JP7530141B2 - Vehicle and vehicle interior purification device - Google Patents

Description

The present disclosure relates to a vehicle and a vehicle interior purification device.

In vehicles, an interior purification device may be installed on the ceiling of the interior of the vehicle. In such cases, it is desirable for the interior purification device to properly purify the air inside the vehicle.

JP 2007-45185 A JP 2005-233589 A JP 2011-237107 A International Publication No. 2008/018283 JP 2004-314720 A Japanese Patent Application Publication No. 11-5440 JP 2008-84802 A JP 2016-135631 A

The present disclosure provides a vehicle and a vehicle interior purification device capable of appropriately purifying the air in the vehicle interior.

The vehicle according to the present disclosure has a vehicle body, wheels rotatably supported on the vehicle body, and an interior purification device installed on the ceiling of the interior of the vehicle body , the interior purification device having a housing , a first air outlet, a second air outlet, a first air blowing fan, a second air blowing fan , and a predetermined generating device. The first air outlet is provided in the housing. The second air outlet is provided in the housing. The predetermined generating device is provided inside the housing. The first air blowing fan corresponds to the first air outlet and is provided inside the housing. The second air blowing fan corresponds to the second air outlet and is provided inside the housing. The predetermined generating device is a device for airflows sent out from the first air outlet and the second air outlet. The predetermined generating device includes at least one of an electrostatic atomizing device that generates a mist containing charged fine water particles and an ozone/ion generating device that generates ozone and negative ions by corona discharge. The first air outlet and the second air outlet are arranged along the traveling direction of the vehicle. The first air outlet faces the front of the vehicle. The second air outlet faces the rear of the vehicle. The interior purification device is disposed rearward of a center of the interior of the vehicle body in a traveling direction. A first air volume of the first air outlet is greater than a second air volume of the second air outlet.

The vehicle interior purification device disclosed herein can properly purify the air inside the vehicle.

1 is a diagram showing a configuration of a vehicle in which a vehicle interior device according to a first embodiment is installed; 1 is a diagram showing an external configuration of a vehicle interior device according to a first embodiment; FIG. 1 is a diagram showing a configuration of a vehicle interior device according to a first embodiment. FIG. 1 is a block diagram showing a configuration of an in-vehicle device according to a first embodiment. 4 is a flowchart showing an operation of the vehicle interior device according to the first embodiment. 4 is a flowchart showing a vehicle state determination process in the first embodiment. 4 is a flowchart showing a purification process in the first embodiment. 4 is a timing chart showing the operation of the vehicle interior device according to the first embodiment. FIG. 2 is a diagram showing a configuration of an in-vehicle device according to a first modified example of the first embodiment. FIG. 4 is a block diagram showing a configuration of an in-vehicle device according to a first modified example of the first embodiment. FIG. 4 is a block diagram showing a configuration of a light-emitting unit according to a first modified example of the first embodiment. 5 is a flowchart showing an operation of the vehicle interior device according to the first modified example of the first embodiment. 10 is a flowchart showing a minimum air temperature acquisition process in a first modified example of the first embodiment. FIG. 11 is a diagram showing the relationship between the minimum air temperature and the time when the purification unit should be operated in the first modified example of the first embodiment. FIG. 11 is a diagram showing the relationship between the minimum air temperature and the color temperature of light emitted by the light-emitting unit in the first modified example of the first embodiment. 10 is a flowchart showing a lighting control process in a first modified example of the first embodiment. FIG. 11 is a block diagram showing a configuration of a light-emitting unit in a second modified example of the first embodiment. 10 is a flowchart showing a minimum air temperature acquisition process in a second modified example of the first embodiment. FIG. 11 is a diagram showing the relationship between the minimum air temperature and the time when the purification unit should be operated in the second modified example of the first embodiment. FIG. 11 is a diagram showing the relationship between the minimum air temperature and the color temperature of light emitted by the light-emitting unit in the second modified example of the first embodiment. FIG. 13 is a diagram showing the relationship between the minimum air temperature and the color temperature of light emitted by the light-emitting unit in the third modified example of the first embodiment. FIG. 13 is a diagram showing the relationship between the minimum air temperature and the color temperature of light emitted by the light-emitting unit in the fourth modified example of the first embodiment. 13 is a diagram showing an installation sequence of an in-vehicle device according to a fifth modified example of the first embodiment. FIG. 13A and 13B are diagrams illustrating a structure of a locking portion of the vehicle interior device in a fifth modified example of the first embodiment. FIG. 13 is a diagram showing the configuration of a vehicle in which a vehicle interior device according to a second embodiment is installed. FIG. 13 is a diagram showing a configuration of a vehicle interior device according to a second embodiment. FIG. 11 is a block diagram showing a configuration of an in-vehicle device according to a second embodiment. 13 is a diagram showing a configuration example of an air intake port, a predetermined generating device, a first air outlet, and a second air outlet in a second embodiment. FIG. 13A and 13B are diagrams showing other configuration examples of the intake port, the predetermined generating device, the first outlet, and the second outlet in the second embodiment. FIG. 13 is a diagram showing yet another configuration example of the air intake, the predetermined generating device, the first air outlet, and the second air outlet in the second embodiment. FIG. 11 is a diagram showing settings of the rotation speed of a blower fan according to the second embodiment. FIG. 11 is a diagram showing the configuration of an operation unit according to a second embodiment. 13A to 13C are diagrams illustrating an operation of a blower fan according to the second embodiment. 10 is a flowchart showing a purification process according to a second embodiment. FIG. 11 is a diagram showing an air flow in a vehicle cabin in a second embodiment. FIG. 11 is a diagram showing a distribution of predetermined particles in a vehicle interior in a second embodiment. FIG. 11 is a diagram showing settings of the rotation speed of a blower fan in a modified example of the second embodiment. FIG. 13 is a diagram showing a configuration of an operation unit in a modified example of the second embodiment. 13 is a diagram showing the blowing air volume of a first blower fan and the blowing air volume of a second blower fan in a modified example of the second embodiment. FIG. 13 is a diagram showing the blowing air volume of a first blower fan and the blowing air volume of a second blower fan in a modified example of the second embodiment. FIG. 13 is a diagram showing the blowing air volume of a first blower fan and the blowing air volume of a second blower fan in a modified example of the second embodiment. FIG.

Below, an embodiment of an in-vehicle device according to the present disclosure will be described with reference to the drawings.

First Embodiment
The vehicle interior device according to the first embodiment can be installed on the ceiling of the vehicle interior, and is designed to appropriately purify the air in the vehicle interior and to appropriately illuminate the vehicle interior.

Figure 1 is a diagram showing the configuration of a vehicle 1 in which an in-vehicle device 100 is installed. The in-vehicle device 100 can be installed on the ceiling of the interior of the vehicle 1 as shown in Figure 1, as a retrofit, in place of an existing device (e.g., a room lamp) that has already been installed. In the following, the traveling direction of the vehicle 1 is defined as the X direction, the vehicle width direction is defined as the Y direction, and the direction perpendicular to the X direction and the Y direction is defined as the Z direction.

The vehicle 1 has a vehicle control device 5, a number of wheels 2-1 to 2-4, a vehicle body 3, doors 8-1, 8-2, door switches 7-1, 7-2, a battery 4, an air conditioning device 9, and an in-vehicle device 100.

The vehicle control device 5 is capable of comprehensively monitoring and controlling each part of the vehicle 1.

Each of the wheels 2-1 to 2-4 can rotate around the Y axis. Wheels 2-3 and 2-4 are arranged on the -X side of the wheels 2-1 and 2-2, and +X side axles and -X side axles (not shown) are arranged accordingly. The wheels 2-1 and 2-2 are respectively connected to the +Y side and -Y side ends of the +X side axle extending in the Y direction. The wheels 2-3 and 2-4 are respectively connected to the +Y side and -Y side ends of the -X side axle extending in the Y direction. In FIG. 1, a configuration in which the vehicle 1 has four wheels 2 is illustrated, but the number of wheels 2 may be three or less, or five or more.

