be aware of the operating noise of the air conditioner 31 and to feel it as noise.

When the operation of the air conditioner 31 is reduced, the air conditioner control unit 206 more preferably reduces the operation of the air conditioner 31 to the amount of operation that is predicted to be less than the background noise in the vehicle Ve. The background noise referred to here is noise other than the operating noise of the air conditioner 31 generated inside and outside the vehicle Ve and sensed inside the vehicle interior. The background noise includes, for example, the running noise of the vehicle Ve, the noise from the outside of the vehicle Ve, the noise generated from the occupants of the vehicle Ve, and the like. As an example, the operation of the air conditioner 31 may be reduced to less than the amount of operation expected to be less than the background noise when the vehicle Ve is stopped. As the background noise when the vehicle Ve is stopped, a fixed value estimated in advance may be used, and the amount of operation predicted to be an operation noise equal to or less than this background noise may be set in advance.

According to this, when the operation of the air conditioner 31 is lowered, the noise caused by the operation of the air conditioner 31 is likely to be less than the background noise when the vehicle Ve is stopped. Therefore, the occupant is less likely to be aware of the operating noise of the air conditioner 31, and is less likely to perceive it as noise.

In addition, when the operation of the air conditioner 31 is lowered, the operation of the air conditioner 31 may be stopped. For example, setting the rotation speed of the compressor 311 and / or the electric fan 320 to 0 may cause the operation of the air conditioner 31 to decrease.

When the operation of the air conditioner 31 is lowered, it is preferable that the air conditioning control unit 206 lowers the operation at least until the vehicle Ve departs from the boarding / alighting position. According to this, it is possible to suppress the noise caused by the operation of the air conditioner 31 and make it difficult to emphasize the noise caused by the operation of the air conditioner 31 until the background noise such as the running noise increases due to the departure of the vehicle Ve. Become. The air-conditioning control unit 206 may determine the timing at which the vehicle Ve departs from the boarding / alighting position from, for example, a short-term travel plan generated by the automatic driving ECU 25.

When the difference between the outside air temperature acquired by the outside air temperature acquisition unit 202 and the room temperature acquired by the room temperature acquisition unit 203 is less than a specified value, the air conditioning control unit 206 described above even during heating and cooling by the air conditioner 31. It may be configured not to perform overcooling and heating. The specified value referred to here is a value for distinguishing a temperature difference to the extent that the temperature change in the vehicle interior can be suppressed to an error even when the outside air flows in, and is a value that can be set arbitrarily. is there. According to this, in a situation where the temperature change in the vehicle interior can be suppressed to be small even when the outside air flows in, wasteful power consumption can be reduced by not performing the above-mentioned overcooling and heating.

The air conditioning control unit 206 may be configured to reduce the operation of the air conditioner 31 even when the difference between the outside air temperature acquired by the outside air temperature acquisition unit 202 and the room temperature acquired by the room temperature acquisition unit 203 is less than a specified value. .. In this case, it is more preferable that the operation of the air conditioner 31 is reduced to an operating amount or less that is expected to be an operating noise equal to or less than the background noise in the vehicle Ve.

When the difference between the outside air temperature acquired by the outside air temperature acquisition unit 202 and the room temperature acquired by the room temperature acquisition unit 203 is less than the specified value, the air conditioning control unit 206 is configured so that the air conditioner 31 does not perform the cooling and heating itself. May be good. In this case, since the air conditioner 31 is not used for heating and cooling, it is not possible to perform overcooling and heating prior to the stop timing.

<Processing related to vehicle interior environment adjustment in the energy management ECU 20>
Subsequently, an example of the flow of the vehicle interior environment adjustment-related processing in the energy management ECU 20 will be described with reference to the flowchart of FIG. 5 and FIGS. 6 and 7.

The flowchart of FIG. 5 may be configured to start when, for example, a switch for starting the motor generator of the vehicle Ve (hereinafter referred to as a power switch) is turned on. In addition, the configuration may be such that the air conditioning is started when the air conditioner 31 of the vehicle Ve is started. In FIG. 5, when the vehicle ends at the start of deceleration for the actual stop at the boarding / alighting position of the vehicle Ve, the temporary overcooling / heating is terminated and the rotation speed of the compressor 311 is reduced as the operation of the air conditioner 31 is reduced. The case of starting will be described as an example.

In FIG. 6, the vertical axis represents the rotation speed of the compressor 311 and the horizontal axis represents the time. The dotted line in FIG. 6 shows the operation mode of the air conditioner 31 that does not perform temporary overcooling and heating. The solid line in FIG. 6 shows the mode of operation of the air conditioner 31 in the energy management ECU 20 of this embodiment. In FIG. 7, the vertical axis represents the noise value and the horizontal axis represents the time. The broken line in FIG. 7 shows the mode of change in background noise. The solid line in FIG. 7 shows the mode of change in the operating sound of the air conditioner 31.

First, in step S1, the air conditioning control unit 206 determines whether or not the difference between the outside air temperature acquired by the outside air temperature acquisition unit 202 and the room temperature acquired by the room temperature acquisition unit 203 is less than the specified value. Then, when the difference between the outside air temperature and the room temperature is less than the specified value (YES in S1), the process proceeds to step S9. On the other hand, when the difference between the outside air temperature and the room temperature is equal to or greater than the specified value (NO in S1), the process proceeds to step S2. The process of S1 may be a process of moving to S2 when the air conditioner 31 is performing heating and cooling, and moving to S9 when the air conditioner 31 is not performing cooling and heating.

In step S2, the stop timing prediction unit 204 predicts the stop timing of the vehicle Ve to the boarding / alighting position. In step S3, if the vehicle is before the predetermined time of the stop timing predicted in S2 (YES in S3), the process proceeds to step S4. On the other hand, when the predetermined time before the stop timing predicted in S2 has not been reached (NO in S3), the process of S3 is repeated. The air-conditioning control unit 206 may determine whether or not the vehicle is stopped before a predetermined time.