The car body 3 rotatably supports the axles, and the wheels 2-1 to 2-4 are coupled to the axles. The car body 3 can move in the X direction by the rotation of the wheels 2-1, 2-2 and the wheels 2-3, 2-4. The car body 3 constitutes the passenger compartment 6. The passenger compartment 6 can also be referred to as the interior of the vehicle 1. The car body 3 has a roof portion 3a. The roof portion 3a extends in the XY direction and covers the passenger compartment 6 from the +Z side. The roof portion 3a has a +Z side surface as an outer surface and a -Z side surface as an inner surface. The -Z side surface of the roof portion 3a constitutes the ceiling 6a of the passenger compartment 6. The ceiling 6a is also called a roof lining. The ceiling 6a extends in the XY direction. The ceiling 6a is covered with an insulating sheet 6a1 as an interior. Therefore, the car body 3 can be connected to the passenger compartment device 100 via a ground voltage line L2 (see FIGS. 3 and 4). In a state where the vehicle body 3 is connected to the vehicle interior device 100 via the ground voltage line L2, the vehicle body 3 can supply a ground voltage _VGND to the vehicle interior device 100. In addition, the vehicle body 3 has openings 3b-1 and 3b-2 on the +Y side and the −Y side, respectively, through which the occupant P can pass.

Doors 8-1 and 8-2 are installed so as to be openable and closable on the +Y and -Y sides, respectively, of the vehicle body 3. Door 8-1 is installed so as to be openable and closable on the +X side edge of the opening 3b on the +Y side. Door 8-2 is installed so as to be openable and closable on the +X side edge of the opening 3b on the -Y side.

When the door 8 is in a closed state, it can substantially close the opening 3b, and the vehicle interior 6 can be substantially sealed off from the outside world. When the door 8 is in an open state, it can open the opening 3b, and the vehicle interior 6 can be opened to the outside world.

Door switches 7-1 and 7-2 correspond to doors 8-1 and 8-2, respectively. Door switch 7-1 may be installed near the grip of door 8-1 on the +Y side. Door switch 7-2 may be installed near the grip of door 8-2 on the -Y side.

Each door switch 7-1, 7-2 detects the open/closed state of the corresponding door 8 and outputs a door open/close signal D _OOR . For example, the door switch 7 can be connected to the vehicle interior device 100 via a door open/close signal line L3 (see Figs. 3 and 4). In a state connected to the vehicle interior device 100 via the door open/close signal line L3, the door switch 7 outputs the door open/close signal D _OOR to the vehicle interior device 100. The door open/close signal D _OOR may, for example, indicate "open" at an H level (or value "1") and indicate "close" at an L level (or value "0"). The door open/close signal line L3 may be a logical sum of the door open/close signals D _OOR of the multiple door switches 7-1, 7-2. If at least one of the door open/close signals D _OOR of the multiple door switches 7-1, 7-2 is an H level (or value "1"), an H level (or value "1") may appear on the door open/close signal line L3. On the door opening/closing signal line L3, if both of the door opening/closing signals _DOOR of the door switches 7-1, 7-2 are at the L level (or the value "0"), the L level (or the value "0") may appear.

When the door switch 7-1 detects that the door 8-1 is in an open state, it outputs a door opening/closing signal _DOOR indicating "open" to the vehicle control device 5 and the vehicle interior device 100. When the door switch 7-1 detects that the door 8-1 is in a closed state, it outputs a door opening/closing signal _DOOR indicating "closed" to the vehicle control device 5 and the vehicle interior device 100. Similarly, when the door switch 7-2 detects that the door 8-2 is in an open state, it outputs a door opening/closing signal _DOOR indicating "open" to the vehicle control device 5 and the vehicle interior device 100. When the door switch 7-2 detects that the door 8-2 is in a closed state, it outputs a door opening/closing signal _DOOR indicating "closed" to the vehicle control device 5 and the vehicle interior device 100.

The battery 4 is disposed in the vehicle body 3. The battery 4 can be charged with power. The battery 4 can be charged when the vehicle 1 is traveling. The battery 4 can be discharged when the vehicle 1 is not traveling (e.g., parked). The battery 4 can be connected to electrical components in the vehicle 1 and can supply power to the electrical components. For example, the battery 4 can be connected to the in-vehicle device 100 via a +B voltage line L1 (see Figs. 3 and 4). When connected to the in-vehicle device 100 via the +B voltage line L1, the battery 4 can supply a +B voltage V _+B to the in-vehicle device 100.

The air conditioning device 9 is disposed within the vehicle body 3. The air conditioning device 9 has an intake port and an outlet port each connected to the vehicle compartment 6. This allows the air conditioning device 9 to draw in air from the vehicle compartment 6 through the intake port, perform a predetermined air conditioning process on the drawn-in air, and blow the treated air out of the outlet port into the vehicle compartment 6. This allows the air in the vehicle compartment 6 to be conditioned. The air conditioning device 9 is operated when the vehicle 1 is in use, and can be stopped when the vehicle 1 is parked.

The vehicle interior device 100 can be installed on the ceiling 6a of the vehicle interior 6 as an add-on. FIG. 1 illustrates an example in which the vehicle interior device 100 is installed on the ceiling 6a of the vehicle interior 6. The vehicle interior device 100 has an air purification function and a lighting function. The vehicle interior device 100 is connected to the battery 4 while installed on the ceiling 6a of the vehicle interior 6, and can be supplied with power from the battery 4. The vehicle interior device 100 is disposed at any position on the ceiling 6a of the vehicle interior 6 where the air purification function and lighting function can be realized. FIG. 1 illustrates an example in which the vehicle interior device 100 is installed near the center of the ceiling 6a of the vehicle interior 6 in the XY direction.

Figure 2 is a diagram showing the external configuration of the in-vehicle device 100. The in-vehicle device 100 may have any shape capable of realizing the air purification function and the lighting function, but as shown in Figure 2, it may have a shape that is flat in the XY direction.

By having a flat shape in the XY direction, as shown by the two-dot chain lines in Figures 1 and 2, for example, it is possible to form an airflow that is blown out from the in-vehicle device 100 in roughly the -Z direction, circulates inside the vehicle interior 6, and returns to the in-vehicle device 100 in the XY direction along the ceiling 6a, thereby effectively purifying the air inside the vehicle interior 6. In addition, the in-vehicle device 100 can provide illumination in the -Z direction and in a direction inclined thereto, thereby effectively illuminating the vehicle interior 6. In addition, the contact area can be easily secured when installing the in-vehicle device 100 on the ceiling 6a of the vehicle interior 6, and the installation strength of the in-vehicle device 100 can be easily secured.

The vehicle interior device 100 has a housing 13, an optical member 20, an operation unit 18, and an operation unit 19. The housing 13 may have a shape such as an approximately rectangular column, an approximately circular cylinder, or an approximately truncated cone with an axis along the Z direction and an open -Z side. In FIG. 2, the housing 13 is exemplified by a configuration having an approximately truncated cone shape with an open -Z side. The housing 13 has an opening on the -Z side. The optical member 20 has an XY plane shape (for example, an approximately disk shape) corresponding to the opening on the -Z side of the housing 13, and almost closes the opening on the -Z side of the housing 13. The edge on the -Z side of the housing 13 may cover the vicinity of the edge on the +Z side of the optical member 20 while being spaced apart, and may be connected slightly inward in the XY direction from the edge on the +Z side. The housing 13 may be formed of a light-shielding material. The optical member 20 may be formed of a light-transmitting material.

The operation unit 18 is disposed at an operable position on the housing 13, and a part of its configuration is exposed. The operation unit 18 can receive instructions to turn the air purification function on and off. For example, the operation unit 18 has a button 18a, and the button 18a is disposed near the edge of the housing 13 on the -Z side. The operation unit 18 may be disposed at a position adjacent to the operation unit 19 in the circumferential direction on the edge of the housing 13 on the -Z side.

The operation unit 19 is disposed at an operable position on the housing 13, and a part of its configuration is exposed. The operation unit 19 can receive instructions to turn the lighting function on and off. For example, the operation unit 19 has a button 19a, and the button 19a is disposed near the edge of the housing 13 on the -Z side. The operation unit 19 may be disposed at a position adjacent to the operation unit 18 in the circumferential direction on the edge of the housing 13 on the -Z side.

Figure 3 is an XZ cross-sectional view showing the configuration of the in-vehicle device 100. Figure 4 is a block diagram showing the configuration of the in-vehicle device 100. In Figure 3, the hardware configuration of the in-vehicle device 100 is shown typically, and the size and position of each component in the XZ cross-section may differ from the actual ones. Cross-sections in other directions (e.g., YZ cross-sections) are similar to the XZ cross-section. Figure 4 shows the functional configuration of the in-vehicle device 100.

As shown in Figs. 3 and 4, the vehicle interior device 100 further includes terminals TM1, TM2, and TM3, an input unit 11, a power supply unit 12, a purification unit 14, a light-emitting unit 15, a light-emitting unit 16, and a control circuit 17. In the vehicle interior device 100, the air purification function is mainly realized by the purification unit 14. The lighting function is mainly realized by the light-emitting unit 15.

The terminal TM1 is connected to the power supply unit 12 and can be connected to the battery 4 via the terminal TM11 and the +B voltage line L1. The terminal TM1 protrudes from the base part BS to the +Z side. The base part BS is arranged on the +Z side surface of the housing 13 and is a part that protrudes in a pedestal shape from the +Z side surface of the housing 13. The base part BS may be fixed to the +Z side surface of the housing 13. The terminal TM11 is arranged at a position corresponding to the terminal TM1 in the socket SC and has a shape corresponding to the terminal TM1. The terminal TM11 may have a shape that can be fitted into the terminal TM1. As a result, when the socket SC is attached to the base part BS, the terminal TM1 fits into the terminal TM11, and the terminal TM1 can be connected to the battery 4 via the terminal TM11 and the +B voltage line L1.

The terminal TM2 is connected to the power supply unit 12, and can be connected to the vehicle body 3 via the terminal TM12 and the ground voltage line L2. The terminal TM2 protrudes to the +Z side from a base portion BS arranged on the +Z side surface of the housing 13. The terminal TM12 is arranged at a position corresponding to the terminal TM2 in the socket SC, and has a shape corresponding to the terminal TM2. The terminal TM12 may have a shape that can be fitted into the terminal TM2. In this way, when the socket SC is attached to the base portion BS, the terminal TM2 fits into the terminal TM12, and the terminal TM2 can be connected to the vehicle body 3 via the terminal TM12 and the ground voltage line L2.

Terminal TM3 is connected to the input unit 11, and can be connected to the door switches 7-1, 7-2 via terminal TM13 and the door opening/closing signal line L3. Terminal TM13 protrudes to the +Z side from a base portion BS arranged on the +Z side surface of the housing 13. Terminal TM13 is arranged at a position corresponding to terminal TM3 in the socket SC, and has a shape corresponding to terminal TM3. Terminal TM13 may have a shape that can be fitted into terminal TM3. Thereby, when the socket SC is attached to the base portion BS, terminal TM3 fits into terminal TM13, and terminal TM3 can be connected to the door switch 7 via terminal TM13 and the door opening/closing signal line L3.

The +B voltage line L1, the ground voltage line L2, and the door opening/closing signal line L3 can be insulated and implemented as a cable CB at the portions that extend outward from the socket SC.

The input unit 11 is connected to the control circuit 17, and the door opening/closing signal line L3 can be connected thereto via terminals TM3 and TM13. In a state in which the door opening/closing signal line L3 is connected via the terminals TM3 and TM13, the input unit 11 inputs the door opening/closing signal _DOOR transmitted via the door opening/closing signal line L3 to the control circuit 17. The input unit 11 may include a line connected between the terminal TM3 and the control circuit 17, and may further include an element for adjusting potential (e.g., a resistive element) in addition to the line.

The power supply unit 12 is installed inside the housing 13. The power supply unit 12 is connected to the control circuit 17, the light emitting unit 15, the light emitting unit 16, the blower fan 14a, and the predetermined generator 14b, and the +B voltage line L1 can be connected via terminals TM1 and TM11, and the ground voltage line L2 can be connected via terminals TM2 and TM12. In a state in which the +B voltage line L1 is connected via terminals TM1 and TM11 and the ground voltage line L2 is connected via terminals TM2 and TM12, the power supply unit 12 supplies power based on the difference between the potential V _+B of the +B voltage line L1 and the potential _VGND of the ground voltage line L2 to each of the control circuit 17, the light emitting unit 15, the light emitting unit 16, the blower fan 14a, and the predetermined generator 14b. For example, the power supply unit 12 may supply the +B voltage V _+B transmitted via the +B voltage line L1 and the ground voltage _VGND transmitted via the ground voltage line L2 to the control circuit 17, the light-emitting unit 15, the light-emitting unit 16, the blower fan 14a, and the predetermined generator 14b, respectively. Alternatively, the power supply unit 12 may generate a differential voltage ΔV=V ₊ B- _VGND of the +B voltage V _+B with respect to the ground voltage _VGND , and supply it to the control circuit 17, the light-emitting unit 15, the light-emitting unit 16, the blower fan 14a, and the predetermined generator 14b, respectively.

The purification unit 14 is installed inside the housing 13. The purification unit 14 draws in air from the vehicle interior 6, purifies the drawn-in air, and blows the purified air into the vehicle interior 6. The purification unit 14 has a blower fan 14a, a predetermined generator 14b, an air passage 14d, and an air passage 14e. The blower fan 14a is installed inside the housing 13. The predetermined generator 14b is installed inside the housing 13. The suction port of the blower fan 14a is connected to the suction port 13a via the air passage 14d. The suction port 13a is provided near the edge of the +Z side of the housing 13. The suction port 13a may be provided at multiple locations at a predetermined interval in the circumferential direction on the edge of the +Z side of the housing 13 (see FIG. 2). The blower fan 14a has an outlet connected to the air inlet of the predetermined generator 14b via the air passage 14e. The discharge port of a given generator 14b is connected to the air outlet 13b. The air outlet 13b is provided near the edge of the -Z side of the housing 13. The air outlet 13b is an outlet for the airflow sent out by the blower fan 14a. The air outlets 13b may be provided at a plurality of locations at a predetermined interval in the circumferential direction on the edge of the -Z side of the housing 13 (see FIG. 2). Alternatively, the air outlets 13b may be arranged on the edge of the -Z side of the housing 13 along the traveling direction of the vehicle 1, or may be arranged on the +X side and -X side of the housing 13, respectively.

The blower fan 14a has a drive circuit, a fan motor, and a fan. The drive circuit receives a differential voltage ΔV from the power supply unit 12, and a control signal (e.g., a PWM control signal) from the control circuit 17. The drive circuit converts the differential voltage ΔV into power in response to the control signal to generate a drive signal, and supplies the drive signal to the fan motor. The fan motor has its shaft connected to the fan, and rotates the shaft at a rotation speed according to the drive signal. The fan rotates at that rotation speed in response.

The blower fan 14a has at least a first strength blowing mode and a second strength blowing mode. The second strength is stronger than the first strength. The blower fan 14a can achieve the first strength blowing mode by rotating at a first rotation speed, and can achieve the second strength blowing mode by rotating at a second rotation speed. The second rotation speed is faster than the first rotation speed.

The specified generator 14b can discharge electricity in the air based on the power supplied from the power supply unit 12, and charge the air. The specified generator 14b can generate at least one of positive ions and negative ions for the airflow sent out by the blower fan 14a, and include the ions in the air.

The specified generator 14b may include at least one of an electrostatic atomizer 14b1 and an ozone/ion generator 14b2.

The electrostatic atomizer 14b1 generates predetermined particles and adds the predetermined particles to the airflow sent out by the blower fan 14a. The predetermined particles may be a mist containing charged fine water particles. The charged fine water particles may contain at least one of positive ions and negative ions. The electrostatic atomizer 14b1 cools the airflow sent out by the blower fan 14a, condenses the water, and discharges it to generate moisture, generating a mist of charged fine water particles containing charged particles, which can be contained in the air.

The ozone/ion generator 14b2 generates predetermined particles by corona discharge and adds the predetermined particles to the airflow sent out by the blower fan 14a. The predetermined particles may be ozone and negative ions. The ozone/ion generator 14b2 oxidizes oxygen molecules in the airflow sent out by the blower fan 14a to generate ozone, and generates negative ions by discharge, so that the ozone and negative ions can be contained in the air.

The operation unit 18 has a detection unit 18b in addition to the button 18a. The detection unit 18b can detect the operation of the button 18a (e.g., pressing operation, touch operation). When the detection unit 18b detects the operation of the button 18a, it transmits an operation signal to the control circuit 17. The control circuit 17 may manage the on/off state of the air purification function (i.e., the active/inactive state of the purification unit 14). The in-vehicle device 100 changes at least one of the operation of the blower fan 14a and the operation of a predetermined generator 14b (electrostatic atomization unit 14b1) by operating the operation unit 18.