In step S4, the air conditioning control unit 206 starts overcooling and heating. That is, as shown in FIG. 6, the rotation speed of the compressor 311 is increased more than that during the previous heating and cooling, and the overcooling and heating is started before the predetermined time of the stop timing. As described above, it is preferable that the air conditioning control unit 206 performs supercooling and heating so as to change the amount of heat commensurate with the amount of heat corresponding to the change in room temperature due to the inflow of outside air.

In step S5, when deceleration for stopping the vehicle Ve at the boarding / alighting position is started (YES in S5), the process proceeds to step S6. On the other hand, when the deceleration for stopping the vehicle Ve at the boarding / alighting position has not been started (NO in S5), the process of S5 is repeated.

In step S6, the air conditioning control unit 206 ends the overcooling and heating and also starts the operation deterioration of the air conditioner 31. That is, as shown in FIG. 6, when deceleration for stopping at the boarding / alighting position is started, the rotation speed of the compressor 311 is lowered to end the overcooling and heating, and the rotation speed of the compressor 311 is overcooled and heated. The operation of the air conditioner 31 is lowered by lowering the rotation speed at the time of the previous heating and cooling. When the operation of the air conditioner 31 is lowered, as shown in FIG. 7, it is more preferable to lower the operation amount to the amount expected to be less than the background noise in the vehicle Ve.

Although a more preferable example is shown here, the end of the overcooling / heating and the start of the operation deterioration of the air conditioner 31 may be performed at the latest before the actual stop at the boarding / alighting position of the vehicle Ve. ..

In step S7, if the vehicle Ve departs from the boarding / alighting position (YES in S7), the process proceeds to step S8. On the other hand, if the vehicle Ve does not depart from the boarding / alighting position (NO in S7), the process proceeds to step S10.

In step S8, the air conditioning control unit 206 ends the operation reduction of the air conditioning device 31. That is, as shown in FIG. 7, after the vehicle Ve departs from the boarding / alighting position, the operation reduction in which the rotation speed of the compressor 311 is lower than the rotation speed at the time of heating / cooling before overcooling / heating is terminated. Immediately after the vehicle Ve departs, the background noise due to the running noise of the vehicle Ve increases, and the operating noise of the air conditioner 31 may be emphasized. Therefore, wait for a certain period of time after the vehicle departs. It is preferable to end the operation degradation. For example, when the acceleration after departure is completed and the vehicle shifts to constant speed running, the operation reduction may be terminated. After the end of the operation reduction, the air conditioner 31 may operate in order to adjust the room temperature to the target temperature, as in the case of heating and cooling before overcooling and heating.

In step S9, if it is the end timing of the vehicle interior environment adjustment-related processing (YES in S9), the vehicle interior environment adjustment-related processing is ended. On the other hand, if it is not the end timing of the vehicle interior environment adjustment-related processing (NO in S9), the process returns to S1 and the processing is repeated. As an example of the end timing of the vehicle interior environment adjustment-related processing, the air conditioner in the air conditioner 31 is turned off, the power switch is turned off, and the like.

In step S10, if it is the end timing of the vehicle interior environment adjustment-related processing (YES in S10), the vehicle interior environment adjustment-related processing is terminated. On the other hand, if it is not the end timing of the vehicle interior environment adjustment-related processing (NO in S10), the process returns to S7 and the processing is repeated.

<Summary of Embodiment 1>
According to the configuration of the first embodiment, by performing temporary overcooling and heating prior to the stop timing, even when the boarding / alighting door opens when the vehicle is stopped and the outside air flows into the vehicle interior to change the room temperature. , It becomes possible to suppress the deviation between the room temperature and the target temperature to be smaller. This makes it possible to reduce passenger discomfort caused by changes in room temperature due to the inflow of outside air when the entrance / exit door is opened.

Here, the effect of the configuration of the first embodiment will be described with reference to FIG. Here, it is assumed that the difference between the outside air temperature and the room temperature is equal to or more than the specified value. FIG. 8 shows an example when the outside air temperature is lower than room temperature. The solid line in FIG. 8 shows the change in the room temperature of the vehicle Ve when the temporary overcooling and heating are performed prior to the stop timing. The broken line in FIG. 8 shows the change in the room temperature of the vehicle Ve when this overcooling and heating is not performed. The dotted line extending in the horizontal axis direction of FIG. 8 indicates the temperature set as the target temperature for heating and cooling.

As shown by the broken line in FIG. 8, when the temporary overcooling and heating are not performed prior to the stop timing, the room temperature greatly deviates from the target temperature due to the inflow of outside air when the entrance / exit door is opened, which makes the occupant comfortable. It is out of the temperature range that is estimated to be felt (hereinafter referred to as the comfortable temperature range). In the example of FIG. 8, the indoor air that was near the target temperature is cooled by the inflowing outside air, and the room temperature is significantly lower than the target temperature, which is outside the comfortable temperature range. On the other hand, according to the configuration of the first embodiment, by performing temporary overcooling and heating prior to the stop timing, the room temperature becomes higher than the target temperature even when the outside air flows in when the entrance / exit door is opened. It does not deviate significantly and does not deviate from the comfortable temperature range. In the example of FIG. 8, by setting the room temperature higher than the target temperature in advance by overcooling and heating, even when the indoor air is cooled by the inflowing outside air, the room temperature does not fall significantly below the target temperature, which is comfortable. It will not go out of the temperature range.

Further, according to the configuration of the first embodiment, the deviation of the room temperature from the target temperature due to the inflow of outside air is suppressed to be small by the amount that the overcooling and heating are performed in advance, so that the passenger gets on and off as compared with the case where the overcooling and heating are not performed. The operation of the air conditioner 31 for adjusting the room temperature, which changes when the door is opened, to the target temperature can be suppressed to be smaller. This makes it possible to suppress noise generated by the operation of the air conditioner 31 at least when the entrance / exit door is opened. In addition, according to the configuration of the first embodiment, since the supercooling and heating is temporary, it is possible to suppress the wasteful power consumption due to the supercooling and heating to a smaller level.