For example, when the air purification function is off, the control circuit 17 receives an instruction to turn on the air purification function by receiving an operation signal from the button 18a, and transitions the purification unit 14 from an inactive state to an active state. When the purification unit 14 is in the active state, the control circuit 17 can control the blower fan 14a and the specified generator 14b.

In response to the control of the control circuit 17, the blower fan 14a rotates at a rotation speed according to the control based on the power supplied from the power supply unit 12, and sends out the air drawn from the vehicle compartment 6 through the suction port 13a and the ventilation passage 14d to the specified generator 14b via the ventilation passage 14e. In response to the control of the control circuit 17, the specified generator 14b performs a discharge operation in the air based on the power supplied from the power supply unit 12, charging the air. As a result, the specified generator 14b generates specified particles in the airflow sent out by the blower fan 14a and includes them in the air. The specified generator 14b sends out the air containing the generated specified particles from the outlet 13b to the vehicle compartment 6.

When the air purification function is on, the control circuit 17 receives an instruction to turn off the air purification function by receiving an operation signal from the button 18a, and transitions the purification unit 14 from an active state to an inactive state. In response to the purification unit 14 transitioning to an inactive state, the blower fan 14a and the specified generator 14b each stop.

The light-emitting unit 15 is installed in the housing 13. The light-emitting unit 15 is, for example, a room lamp, and emits light based on the power supplied from the power supply unit 12 to illuminate the vehicle interior 6 through the optical member 20. The light-emitting unit 15 is capable of emitting light at a first light-emitting intensity. The light-emitting unit 15 has a first number of LEDs (Light Emission Diodes) corresponding to the first light-emitting intensity. The light-emitting unit 15 is capable of emitting light at the first light-emitting intensity by turning on the first number of LEDs.

The operation unit 19 has a detection unit 19b in addition to the button 19a. The detection unit 19b can detect the operation of the button 19a (e.g., pressing operation, touch operation). When the detection unit 19b detects the operation of the button 19a, it transmits an operation signal to the control circuit 17. The control circuit 17 may manage the on/off state of the lighting function (i.e., the active/inactive state of the light-emitting unit 15). The in-vehicle device 100 changes the light emission of the light-emitting unit 15 by the operation of the operation unit 19.

For example, when the lighting function is off, the control circuit 17 receives an instruction to turn on the lighting function by receiving an operation signal from the button 19a, and transitions the light-emitting unit 15 from an inactive state to an active state. When the light-emitting unit 15 is in the active state, the control circuit 17 can control the light-emitting unit 15.

In response to the control of the control circuit 17, the light-emitting unit 15 converts the difference voltage ΔV=V ₊ B- _VGND between the +B voltage V _+B supplied from the power supply unit 12 and the ground voltage _VGND into a predetermined voltage, and causes a current to flow in the forward direction through the first number of LEDs to emit light. This causes the light-emitting unit 15 to emit light with a first emission intensity, and the vehicle interior 6 can be illuminated.

When the lighting function is on, the control circuit 17 receives an instruction to turn off the lighting function by receiving an operation signal from the button 19a, and transitions the light-emitting unit 15 from an active state to an inactive state. In response to the transition of the light-emitting unit 15 to the inactive state, the light-emitting unit 15 stops emitting light.

The light-emitting unit 15 may have a door-linked mode and a continuous mode as light-emitting modes. The operation unit 19 can detect other operations of the button 19a (e.g., a long press operation) as an instruction to switch the light-emitting mode. When the detection unit 19b detects other operations of the button 19a, it transmits other operation signals to the control circuit 17. The control circuit 17 may manage the light-emitting mode of the light-emitting unit 15 (i.e., the door-linked mode, the continuous mode). The in-vehicle device 100 changes the light-emitting mode of the light-emitting unit 15 by operating the operation unit 19.

For example, in response to the transition of the light-emitting unit 15 to the active state, the control circuit 17 sets the light-emitting mode of the light-emitting unit 15 to the door-linked mode. Alternatively, when the light-emitting mode is the continuous mode, the control circuit 17 receives an instruction to switch the light-emitting mode by receiving another operation signal from the button 19a, and transitions the light-emitting mode of the light-emitting unit 15 from the continuous mode to the door-linked mode. In the door-linked mode, when the door opening/closing signal _DOOR indicates open, the control circuit 17 may cause the light-emitting unit 15 to emit light continuously, and then turn it off so that the light emission intensity gradually decreases over a time _tr1 from the timing when the door opening/closing signal _DOOR changes from open to closed.

Alternatively, when the light-emitting mode is the door-linked mode, the control circuit 17 receives another operation signal from the button 19a to receive an instruction to switch the light-emitting mode, and transitions the light-emitting mode of the light-emitting unit 15 from the door-linked mode to the continuous mode. In the continuous mode, the control circuit 17 may cause the light-emitting unit 15 to emit light continuously, regardless of the door opening/closing signal _DOOR .

The light-emitting unit 16 is installed in the housing 13. The light-emitting unit 16 is, for example, a purification display lamp that emits light based on the power supplied from the power supply unit 12 and notifies the user through the optical member 20 that the purification unit 14 is operating. The light-emitting unit 16 is capable of emitting light at a second emission intensity. The second emission intensity is smaller than the first emission intensity. The light-emitting unit 16 has a second number of LEDs corresponding to the second emission intensity. The second number is smaller than the first number. The light-emitting unit 16 is capable of emitting light at the second emission intensity by turning on the second number of LEDs.

The control circuit 17 is installed inside the housing 13. The control circuit 17 controls each part of the vehicle interior device 100. The control circuit 17 may be implemented as an ECU (Engineering Control Unit). The control circuit 17 has a memory 17a and a timer 17b.

For example, the control circuit 17 may control the light-emitting unit 15 in response to the door opening/closing signal _DOOR input via the input unit 11. When the signal _DOOR of the door opening/closing signal line L3 is open, the control circuit 17 controls the light-emitting unit 15 to emit light at a predetermined color temperature. As a result, the light-emitting unit 15 emits light at the predetermined color temperature. When the signal _DOOR of the door opening/closing signal line L3 is closed, the control circuit 17 controls the light-emitting unit 15 to stop. As a result, the light-emitting unit 15 does not emit light.

When the potential difference ΔV of the +B voltage line L1 with respect to the potential V _GND of the ground voltage line L2 is greater than the threshold voltage Vth1 and the door opening/closing signal _DOOR indicates a closed state, the control circuit 17 controls the blower fan 14a to operate in the first strength blowing mode. As a result, the blower fan 14a enters the first strength blowing mode, and rotates the fan at a first rotation speed in the first strength blowing mode. When the door opening/closing signal _DOOR indicates an open state and then a closed state, and within a time _td thereafter, the potential difference ΔV of the +B voltage line L1 with respect to the potential V _GND of the ground voltage line L2 is smaller than the threshold voltage Vth1 and is greater than the threshold voltage Vth2, and the door opening/closing signal _DOOR indicates a closed state, the control circuit 17 controls the blower fan 14a to operate in the second strength blowing mode. The threshold voltage Vth2 is smaller than the threshold voltage Vth1. The second strength is stronger than the first strength. As a result, the blower fan 14a enters a second strength blowing mode, and rotates at a second rotation speed in the second strength blowing mode. The second rotation speed is faster than the first rotation speed. The control circuit 17 controls the blower fan 14a to stop when the potential difference ΔV of the +B voltage line L1 with respect to the potential V _GND of the ground voltage line L2 becomes smaller than the threshold voltage Vth2 and when the door opening/closing signal _DOOR indicates a closed state. As a result, the blower fan 14a stops.

That is, the purification unit 14 is operated from when the vehicle 1 is in use to when it is parked. When the potential difference ΔV is stable at a level greater than the threshold voltage Vth1, it is considered that the vehicle 1 is in use. When the vehicle 1 is in use (for example, when the vehicle 1 is running), the predetermined particles (for example, charged water particles containing ions) are diffused by the wind of the air conditioner 9, so the control circuit 17 operates the blower fan 14a in a relatively weak first strength blowing mode. When the potential difference ΔV is stable at a level less than the threshold voltage Vth1, it is considered that the vehicle 1 is parked. When the vehicle 1 is stopped, the air conditioner 9 is often not operated. For this reason, the control circuit 17 operates the blower fan 14a in a stronger second strength blowing mode. This allows the predetermined particles (for example, charged water particles containing ions, or ozone and negative ions) to spread throughout the passenger compartment 6, and the passenger compartment 6 can be effectively purified.

The control circuit 17 may control the purification unit 14 and the light-emitting unit 16 in response to the door opening/closing signal _DOOR input via the input unit 11. When the door opening/closing signal _DOOR indicates open and then close, and within a time _td , the potential difference ΔV of the +B voltage line L1 with respect to the potential _VGND of the ground voltage line L2 becomes smaller than the threshold voltage Vth1, and when the door opening/closing signal _DOOR indicates close, the control circuit 17 controls the purification unit 14 and the light-emitting unit 16 as follows. The control circuit 17 controls the light-emitting unit 16 to emit light for a time t _lamp , and controls the purification unit 14 to operate for a time t _w . The time t _w is longer than the time t _lamp . As a result, the light-emitting unit 16 emits light for a time t _lamp , the blower fan 14a operates for a time t _w , and the predetermined generator 14 generates the predetermined particles for a time t _w . For example, since it is sufficient that the light emitting unit 16 is emitting light when the occupant P gets off and leaves the vehicle 1, the time t _lamp during which the light emitting unit 16 emits light can be made shorter than the time _tw during which the purification unit 14 operates. This makes it possible to inform the occupant P of the operation of the purification unit 14, and to reduce the power consumption of the in-vehicle device 100.

The control circuit 17 may control the light emitting unit 15 and the light emitting unit 16 in response to the door opening/closing signal _DOOR input via the input unit 11. For example, assume that the light emitting mode of the light emitting unit 15 is switched to the door interlocking mode. At this time, when the door opening/closing signal _DOOR indicates open, then indicates close, and within a time _td , the potential difference ΔV of the +B voltage line L1 with respect to the potential _VGND of the ground voltage line L2 becomes smaller than the threshold voltage Vth1, and when the door opening/closing signal _DOOR indicates close, the control circuit 17 subsequently controls the light emitting unit 15 and the light emitting unit 16 as follows. The control circuit 17 controls the light emitting unit 15 to emit light for a time _tr1 , and controls the light emitting unit 16 to emit light for a time _tlamp . The time _tr1 is shorter than the time _tlamp . As a result, the light emitting unit 15 stops emitting light before the light emitting unit 16 stops emitting light.

That is, the light-emitting unit 16 for the purification display is set to emit light until after the light-emitting unit 15 for illumination has emitted light. Since the light-emitting unit 15 has a stronger emission intensity than the light-emitting unit 16, even if the light-emitting unit 16 emits light while the light-emitting unit 15 is emitting light, it is difficult to recognize the emission of the light-emitting unit 16 when viewing the state inside the passenger compartment 6 from outside the vehicle 1. When the light-emitting mode of the light-emitting unit 15 is switched to the door-linked mode, the light-emitting unit 16 continues to emit light at least until after the light-emitting unit 15 for door-linked operation has stopped emitting light, thereby ensuring that the occupant P who gets off the vehicle 1 can recognize the emission of the light-emitting unit 16 for the purification display.

5 is a flowchart showing the operation of the vehicle interior device 100. When the operation units 18 and 19 are operated, the control circuit 17 in the vehicle interior device 100 acquires an operation signal from the operation units 18 and 19 (S1). When the doors 8-1 and 8-2 are opened or closed, the control circuit 17 acquires a door opening/closing signal _DOOR from the door switches 7-1 and 7-2 (S2). Note that S1 and S2 may be performed in parallel.

The vehicle interior device 100 performs a vehicle state determination process to determine the state of the vehicle 1 (S3). For example, the vehicle interior device 100 is installed on the ceiling 6a in place of an existing device (e.g., a room lamp) already installed on the ceiling 6a. This allows for smart installation, such as a state where the wiring is not exposed. However, wiring for operating the existing device (room lamp), such as the +B power line L1, the door opening/closing signal line L3, and the ground voltage line L2, extends to the installation portion of the existing device on the roof part 3a of the vehicle body 3. For this reason, the control circuit 17 determines the vehicle state (e.g., in use, parked) from the +B voltage V _+B transmitted by the +B power line L1. The details of the vehicle state determination process (S3) will be described later.

The vehicle interior device 100 performs a purification process to purify the air in the vehicle interior 6 (S4). For example, the purification unit 14 can purify the vehicle interior 6 by diffusing and reaching the generated predetermined particles (e.g., charged fine water particles) to various places in the vehicle interior 6. Since the air conditioner 9 operates while the vehicle 1 is in use, the blower fan 14a can diffuse the predetermined particles to various places in the vehicle interior 6 even when operated in a relatively weak first strength blowing mode. On the other hand, since the air conditioner 9 often does not operate while the vehicle 1 is parked, the blower fan 14a is operated in a relatively strong second strength blowing mode to diffuse the predetermined particles. At this time, the control circuit 17 controls the light emitting unit 16 to operate and display to the occupant P (user) that the purification unit 14 is being operated while the vehicle 1 is parked. This allows the user to visually experience that purification is being performed. The control circuit 17 controls the light emitting unit 16 for purification display to be illuminated after the door is closed and the illumination light emitting unit 15 is turned off, and then to be turned off after a certain period of time has elapsed. This allows the operation of the purification unit 14 to be visualized while reducing the power consumption of the in-vehicle device 100. Details of the purification process (S4) will be described later.

Figure 6 is a flowchart showing the vehicle state determination process (S3). In the vehicle interior device 100, the control circuit 17 determines whether the vehicle state has been set (S11). The vehicle state includes in use and parked. In use includes when the vehicle 1 is running. In use may further include a state in which the vehicle 1 is not running but is stopped and the air conditioning device 9 is operating. The control circuit 17 refers to the memory 17a, and if the vehicle state information indicating the vehicle state is not stored in the memory 17a, it determines that the vehicle state has not been set (No in S11), sets the vehicle state to the initial value "in use", and stores the vehicle state information indicating "in use" in the memory 17a (S12). If the vehicle state information is stored in the memory 17a, the control circuit 17 determines that the vehicle state has been set (Yes in S11), and skips S12.

The control circuit 17 acquires the +B voltage V _+B via the +B power line L1 (S13), compares the +B voltage V _+B with a threshold voltage Vth1, and determines whether the +B voltage V _+B is greater than the threshold voltage Vth1 (S14). The threshold voltage Vth1 can be experimentally determined in advance as a value between the average value of the +B voltage when the vehicle 1 is in use and the average value of the +B voltage when the vehicle 1 is parked. The threshold voltage Vth1 is, for example, 13.2 V.

If the +B voltage V _+B is greater than the threshold voltage Vth1 (Yes in S14), the control circuit 17 stops and initializes the parking determination timer (S15). The parking determination timer is a timer used to determine whether the vehicle is parked or not, and can be realized by counting the time since the +B voltage V _+B becomes smaller than the threshold voltage Vth1 with the timer 17b. Then, the control circuit 17 determines that the vehicle state is in use (determines and sets the vehicle as in use), and stores vehicle state information indicating "in use" in the memory 17a (S16).

If the +B voltage V _+B is smaller than the threshold voltage Vth1 (No in S14), the control circuit 17 determines whether or not the parking determination timer is operating (S17).

If the parking determination timer is not in operation (No in S17), the control circuit 17 starts the parking determination timer (S18) and starts counting the time since the +B voltage V _+B became smaller than the threshold voltage Vth1.

If the parking determination timer is operating (Yes in S17), the control circuit 17 compares the count time of the parking determination timer with the time _td and judges whether the count time of the parking determination timer is equal to or greater than the time _td (S19). The time _td can be experimentally determined in advance as the time from when the vehicle 1 is parked until the +B voltage V _+B reaches the average value of the +B voltage during parking. The time _td is, for example, 5 minutes.

If the count time of the parking determination timer is equal to or greater than the time _td (Yes in S19), the +B voltage V _+B is stable at a value smaller than the threshold voltage Vth1, and the vehicle 1 can be considered to be parked. The control circuit 17 determines that the vehicle state is parked (determines and sets the vehicle as parked), and stores vehicle state information indicating "parked" in the memory 17a (S20). If the count time of the parking determination timer is less than the time _td (No in S19), the control circuit 17 skips S20.