Further, according to the configuration of the first embodiment, the deviation of the room temperature from the target temperature due to the inflow of outside air is suppressed to be small, so that the high load operation of the air conditioner 31 for adjusting the room temperature that changes when the entrance / exit door is opened to the target temperature is performed. It becomes possible to suppress it. Therefore, in this respect as well, it is possible to suppress unnecessary power consumption.

Here, the effect of the configuration of the first embodiment will be described with reference to FIG. Here, the graph of FIG. 9 shows the correspondence between the rotation speed of the compressor 311 and the energy consumption efficiency (hereinafter, simply efficiency) in the example of FIG. The solid line graph in FIG. 9 shows an example in which temporary overcooling and heating are performed prior to the stop timing. The broken line graph of FIG. 9 shows an example in the case where this overcooling and heating is not performed. A, B, and C in FIG. 9 indicate values at the time points A, B, and C in FIG.

As shown by the graph of the broken line in FIG. 9, in the situation where the room temperature deviates greatly from the target temperature (see the time point C in the broken line in FIG. 8), the rotation speed of the compressor 311 is significantly increased in order to adjust the room temperature to the target temperature. It will be necessary to raise it. Since the efficiency of the compressor 311 deteriorates when the rotation speed of the compressor 311 is too low or too high, the example shown by the broken line graph in FIG. 9 is wasteful from the viewpoint of power consumption efficiency. On the other hand, according to the configuration of the first embodiment, the room temperature is not significantly deviated from the target temperature (see the solid line at time C in FIG. 8). Therefore, as shown by the solid line graph of FIG. 9, it is not necessary to cause a situation where the rotation speed of the compressor 311 is too high. Therefore, it is possible to suppress wasteful power consumption of the compressor 311.

As described above, according to the configuration of the first embodiment, noise and wasteful power consumption when the passenger transport vehicle is stopped for getting on and off are suppressed, and the temperature inside the vehicle is changed due to the inflow of outside air when the door is opened. It becomes possible to reduce the discomfort of the passenger caused by it.

When the vehicle Ve is an electric vehicle, the operating noise of the traveling drive source is smaller than that of the internal combustion engine vehicle. Therefore, if the operating noise of the air conditioner 31 when the vehicle is stopped for getting on and off is not suppressed, the user feels particularly annoying as noise. Easy to get. On the other hand, according to the configuration of the first embodiment, it is possible to suppress the noise generated by the operation of the air conditioner 31 when the entrance / exit door is opened. Therefore, when the vehicle Ve is an electric vehicle, the effect of reducing the discomfort of the passenger becomes higher.

When the vehicle Ve is an electric vehicle, the power consumption is larger than that of the internal combustion engine vehicle and the hybrid vehicle, so that it is required to suppress the power consumption. On the other hand, according to the configuration of the first embodiment, it is possible to suppress unnecessary power consumption as described above. Therefore, when the vehicle Ve is an electric vehicle, the demand for suppressing wasteful power consumption is more satisfied.

When the vehicle Ve is an autonomous driving vehicle that generates a driving plan for automatically driving the own vehicle by the automatic driving function, the stop timing at the stop position and the timing to open the entrance / exit door are set as compared with the vehicle traveling by manual driving. It becomes possible to predict more accurately. Therefore, when the vehicle Ve is such an autonomous driving vehicle, it is possible to perform a more appropriate amount of overcooling and heating at a more appropriate timing. Therefore, it is possible to further enhance the effects of reducing noise, reducing passenger discomfort caused by changes in vehicle interior temperature, and suppressing wasteful power consumption.

Further, according to the configuration of the first embodiment, the start timing of the temporary overcooling and heating and the amount of heat to be changed by the temporary overcooling and heating are sequentially updated based on the information from inside and outside the vehicle, as described above. , It becomes possible to perform overcooling and heating with a more appropriate amount of overcooling and heating at a more appropriate timing. As a result, it is possible to further enhance the effects of reducing noise, reducing passenger discomfort caused by changes in vehicle interior temperature, and suppressing wasteful power consumption.

(Embodiment 2)
In the first embodiment, when the operation of the air conditioner 31 is reduced, the operation of the air conditioner 31 is reduced to the amount of operation that is expected to be less than the background noise in the vehicle Ve. Not necessarily limited to this. As long as the operation of the air conditioner 31 is lowered as compared with the case where the temporary overcooling and heating are not performed, the noise caused by the operation of the air conditioner 31 is suppressed as compared with the case where the temporary overcooling and heating is not performed. be able to. Therefore, although the noise suppression effect at the time of stopping for getting on and off is weaker than that of the configuration of the first embodiment, the effect of suppressing wasteful power consumption can be enhanced as compared with the configuration of the first embodiment. Aspects (hereinafter, Embodiment 2) can also be taken.

Hereinafter, the mode of overcooling and heating and operation reduction of the first embodiment is a mode in which the reduction of noise due to the operation of the air conditioner 31 is prioritized, and the mode of the supercooling and heating and operation reduction of the second embodiment is due to the operation of the air conditioner 31. The mode is to give priority to reduction of power consumption.

Hereinafter, the configuration of the second embodiment will be described. The vehicle system 1 of the second embodiment is the same as the vehicle system 1 of the first embodiment except that the energy management ECU 20a is included instead of the energy management ECU 20.

Here, the schematic configuration of the energy management ECU 20a will be described with reference to FIG. The energy management ECU 20a includes an information acquisition unit 201, an outside air temperature acquisition unit 202, a room temperature acquisition unit 203, a stop timing prediction unit 204, a stop time prediction unit 205, and an air conditioning control unit 206a as functional blocks. The energy management ECU 20a is the same as the energy management ECU 20 of the first embodiment, except that the air conditioning control unit 206a is provided instead of the air conditioning control unit 206.