In the vehicle state determination process (S3), the in-vehicle device 100 determines the vehicle state using the +B voltage V _+B as shown in Fig. 6. The in-vehicle device 100 can determine that the vehicle is parked if the +B voltage V _+B is lower than the threshold voltage Vth1 and stable for the time _td according to the flow of S14 → S17 → S19 → S20. The in-vehicle device 100 can determine that the vehicle is in use if the +B voltage V _+B is higher than the threshold voltage Vth1 according to the flow of S14 → S15 → S16.

Figure 7 is a flowchart showing the purification process (S4). In the vehicle interior device 100, the control circuit 17 determines whether the air purification function is turned on or not (S21) in response to the operation signal acquired in S1.

If the air purification function is not turned on and remains off (No in S21), the control circuit 17 turns off the light-emitting unit 16 for indicating purification (S24), turns off the specified generator 14b (S25), and turns off the blower fan 14a (S26).

If the air purification function is turned on (Yes in S21), the control circuit 17 determines whether the door 8 is open or not, based on the door opening/closing signal _DOOR acquired in S2 (S22).

If the door 8 is open (Yes in S22), the control circuit 17 initializes the door close timer (S23). The door close timer is a timer for counting the time that the door 8 is closed, and can be realized by counting the time since both doors 8-1 and 8-2 are closed using the timer 17b. The control circuit 17 turns off the light-emitting unit 16 for indicating purification (S24), turns off the specified generator 14b (S25), and turns off the blower fan 14a (S26).

If the door 8 is closed (No in S22), the control circuit 17 determines whether the door close timer is running (S27).

If the door close timer is not running (No in S27), the control circuit 17 starts the door close timer (S28) and starts counting the time since the door 8 was closed.

If the door-closing timer is operating (Yes in S27), the control circuit 17 compares the count time of the door-closing timer with the time t _lamp and determines whether the count time of the door-closing timer exceeds the time t _lamp (S29). The time t _lamp is the time from when the door 8 is closed until the light-emitting unit 16 for indicating purification is to emit light, and is longer than the time t _rl . The time t _rl is the time from when the door 8 is closed until the light-emitting unit 15 is turned off in the door-linked mode.

If the count time of the door closing timer has not exceeded the time t _lamp (No in S29), the control circuit 17 keeps the light emitting unit 16 for indicating purification turned on (S30) and advances the process to S32.

If the count time of the door closing timer exceeds the time t _lamp (Yes in S29), the control circuit 17 turns off the light emitting unit 16 for indicating purification (S31), and the process proceeds to S32.

The control circuit 17 determines whether the vehicle 1 is in use (S32). The control circuit 17 refers to the vehicle status information stored in the memory 17a, and if the vehicle status information indicates "in use", it determines that the vehicle 1 is in use, and if the vehicle status information indicates "parked", it determines that the vehicle 1 is parked.

If the vehicle 1 is in use (Yes in S32), the control circuit 17 turns on the blower fan 14a at a first intensity (e.g., intensity "weak") or keeps it on at the first intensity (S33). The control circuit 17 turns on the specified generator 14b or keeps it on (S34).

If the vehicle 1 is parked (No in S32), the control circuit 17 compares the count time of the parking timer with the time _tw , and determines whether the count time of the parking timer is equal to or greater than the time _tw (S35). The time _tw can be experimentally determined in advance as the time after the vehicle 1 is parked at which the blower fan 14a should be operated at the second intensity (for example, the intensity "high").

If the count time of the parking timer is equal to _or greater than the time tw (Yes in S35), the control circuit 17 determines that the time for operating the purification unit 14 has elapsed, and turns off the light-emitting unit 16 for indicating purification (S24), turns off the specified generator 14b (S25), and turns off the blower fan 14a (S26).

If the count time of the parking timer is shorter than the time _tw (No in S35), the control circuit 17 compares the +B voltage V _+B with a threshold voltage Vth2 to determine whether the +B voltage V _+B is smaller than the threshold voltage Vth2 (S36). The threshold voltage Vth2 can be experimentally determined in advance as the lower limit of the voltage range in which use of the battery 4 is recommended. The threshold voltage Vth2 is, for example, 12.4 V.

If the +B voltage V _+B is smaller than the threshold voltage Vth2 (Yes in S36), the control circuit 17 determines that the use of the battery 4 by the purification unit 14 should be stopped, and turns off the light-emitting unit 16 for indicating purification (S24), turns off the specified generator 14b (S25), and turns off the blower fan 14a (S26). This makes it possible to conserve the power of the battery 4 until the next start of the vehicle 1.

If the +B voltage V _+B is equal to or greater than the threshold voltage Vth2 (No in S36), the control circuit 17 turns on the blower fan 14a at the second intensity (e.g., intensity "high") or keeps it on at the second intensity (S37). The control circuit 17 turns on the predetermined generator 14b or keeps it on (S38).

Figure 8 is a timing chart showing the operation of the vehicle interior device 100. Figure 8 illustrates an example of the operation when a parked vehicle 1 starts, runs, and is parked again. In Figure 8, the light-emitting unit 15 is assumed to be switched to the door-linked mode.

Immediately before timing t1, the +B voltage V _+B is stable at or below the threshold voltage Vth1, and the control circuit 17 determines that the vehicle state is “parked.” In response to the “parked” determination result and the door opening/closing signal _DOOR indicating closed, the control circuit 17 turns off the light-emitting unit 15 for illumination, turns off the purification unit 14 (to the inactive state), and turns off the light-emitting unit 16 for purification indication.

At timing t1, in response to the transition of the door opening/closing signal _DOOR from closed to open, the control circuit 17 turns on the light-emitting unit 15 for illumination to emit light. At this time, both the purification unit 14 and the light-emitting unit 16 are off.

At timing t2, when the vehicle 1 is started, the +B voltage V _+B rises and exceeds the threshold voltage Vth1 due to, for example, the charging of the battery 4 in response to the running of the vehicle 1. In response to the +B voltage V+ _B being stable at a level higher than the threshold voltage Vth1, the control circuit 17 determines that the state of the vehicle 1 is "in use" and stores vehicle state information indicating that the vehicle is in use in the memory 17a.

At timing t3, in response to the door opening/closing signal _DOOR transitioning from open to closed, the control circuit 17 turns off the light-emitting unit 15 for illumination, and at the same time, the control circuit 17 turns on the purification unit 14 to put it in an active state, operates the blower fan 14a at a first intensity (e.g., intensity "weak"), operates the predetermined generator 14b, and turns on the display unit 16 for purification indication to emit light and starts the door close timer.

At timing t4, when the count time of the door closing timer reaches time t _lamp , the control circuit 17 turns off the display unit 16 for indicating purification. Instead of turning off the display unit 16 for indicating purification, the control circuit 17 may dimmer the display unit 16 to a relatively low illuminance. At this time, the control circuit 17 maintains the purification unit 14 in an active state, operates the blower fan 14a at a first intensity (for example, intensity "weak"), and operates the specified generator 14b.

At timing t5, in response to the transition of the door opening/closing signal _DOOR from closed to open, the control circuit 17 turns on the light-emitting unit 15 for illumination to emit light. At the same time, the control circuit 17 transitions the purification unit 14 to a non-active state and stops the blower fan 14a and the predetermined generator 14b. At this time, the light-emitting unit 16 for purification indication is turned off or dimmer lit.

At timing t6, in response to the +B voltage V _+B becoming equal to or lower than the threshold voltage Vth1, the control circuit 17 starts the parking determination timer.

At timing t7, in response to the door opening/closing signal _DOOR transitioning from open to closed, the control circuit 17 starts to turn off the light emitting unit 15 for illumination so that the light emission intensity gradually weakens. At the same time, the control circuit 17 turns on the purification unit 14 to put it into an active state, operates the blower fan 14a at a first intensity (e.g., intensity "weak"), operates the predetermined generator 14b, and turns on the display unit 16 for purification display to emit light and starts the door closing timer.

At timing t8, when the count time of the parking determination timer reaches time _td , the control circuit 17 determines the state of the vehicle 1 as "parked", stores vehicle state information indicating that the vehicle is parked in the memory 17a, and starts the parking timer. At the same time, the control circuit 17 changes the operating intensity of the blower fan 14a from the first intensity to a stronger second intensity (e.g., intensity "strong"). The control circuit 17 operates the blower fan 14a at the changed second intensity (e.g., intensity "strong") and continues to operate the specified generator 14b.

At timing t9, the time _trl has elapsed since the start of turning off the light-emitting unit 15 (timing t7), and the turning off of the light-emitting unit 15 is completed. At this time, the count time of the door-close timer has not yet reached time _tlamp , and the light-emitting unit 16 continues to emit light. In addition, the count time of the parking timer has not yet reached time _tw , and the purification unit 14 is maintained in the active state, the blower fan 14a is operating at the second intensity (for example, intensity "high"), and the predetermined generator 14b is operating.

At timing t10, when the count time of the door closing timer reaches time t _lamp , the control circuit 17 turns off the display unit 16 for indicating purification. Instead of turning off the display unit 16 for indicating purification, the control circuit 17 may dimmer the display unit 16 at a relatively low illuminance. At this time, the count time of the parking timer has not yet reached time _tw , the purification unit 14 is maintained in the active state, the blower fan 14a is operating at the second intensity (for example, intensity "high"), and the predetermined generator 14b is operating.

At timing t11, when the count time of the parking timer reaches time _tw , the control circuit 17 transitions the purification unit 14 to the inactive state, turns off the blower fan 14a, and turns off the predetermined generator 14b.

Although not shown, if the +B voltage V _+B becomes equal to or lower than the threshold voltage Vth2 before the count time of the parking timer reaches the time _tw , the control circuit 17 causes the purification unit 14 to transition to the non-active state, turns off the blower fan 14a, and turns off the predetermined generator 14b. This allows the power of the battery 4 to be preserved until the next start of the vehicle 1.

As described above, in the present embodiment, in the vehicle interior device 100, when the signal _DOOR of the door opening/closing signal line L3 indicates open and then closes, and within a time _td , the potential difference ΔV of the +B voltage line L1 with respect to the potential _VGND of the ground voltage line L2 becomes smaller than the threshold voltage Vth1, and when the signal _DOOR of the door opening/closing signal line L3 indicates close, the light emitting unit 16 emits light for a time t _lamp , and the blower fan 14a operates for a time t _w that is longer than the time t _lamp . This makes it possible to reliably purify the air in the vehicle interior 6 while limiting the time of the purification display to the time when the occupant P is expected to be near the vehicle 1, and therefore it is possible to achieve both reduced power consumption and effective purification of the air in the vehicle interior 6.

In the present embodiment, when the signal _DOOR of the door opening/closing signal line L3 indicates open, the light-emitting unit 15 emits light in the vehicle interior device 100. After the signal _DOOR of the door opening/closing signal line L3 indicates open, the light-emitting unit 15 for illumination indicates closed, and in the door interlocking mode, the light-emitting unit 15 for illumination stops emitting light before the light-emitting unit 16 for purification display stops emitting light. In other words, by emitting light from the light-emitting unit 16 for purification display at least until after the light-emitting unit 15 for illumination stops emitting light, the occupant P who gets off the vehicle 1 can be sure to recognize the emission of the purification display.

In the present embodiment, in the vehicle interior device 100, when the potential difference ΔV of the +B voltage line L1 with respect to the potential V _GND of the ground voltage line L2 is greater than the threshold voltage Vth2 and the signal _DOOR of the door opening/closing signal line L3 indicates a closed state, the blower fan 14a goes into a first strength blowing mode. When the signal _DOOR of the door opening/closing signal line L3 indicates an open state, then indicates a closed state, and within a time _td , the potential difference ΔV of the +B voltage line L1 with respect to the potential V _GND of the ground voltage line L2 becomes smaller than the threshold voltage Vth1 and the signal _DOOR of the door opening/closing signal line L3 indicates a closed state, the blower fan 14a goes into a second strength blowing mode. The threshold voltage Vth2 is smaller than the threshold voltage Vth1. The second strength is stronger than the first strength. As a result, when the vehicle is parked and the air conditioning device 9 is often not in operation, the blower fan 14a can be operated at a stronger intensity than usual to distribute predetermined particles (e.g., charged fine water particles containing ions) throughout the vehicle interior 6, thereby effectively purifying the vehicle interior 6.

As a first modified example of the first embodiment, the in-vehicle device 100i may be configured to be able to measure the temperature of the vehicle interior 6, as shown in Figs. 9 and 10. Fig. 9 is an XZ cross-sectional view showing the configuration of the in-vehicle device 100i according to the first modified example of the first embodiment. Fig. 10 is a block diagram showing the configuration of the in-vehicle device 100i according to the first modified example of the first embodiment. In Fig. 9, the hardware configuration of the in-vehicle device 100i is shown in a schematic manner, and the size and position of each component in the XZ cross-section may differ from the actual ones. Cross-sections in other directions (e.g., YZ cross-sections) are similar to the XZ cross-section. Fig. 10 shows the functional configuration of the in-vehicle device 100i.

The vehicle interior device 100i has a light-emitting unit 15i instead of the light-emitting unit 15 (see Figures 3 and 4), and further has a temperature sensor 21i.

The temperature sensor 21i is installed inside the housing 13. The temperature sensor 21i is connected to the control circuit 17. The temperature sensor 21i measures the temperature of the passenger compartment 6 and supplies the measurement result to the control circuit 17. The control circuit 17 may detect the minimum temperature of the passenger compartment 6 according to the measurement result of the temperature sensor 21i.

For example, the control circuit 17 detects the minimum temperature during a predetermined period of time using the temperature sensor 21i. The predetermined period of time may be at least 24 hours, and may be two or more days. The predetermined period of time includes multiple measurement periods. The measurement period of time includes, for example, one hour. The control circuit 17 may measure the temperature of the vehicle interior 6 for each measurement period, accumulate the temperatures for a predetermined period of time, and detect the minimum temperature during the period. Alternatively, the control circuit 17 may measure the temperature of the vehicle interior 6 for each measurement period, accumulate the temperatures for one day, determine the minimum temperature for each day, and use the average of the multiple days as the minimum temperature during the period. The multiple days may be two or more days, and may include, for example, one week. The control circuit 17 can grasp the sense of the season according to the minimum temperature during the period.

The temperature of the passenger compartment 6 may change due to the air conditioning device 9 while the vehicle 1 is in use, so the control circuit 17 may exclude temperatures measured while the vehicle 1 is in use when determining the minimum temperature for a specified period or the minimum temperature for each day. The maximum temperature of the passenger compartment 6 may also vary regardless of the season due to the influence of solar radiation. Therefore, it is desirable for the control circuit 17 to grasp the sense of the season based on the minimum temperature for the period.

The light-emitting unit 15i can emit light at a predetermined color temperature, and the color temperature of the emitted light can be changed. The control circuit 17 can change the color temperature of the light emitted by the light-emitting unit 15i according to the minimum temperature for the period, and control the light-emitting unit 15i to emit light at the changed color temperature.

In response to control by the control circuit 17, when the minimum temperature during the period is a first temperature, the light-emitting unit 15i emits light at a first color temperature. When the minimum temperature during the period is a second temperature, the light-emitting unit 15i emits light at a second color temperature. The second temperature is greater than the first temperature. The second color temperature is different from the first color temperature.

For example, the light-emitting unit 15i may be configured to be switchable between cool color emission and warm color emission as shown in FIG. 11. FIG. 11 is a block diagram showing the configuration of the light-emitting unit 15i in a first modified example of the first embodiment. The light-emitting unit 15i has a switching circuit 15i1, a cool color light-emitting unit 15i2, and a warm color light-emitting unit 15i3. The cool color light-emitting unit 15i2 has a cool color emission color and can emit light at a color temperature CT1. The warm color light-emitting unit 15i3 has a warm color emission color and can emit light at a color temperature CT2. The color temperature CT2 is lower than the color temperature CT1. For example, the color temperature CT1 is about 4000K, and the color temperature CT2 is about 6000K. A switching threshold temperature Tth for the minimum temperature during the period may be preset in the switching circuit 15i1.