The air-conditioning control unit 206a is the same as the air-conditioning control unit 206 of the first embodiment, except that the control is performed in which the suppression of unnecessary power consumption is prioritized over the suppression of noise when the vehicle is stopped for getting on and off. The control that prioritizes the suppression of unnecessary power consumption is a control that suppresses the change range of the operating amount of the air conditioner 31 such as the rotation speed of the compressor 311, the electric fan 320, and the like, and reduces the operation with poor energy consumption efficiency. In order to suppress unnecessary power consumption, it is sufficient to suppress the change in room temperature due to the inflow of outside air when the entrance / exit door is opened to be smaller, and to reduce the amount of operation of the air conditioner 31 from increasing too much.

Similar to the air conditioning control unit 206, the air conditioning control unit 206a may start temporary overcooling and heating in the air conditioner 31 prior to the stop timing predicted by the vehicle stop timing prediction unit 204. The timing of starting the temporary overcooling and heating may be the same as or different from that of the air conditioning control unit 206. For example, even in the air conditioning control unit 206a, the amount of heat changed by overcooling and heating may be the same as that of the air conditioning control unit 206.

The air-conditioning control unit 206a causes the air-conditioning device 31 to perform temporary over-cooling and heating prior to the stop timing, and does not cause the air-conditioning device 31 to operate at least after the entrance / exit door is opened. In this case, the operation is lowered to be lower than the operation of the air conditioner 31. According to this, at least the noise caused by the operation of the air conditioner 31 after the entrance / exit door is opened can be suppressed as compared with the case where the overcooling / heating is not performed. In the following, the contents not specifically described shall be the same as those of the air conditioning control unit 206.

When the operation of the air conditioner 31 is reduced, the air conditioning control unit 206a causes the operation to be reduced within a range in which the energy consumption efficiency falls within the threshold range with respect to the time of heating and cooling before the temporary overcooling and heating. Is preferable. The threshold range referred to here may be a range excluding inefficient operations, and is a value that can be arbitrarily set. The decrease in the operation of the air conditioner 31 is a decrease as compared with the case where the temporary overcooling and heating are not performed, and in the second embodiment, the air conditioner is not necessarily lower than the start of the temporary overcooling and heating. It does not mean that the operation of 31 is reduced.

The air-conditioning control unit 206a starts the operation of the air-conditioning device 31 to deteriorate when the temporary overcooling and heating is started, at least when the entrance / exit door of the vehicle Ve is opened. Further, when the operation of the air conditioner 31 is reduced, the air conditioning control unit 206a causes the operation to be reduced at least until the entrance / exit door of the vehicle Ve is closed. According to this, it is possible to suppress the high load operation of the air conditioner 31 when the entrance / exit door is opened, as compared with the case where the temporary overcooling / heating is not performed. Therefore, it is possible to suppress wasteful power consumption as compared with the case where temporary overcooling and heating are not performed. The air-conditioning control unit 206a may determine the timing of opening and closing the entrance / exit door of the vehicle Ve by acquiring the signal of the courtesy switch of the entrance / exit door via the body ECU 29.

When the temporary overcooling / heating is started, the air conditioning control unit 206a lowers the operation of the air conditioner 31 after the entrance / exit door is opened as compared with the operation of the air conditioner 31 when the overcooling / heating is not performed. If so, this supercooling / heating may be continued until the vehicle Ve departs from the boarding / alighting position. According to this, even when the operation amount of the air conditioner 31 is reduced, the operation amount is maintained for the amount of continuous supercooling and heating, so that the operation amount of the air conditioner 31 is excessively reduced and the energy consumption efficiency is improved. It becomes possible to prevent it from getting worse. It is not necessary to keep the operating amount of the air conditioner 31 constant and continue the overcooling and heating, and the overcooling and heating may be continued while switching the operating amount step by step.

Here, with reference to FIGS. 11 and 12, two examples of the overcooling and heating and the mode of operation reduction in the second embodiment will be described. In FIGS. 11 and 12, the rotation speed of the compressor 311 will be described as an example of the operation of the air conditioner 31. In FIGS. 11 and 12, the vertical axis represents the rotation speed of the compressor 311 and the horizontal axis represents time. The dotted lines in FIGS. 11 and 12 show the mode of operation of the air conditioner 31 in which temporary overcooling and heating are not performed. The solid lines in FIGS. 11 and 12 show the mode of operation of the air conditioner 31 in the energy management ECU 20a of the present embodiment.

First, the example of FIG. 11 will be described. In the example of FIG. 11, the air-conditioning control unit 206a raises the rotation speed of the compressor 311 more than the previous cooling / heating time and starts supercooling / heating before a predetermined time of the stop timing. It is assumed that the rotation speed of the compressor 311 at the start of supercooling and heating is lower than the rotation speed of the compressor 311 at the time of supercooling and heating in the example of FIG. 6 of the first embodiment.

As shown in FIG. 11, the air conditioning control unit 206a continues supercooling and heating while further increasing the rotation speed of the compressor 311 by one step before the entrance / exit door opens. The air conditioning control unit 206a continues this overcooling and heating until the entrance / exit door is closed. The rotation speed of the compressor 311 during supercooling and heating may also be lower than the rotation speed of the compressor 311 during supercooling and heating in the example of FIG. 6 of the first embodiment. As a result, the deviation between the room temperature and the target temperature due to the inflow of outside air when the entrance / exit door is opened can be suppressed to a particularly small value by continuing supercooling and heating.

In the example of FIG. 11, the limitation of the rotation speed of the compressor 311 as the operation decrease of the air conditioner 31 starts after the entrance / exit door is opened and ends after the entrance / exit door is closed. This makes it possible to suppress noise generated by the operation of the air conditioner 31 at least when the entrance / exit door is opened.

As shown in FIG. 11, the air conditioning control unit 206a continues supercooling and heating while lowering the rotation speed of the compressor 311 by one step even after the entrance / exit door is closed. After the vehicle Ve departs from the boarding / alighting position, the air conditioning control unit 206a returns the rotation speed of the compressor 311 to the rotation speed at the time of heating and cooling before overcooling and heating, and ends the overcooling and heating.

Subsequently, the example of FIG. 12 will be described. In the example of FIG. 12, the air-conditioning control unit 206a raises the rotation speed of the compressor 311 more than the previous cooling / heating time and starts supercooling / heating before a predetermined time of the stop timing. The rotation speed of the compressor 311 at the start of overcooling and heating is lower than the rotation speed of the compressor 311 during overcooling and heating in the example of FIG. 6 of the first embodiment, and the rotation speed of the compressor 311 during overcooling and heating in the example of FIG. It may be higher than the number.

As shown in FIG. 12, the air conditioning control unit 206a finishes overcooling and heating while lowering the rotation speed of the compressor 311 by one step before the entrance / exit door opens. That is, the overcooling and heating before the air conditioning load becomes large is terminated. Even after finishing the supercooling and heating, the air conditioning control unit 206a may continue to keep the rotation speed of the compressor 311 higher than before starting the supercooling and heating until the entrance / exit door is closed. The rotation speed of the compressor 311 in this case is also lower than the rotation speed of the compressor 311 at the time of overcooling and heating in the example of FIG. 6 of the first embodiment. As a result, the deviation between the room temperature and the target temperature due to the inflow of outside air when the entrance / exit door is opened can be suppressed to a particularly small value by continuing supercooling and heating.

In the example of FIG. 12, the limitation of the rotation speed of the compressor 311 as a decrease in the operation of the air conditioner 31 starts before the entrance / exit door opens and ends after the entrance / exit door closes. This makes it possible to suppress noise generated by the operation of the air conditioner 31 at least when the entrance / exit door is opened.

As shown in FIG. 12, the air conditioning control unit 206a raises the rotation speed of the compressor 311 by one step after the entrance / exit door is closed to perform overcooling and heating. After the vehicle Ve departs from the boarding / alighting position, the air conditioning control unit 206a returns the rotation speed of the compressor 311 to the rotation speed at the time of heating and cooling before overcooling and heating, and ends the overcooling and heating.

In any of the embodiments shown in the examples of FIGS. 11 and 12, wasteful power consumption can be suppressed by suppressing the change width of the operating amount of the air conditioner 31 to be smaller. Further, as described above, the deviation between the room temperature and the target temperature when the entrance / exit door is opened can be suppressed to be smaller, and the noise generated by the operation of the air conditioner 31 can be suppressed. As described above, according to the configuration of the second embodiment, it is possible to further suppress the wasteful power consumption while suppressing the noise when the vehicle is stopped for getting on and off and the wasteful power consumption.

(Embodiment 3)
In the first and second embodiments, the mode in which the reduction of noise due to the operation of the air conditioner 31 is prioritized and the mode in which the reduction in power consumption due to the operation of the air conditioner 31 is prioritized have been described, but these modes can be switched. (Hereinafter, Embodiment 3) may be used. Hereinafter, the configuration of the third embodiment will be described. The vehicle system 1 of the third embodiment is the same as the vehicle system 1 of the first embodiment except that the energy management ECU 20b is included instead of the energy management ECU 20.

Here, the schematic configuration of the energy management ECU 20b will be described with reference to FIG. The energy management ECU 20b includes an information acquisition unit 201, an outside air temperature acquisition unit 202, a room temperature acquisition unit 203, a stop timing prediction unit 204, a stop time prediction unit 205, and an air conditioning control unit 206b as functional blocks. The energy management ECU 20b is the same as the energy management ECU 20 of the first embodiment, except that the air conditioning control unit 206b is provided instead of the air conditioning control unit 206.

The air conditioning control unit 206b has both the function of the air conditioning control unit 206 of the first embodiment and the function of the air conditioning control unit 206a of the second embodiment. Further, the air-conditioning control unit 206b includes the mode of overcooling and heating and operation reduction that prioritizes the reduction of noise due to the operation of the air-conditioning device 31 described in the first embodiment, and the power consumption due to the operation of the air-conditioning device 31 described in the second embodiment. It is possible to switch between overcooling and heating that prioritizes reduction and modes of operation reduction. As an example, the mode of heating / cooling and operation reduction may be switched according to the setting from the user via the operation input unit. In addition, the mode of heating / cooling and operation reduction may be switched according to the setting from the user via the communication terminal 21.

According to the configuration of the third embodiment, according to the user's preference, priority is given to the mode of overcooling and heating and operation reduction that prioritizes the reduction of noise due to the operation of the air conditioner 31 and the reduction of power consumption due to the operation of the air conditioner 31. It is possible to switch between overcooling and heating and modes of reduced operation.

(Embodiment 4)
Further, the present invention is not limited to the above-described embodiment, and an electric heater for warming an occupant seated on the seat of the vehicle Ve may be used as an auxiliary (hereinafter, the fourth embodiment). Hereinafter, the configuration of the fourth embodiment will be described. The vehicle system 1 of the fourth embodiment is the same as the vehicle system 1 of the first embodiment except that the vehicle side unit 2c is included instead of the vehicle side unit 2.

Here, an example of the schematic configuration of the vehicle side unit 2c will be described with reference to FIG. As shown in FIG. 14, the vehicle side unit 2c includes an energy management ECU 20, a communication terminal 21, an ADAS (Advanced Driver Assistance Systems) locator 22, a peripheral monitoring sensor 23, a vehicle status sensor 24, an automatic driving ECU 25, a vehicle control ECU 26, and an outside unit. It includes a temperature sensor 27, a room temperature sensor 28, a body ECU 29, an air conditioner ECU 30, an air conditioner 31, a seat ECU 32, a seat heater 33, and a blower 34. The vehicle system 1 of the fourth embodiment is the vehicle system 1 of the first embodiment, except that the energy management ECU 20c is included instead of the energy management ECU 20, and the seat ECU 32, the seat heater 33, and the blower 34 are included. Is similar to.

The seat ECU 32 is an electronic control device that controls the seat heater 33. The seat ECU 32 controls the seat heater 33 and the blower 34 according to the instructions of the energy management ECU 20c.

The seat heater 33 is provided on the seat of the vehicle Ve. The seat heater 33 warms the occupant seated on the seat by heating the seat of the vehicle Ve. The sheet heater 33 is, for example, an electric heater such as a PTC heater, and heats the sheet by utilizing heat generated by an electric current. It is assumed that the seat heater 33 has a higher power factor and lower power consumption than the air conditioner 31.

The blower 34 blows air from the seat of the vehicle Ve to take heat around the occupant seated on the seat and cool the occupant. The blower 34 may be configured to suck in the indoor air of the vehicle Ve and blow out the indoor air from, for example, an outlet. That is, the blower 34 blows air and does not adjust the temperature of the air itself. Therefore, since the blower 34 does not have a mechanism for adjusting the temperature of the air, the operating noise is smaller and the power consumption is lower than that of the air conditioner 31. The outlet of the blower 34 may be provided inside, for example, the breathable skin member of the sheet, and may be configured to blow out indoor air from the inside to the outside of the skin member.

Subsequently, the schematic configuration of the energy management ECU 20c will be described with reference to FIG. The energy management ECU 20c functions as an information acquisition unit 201, an outside air temperature acquisition unit 202, a room temperature acquisition unit 203, a stop timing prediction unit 204, a stop time prediction unit 205, an air conditioning control unit 206, a heater control unit 207, and a blower control unit 208. It is prepared as a block. The energy management ECU 20c is the same as the energy management ECU 20 of the first embodiment except that the heater control unit 207 and the blower control unit 208 are provided.

The heater control unit 207 controls the seat heater 33 by controlling the seat ECU 32. The heater control unit 207 corresponds to the electric heat control unit. In the present embodiment, an example in which the energy management ECU 20c controls the seat heater 33 by controlling the seat ECU 32 is shown, but the present invention is not necessarily limited to this. By integrating the functions of the seat ECU 32 into the energy management ECU 20c, the energy management ECU 20c may be configured to directly control the seat heater 33. Further, by integrating the functions of the air conditioner ECU 30 into the energy management ECU 20c, the energy management ECU 20c may be configured to directly control the air conditioner 31 and the seat heater 33.

The heater control unit 207 raises the temperature at which the seat is heated by the seat heater 33 prior to the stop timing predicted by the stop timing prediction unit 204 at the time of heating in the air conditioning device 31, and after the entrance / exit door is opened. Even when the operation of the air conditioner 31 is reduced, the seat heater 33 continues to heat the seat.

Here, with reference to FIG. 16, an example of the relationship between the mode of overcooling and heating and operation reduction in the air conditioner 31 and the mode of operation of the seat heater 33 in the fourth embodiment will be described. The AC in FIG. 16 shows an aspect of overcooling and heating and operation reduction in the air conditioner 31. It is assumed that the AC of FIG. 16 is the same as that of FIG. SH in FIG. 16 shows the mode of operation of the seat heater 33. In SH of FIG. 16, the vertical axis represents the temperature of the seat heater 33, and the horizontal axis represents the time.

As shown in FIG. 16, the heater control unit 207 starts heating to the target temperature at the same time as the air conditioning control unit 206 starts overcooling and heating before a predetermined time of the stop timing when the air conditioner 31 is heated. do it. The target temperature of the seat heater 33 may be, for example, equal to or higher than the target temperature during heating of the air conditioner 31, and may be set according to the target temperature during heating of the air conditioner 31. For example, the target temperature at the time of heating of the air conditioner 31 may be set higher as the target temperature becomes higher. The heater control unit 207 may be configured to start the operation of the seat heater 33 to start heating before a predetermined time of the stop timing, or from a state in which the heater control unit 207 is continuously heated at a temperature lower than the above-mentioned target temperature. It may be configured to start heating to the above-mentioned target temperature.

Note that the heater control unit 207 is not limited to a configuration in which heating to the target temperature is started before a predetermined time of the stop timing. The heater control unit 207 may be configured to start heating to the target temperature at another timing as long as the seat heater 33 reaches the target temperature before the entrance / exit door is opened. According to this, even when the boarding / alighting door opens and the outside air flows in and the room temperature drops below the target temperature, the seat heater 33 warms the body of the occupant seated on the seat, so that the occupant lowers the room temperature. Makes it harder to feel uncomfortable.

As shown in FIG. 16, the heater control unit 207 continues heating with the seat heater 33 as the target temperature from the opening of the entrance / exit door to the closing of the door. From the viewpoint of suppressing the discomfort of the occupant due to the decrease in room temperature due to the inflow of outside air, the heater control unit 207 preferably continues heating with the seat heater 33 at the target temperature at least until the entrance / exit door is closed. Further, it is more preferable that the heater control unit 207 continues until the room temperature returns to the target temperature of the air conditioner 31 from the viewpoint of further suppressing the discomfort of the occupant due to the decrease in the room temperature due to the inflow of outside air.

The blower control unit 208 controls the blower 34 by controlling the seat ECU 32. In the present embodiment, an example in which the energy management ECU 20c controls the blower 34 by controlling the seat ECU 32 is shown, but the present invention is not necessarily limited to this. By integrating the functions of the seat ECU 32 into the energy management ECU 20c, the energy management ECU 20c may be configured to directly control the blower 34.

The blower control unit 208 causes the blower 34 to blow air from the seat prior to the stop timing predicted by the stop timing prediction unit 204 at the time of cooling of the cooling and heating by the air conditioner 31, and the air conditioner after the entrance / exit door is opened. Even when the operation of 31 is reduced, the air blown from the seat by the blower 34 is continued.

For example, if the blower control unit 208 starts overcooling and heating at the same time as the air conditioner control unit 206 starts overcooling and heating before a predetermined time of the stop timing at the time of cooling the air conditioner 31, the blower from the seat of the blower 34 starts blowing air. Good. The blower control unit 208 may be configured to start the operation of the blower 34 to start cooling before a predetermined time of the stop timing. Further, the blower control unit 208 may be configured to start cooling by increasing the amount of air blown before a predetermined time of the stop timing from the state where the air blown continuously with a lower amount of air is blown.

Note that the blower control unit 208 is not limited to the configuration in which cooling is started before a predetermined time of the stop timing. The blower control unit 208 may be configured to start cooling at another timing as long as cooling is started before the entrance / exit door is opened. According to this, even when the entrance / exit door is opened to allow outside air to flow in and the room temperature rises above the target temperature, the blower 34 cools the body of the occupant seated on the seat. It makes it harder to feel uncomfortable.

From the viewpoint of suppressing the discomfort of the occupants due to the rise in room temperature due to the inflow of outside air, the blower control unit 208 preferably continues blowing air from the seat in the blower 34 at least after the doors are opened and closed. .. Further, the blower control unit 208 is more preferably continued until the room temperature returns to the target temperature of the air conditioner 31 from the viewpoint of further suppressing the discomfort of the occupant due to the rise in the room temperature due to the inflow of outside air.

According to the configuration of the fourth embodiment, as described above, it is possible to further suppress the discomfort of the occupant due to the decrease in room temperature due to the inflow of outside air when the entrance / exit door is opened. Further, the seat heater 33 and the blower 34 have lower power consumption and less operating noise than the air conditioner 31. Therefore, while suppressing power consumption and noise, it is possible to further suppress the discomfort of the occupant due to the decrease in room temperature due to the inflow of outside air when the entrance / exit door is opened.

According to the configuration of the fourth embodiment, by warming the occupant with the seat heater 33, it is possible to suppress the discomfort of the occupant due to the decrease in room temperature due to the inflow of outside air. Therefore, the air-conditioning control unit 206 of the fourth embodiment may increase the degree of deterioration of the operation of the air-conditioning device 31 when the door is opened during heating as compared with the case of the first embodiment. Further, the air-conditioning control unit 206 of the fourth embodiment may make the operating amount of the air-conditioning device 31 when temporarily overcooling and heating the air-conditioning device 31 during heating lower than that of the first embodiment.

Here, the configuration in which the energy management ECU 20c includes both the heater control unit 207 and the blower control unit 208 is shown, but the configuration is not necessarily limited to this. For example, the energy management ECU 20c may be configured to include only one of the heater control unit 207 and the blower control unit 208.

(Embodiment 5)
In the above-described embodiment, the air conditioner 31 has been shown to be capable of both cooling and heating by the heat pump cycle, but the present invention is not necessarily limited to this. For example, the air conditioner 31 may be configured to cool by a heat pump cycle, while the air conditioner air may be heated by the heating device to perform heating. As an example, the heating may be performed by heating the conditioned air with an electric heater including a PTC heater, a heat ray type heater, and the like.

(Embodiment 6)
In the above-described embodiment, the vehicle Ve has been described by taking the case of an autonomous driving vehicle and an electric vehicle as an example, but the description is not necessarily limited to this. For example, the vehicle Ve may be a vehicle that has a switch from automatic driving to manual driving. Further, the vehicle Ve may be a vehicle capable of only manual driving. Further, the vehicle Ve may be a vehicle whose traveling drive source is an internal combustion engine.

When the vehicle Ve is in manual operation, for example, the stop timing prediction unit 204 uses the distance from the vehicle position determined by the ADAS locator 22 to the next boarding / alighting position in the guidance route by the navigation function, and the average of the vehicle Ve. From the vehicle speed and the current time, the estimated time of arrival at the next boarding / alighting position may be calculated as the stop timing. The estimated time of arrival here may also be calculated in consideration of the stop time at the red light, the link travel time, and the like, as described in the first embodiment.

Further, when the vehicle Ve is manually driven, the stop timing prediction unit 204 sets the stop timing from the driver input information that can predict the stop timing and the stop time set by the driver of the vehicle Ve via the operation input unit. Or the stop time prediction unit 205 may predict the stop time. As an example, the planned stop timing and the planned stop time may be set by the driver as driver input information.

The stop timing prediction unit 204 and the stop time prediction unit 205 re-predict the stop timing and stop time based on the changed driver input information each time the driver input information is changed, thereby determining the stop timing and stop time. It may be updated sequentially. According to this, the amount of heat to be changed by the temporary overcooling / heating start timing and the temporary overcooling / heating is sequentially updated according to the stop timing and the stop time to be sequentially updated, so that the more appropriate overcooling / heating is performed at a more appropriate timing. It becomes possible to perform overcooling and heating by the amount. As a result, it is possible to further enhance the effects of reducing noise, reducing passenger discomfort caused by changes in vehicle interior temperature, and suppressing wasteful power consumption.

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

Claims

Used in passenger transport vehicles,
A stop timing prediction unit (204) that predicts the stop timing of the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle, and a stop timing prediction unit (204).
It is provided with an air-conditioning control unit (206, 206a, 206b) that controls an air-conditioning device (31) that performs air-conditioning and heating that adjusts the vehicle interior temperature of the passenger transport vehicle to a target temperature.
At the time of the heating and cooling of the air conditioner, the air conditioning control unit performs overcooling and heating, which is temporary excessive heating and cooling of the air conditioner, prior to the stop timing of the passenger transport vehicle predicted by the stop timing prediction unit. At the same time as starting the operation, at least the operation of the air conditioner after opening the door of the entrance / exit of the passenger transport vehicle is lowered to be lower than the operation of the air conditioner when the overcooling / heating is not performed. Indoor environment control device for vehicles.
The vehicle according to claim 1, wherein the air-conditioning control unit reduces the operation of the air-conditioning device to be lower than the operation of the air-conditioning device at the time of heating and cooling before the overcooling and heating is performed when the operation is lowered. Indoor environment control device for use.
According to claim 1 or 2, the air-conditioning control unit reduces the operation of the air-conditioning device to an operating amount or less that is expected to be an operating noise equal to or less than the background noise of the passenger transport vehicle when the operation is reduced. The vehicle interior environment control device described.
The claim that when the air conditioning control unit temporarily starts the supercooling and heating, the supercooling and heating is terminated and the operation is lowered at the latest before the passenger transport vehicle actually stops at the stop position. The vehicle indoor environment control device according to any one of 1 to 3.
When the air conditioning control unit temporarily starts the overcooling and heating, the overcooling and heating is terminated and the operation reduction is also started at the start of deceleration for the actual stop of the passenger transport vehicle at the stop position. The vehicle indoor environment control device according to claim 4.
The vehicle according to any one of claims 1 to 3, wherein when the air conditioning control unit temporarily starts the supercooling and heating, the supercooling and heating is terminated at the latest before opening the door of the passenger transport vehicle. Indoor environment control device for use.
The vehicle according to any one of claims 1 to 6, wherein the air conditioning control unit performs the operation reduction when the operation is reduced, at least until the passenger transport vehicle departs from the stop position. Indoor environment control device.
The air conditioning control unit is based on information on factors that affect the overcooling / heating parameter, which is at least one of the magnitude of the amount of heat to be changed by the overcooling / heating and the start timing of the overcooling / heating, which are sequentially obtained. The vehicle interior environment control device according to any one of claims 1 to 7, wherein the parameters are sequentially updated to perform the supercooling and heating according to the updated supercooling and heating parameters.
A stop time prediction unit (205) for sequentially predicting the stop time at the stop position is provided as information on factors that affect the magnitude of the amount of heat to be changed by the overcooling and heating.
According to claim 8, when the air conditioning control unit temporarily starts the overcooling / heating, the amount of heat changed by the overcooling / heating is increased as the stop time predicted by the stop time prediction unit becomes longer. The vehicle interior environment control device described.
Whether the overcooling and heating of the air conditioner and the mode of the operation reduction of the air conditioner controlled by the air conditioner control unit prioritize the reduction of noise due to the operation of the air conditioner or the reduction of power consumption due to the operation of the air conditioner. Is set differently in
The air-conditioning control unit has the mode of the overcooling and heating and the operation reduction that prioritizes the reduction of noise due to the operation of the air conditioner, and the overcooling and the operation reduction that prioritizes the reduction of power consumption due to the operation of the air conditioner. The vehicle interior environment control device according to any one of claims 1 to 9, which can switch between modes.
The electric heating control unit (207) provided on the seat of the passenger transport vehicle and controls the electric heater (33) for heating the occupant seated on the seat by heating the seat is provided.
The electric heating control unit raises the temperature at which the sheet is heated by the electric heater prior to the stop timing of the passenger transport vehicle predicted by the stop timing prediction unit during heating of the heating and cooling in the air conditioner. The vehicle interior environment control device according to any one of claims 1 to 10, wherein the heating of the seat by the electric heater is continued even when the operation of the air conditioner is lowered after the door is opened.
A blower control unit (208) provided on the seat of the passenger transport vehicle and controlling a blower (34) for cooling an occupant seated on the seat by blowing air from the seat is provided.
The blower control unit blows air from the blower prior to the stop timing of the passenger transport vehicle predicted by the stop timing prediction unit at the time of cooling of the heating and cooling of the air conditioner, and blows air from the blower of the door. The vehicle interior environment control device according to any one of claims 1 to 11, wherein the air from the blower is continuously blown even when the operation of the air conditioner is lowered after opening.
Used in passenger transport vehicles,
The vehicle interior environment control device (20, 20a, 20b, 20c) according to any one of claims 1 to 12.
An indoor environment control system for a vehicle including an air conditioner (31) that performs air conditioning and heating to match the vehicle interior temperature of the passenger transport vehicle with a target temperature by air conditioning air.
Performed by computer in a passenger transport vehicle,
Predicting the stop timing of the passenger transport vehicle at the stop position for passengers getting on and off the passenger transport vehicle,
By controlling the air conditioner (31) that performs heating and cooling to match the vehicle interior temperature of the passenger transport vehicle with the target temperature by air conditioning air, the passenger transport vehicle is predicted to stop at the time of the heating and cooling of the air conditioner. The overcooling and heating, which is a temporary excessive heating and cooling of the air conditioner, must be started, and at least the operation of the air conditioner after opening the door of the entrance and exit of the passenger transport vehicle must be performed. A vehicle interior environment control method including a step of causing an operation reduction that is lower than the operation of the air conditioner in the case of the above.
Computer,
A stop timing prediction unit (204) that predicts the stop timing of the passenger transport vehicle at a stop position for passengers getting on and off the passenger transport vehicle, and a stop timing prediction unit (204).
By controlling the air conditioner (31) that performs air conditioning and heating to match the vehicle interior temperature of the passenger transport vehicle with the target temperature by the air conditioning air, the passenger transport vehicle is predicted to stop at the time of the air conditioning and heating. The overcooling and heating, which is a temporary excessive heating and cooling of the air conditioner, must be started, and at least the operation of the air conditioner after opening the door of the entrance of the passenger transport vehicle must be performed. A control program that functions as an air conditioner control unit (206, 206a, 206b) that causes an operation reduction that is lower than the operation of the air conditioner when the operation is reduced.