When the minimum temperature during the period is a temperature Tmin1 lower than the threshold temperature Tth, according to the control by the control circuit 17, the switching circuit 15i1 selectively supplies power from the power supply unit 12 to the cool color light-emitting unit 15i2, selectively causing the cool color light-emitting unit 15i2 to emit light. As a result, the light-emitting unit 15i emits light by switching the color temperature of the emitted light to CT1. When the minimum temperature during the period is a temperature Tmin2 higher than the threshold temperature Tth, the switching circuit 15i1 selectively supplies power from the power supply unit 12 to the warm color light-emitting unit 15i3, selectively causing the warm color light-emitting unit 15i3 to emit light. As a result, the light-emitting unit 15i emits light by switching the color temperature of the emitted light to CT2.

As shown in FIG. 12, the in-vehicle device 100i operates differently from the first embodiment in the following respects. FIG. 12 is a flowchart showing the operation of the in-vehicle device 100i according to the first modified example of the first embodiment.

After performing the operations of S1 to S3, the vehicle interior device 100i performs a minimum air temperature acquisition process (S41) and sets the time _tw and the light emission color according to the period minimum temperature Tmin. The details of the minimum air temperature acquisition process (S41) will be described later. When the minimum air temperature acquisition process (S41) is completed, the vehicle interior device 100i performs a purification process (S4) and a lighting control process (S43) in parallel according to the settings according to the period minimum temperature Tmin. The purification process (S4) uses the time _tw set in S41. The details of the purification process (S4) will be described later. The lighting control process (S43) uses the light emission color setting set in S41. The details of the lighting control process (S43) will be described later. When both the purification process (S4) and the lighting control process (S43) are completed, the vehicle interior device 100i returns the process to S1.

Figure 13 is a flowchart showing the minimum temperature acquisition process (S41) in the first modified example of the first embodiment.

In the vehicle interior device 100i, the control circuit 17 starts the measurement timer if it is not already running. The measurement timer is a timer for managing the timing when the measurement period for measuring the temperature has elapsed. The control circuit 17 uses the measurement timer to determine whether the measurement period has elapsed since the previous measurement (S51).

If the measurement period has elapsed (Yes in S51), the control circuit 17 causes the temperature sensor 21i to measure the temperature (S52), obtains temperature data as the measurement result from the temperature sensor 21i, associates the temperature data with the count time of the measurement timer, and stores the temperature data in the memory 17a (S53). The control circuit 17 removes from the memory 17a the temperature data that has elapsed a predetermined period from the temperature data stored in the memory 17a (S54). The predetermined period is two days or more, and may be, for example, one week. The control circuit 17 sets the lowest temperature data from the multiple measurement periods accumulated during the predetermined period stored in the memory 17a as the period minimum temperature Tmin, stores period minimum temperature information indicating the period minimum temperature Tmin in the memory 17a (S55), and proceeds to S60.

If the measurement period has not elapsed (No in S51), the control circuit 17 determines whether a value has been set for the minimum period temperature Tmin by, for example, checking whether minimum period temperature information is stored in memory 17a (S56).

If a value is set for the minimum period temperature Tmin (Yes in S56), the control circuit 17 maintains the current minimum period temperature Tmin without updating it (S57) and proceeds to S60.

If no value is set for the minimum period temperature Tmin (No in S56), the control circuit 17 causes the temperature sensor 21i to measure the temperature (S58), sets the temperature data resulting from the measurement as the initial value for the minimum period temperature Tmin, stores the minimum period temperature information indicating the initial value Tmin in the memory 17a (S59), and proceeds to S60.

The control circuit 17 compares the minimum period temperature Tmin with the temperature threshold Tth and determines whether the minimum period temperature Tmin is equal to or lower than the temperature threshold Tth (S60).

If the period minimum temperature Tmin is equal to or lower than the temperature threshold value Tth (Yes in S60), the control circuit 17 sets _t1 to the time _tw for operating the purification unit 14 (S61), as shown in FIG. 14, and sets the emission color of the light-emitting unit 15i for illumination to the emission color of the color temperature CT1 (S62), as shown in FIG. 15. The time _t1 is, for example, 0 minutes. The color temperature CT1 is, for example, a warm color temperature of about 4000K. FIG. 14 is a diagram showing the relationship between the minimum air temperature and the time for operating the purification unit 14 in the first modified example of the first embodiment. FIG. 15 is a diagram showing the relationship between the minimum air temperature and the color temperature of the light emitted by the light-emitting unit 15i in the first modified example of the first embodiment.

If the minimum temperature Tmin is greater than the temperature threshold Tth (No in S60), the control circuit 17 sets the time tw for operating the purification unit 14 _{to t2} (> _t1 ) (S63), as shown in Fig. 14, and sets the emission color of the light-emitting unit 15i for illumination to an emission color with a color temperature CT2 (>CT1) (S64), as shown in Fig. 15. The time _t2 is, for example, 30 minutes. The color temperature CT2 is, for example, a cool color temperature of about 6000K.

14, if the period minimum temperature Tmin is lower than the temperature threshold value Tth (for example, if Tmin=Tmin1), the time _tw for which the purifier 14 should be operated is set to a relatively short time _t1 , taking into consideration that the current season is relatively cold and the battery charging performance of the battery 4 is likely to deteriorate. If the period minimum temperature Tmin is higher than the temperature threshold value Tth (for example, if Tmin=Tmin2), the time tw for which the purifier 14 should be operated is set to a relatively long time _t2 , taking into consideration that the current season is relatively hot and the battery charging performance of the battery 4 is unlikely to deteriorate. In this way, the time _tw for which the purifier 14 should be operated can be switched _and set, taking into consideration fluctuations in the battery charging performance of the battery 4 depending on the season.

Also, as shown in FIG. 15, if the minimum temperature Tmin of the period is lower than the temperature threshold value Tth (for example, if Tmin=Tmin1), the color temperature of the light-emitting unit 15i for lighting is set to a warm color temperature CT1 in order to create a warm feeling with the emitted light color to alleviate the coldness since it is currently a relatively cold season. If the minimum temperature Tmin of the period is higher than the temperature threshold value Tth (for example, if Tmin=Tmin2), the color temperature of the light-emitting unit 15i for lighting is set to a cool color temperature CT2 in order to create a cool feeling with the emitted light color to alleviate the heat since it is currently a relatively hot season. This allows the emitted light color of the light-emitting unit 15i for lighting to be set to create a sense of the season.

The purification process (S4) is basically the same as in the first embodiment, but differs from the first embodiment in that the time _tw set in S61 or S62 is used in S35 (see FIG. 7). This allows the purification unit 14 to operate at the time _{tw that} takes into account fluctuations in the charging performance of the battery 4 depending on the season.

Figure 16 is a flowchart showing the illumination control process (S43) in the first modified example of the first embodiment. The illumination control process (S43) relates to the control of the light-emitting unit 15i for illumination.

In the vehicle interior device 100i, the control circuit 17 determines whether the lighting function is turned on (S71) in response to the operation signal acquired in S1 (see FIG. 12).

If the lighting function is not turned on and remains off (No in S71), the control circuit 17 ends the process.

If the lighting function is turned on (Yes in S71), the control circuit 17 determines whether the door 8 is open or not (S72) in accordance with the door open/close signal _DOOR acquired in S2 (see FIG. 12).

If the door 8 is open (Yes in S72), the control circuit 17 causes the light-emitting unit 15i to emit light with the emission color of the color temperature CT set in S62 or S64 (S73). This allows the illumination light-emitting unit 15i to emit light with an emission color of a color temperature according to the season, and the emission color of the light-emitting unit 15i can create a sense of the season.

If the door 8 is closed (No in S72), the control circuit 17 gradually reduces the light emission intensity of the light-emitting unit 15i (S74), and when the time _trl (see Figure 8) has elapsed since the door 8 was closed, the light-emitting unit 15i is turned off and extinguished (S75).

In this way, in the first modified example of the first embodiment, the vehicle interior device 100i measures the temperature in the vehicle interior 6, and the lowest measured temperature in a predetermined period is set as the minimum temperature for the period, and the season can be determined based on the minimum temperature for the period. In addition, the determined season can be used to perform control according to the season, such as controlling the time when the purification unit 14 should be operated or controlling the light emission color of the light-emitting unit 15i.

As a second modification of the first embodiment, as shown in FIG. 17, the light-emitting unit 15j in the vehicle interior device 100j may be configured to be able to gradually change the emitted color. FIG. 17 is a block diagram showing the configuration of the light-emitting unit 15j in the second modification of the first embodiment.

The light-emitting unit 15j has a color temperature control circuit 15i4 instead of the switching circuit 15i1 (see FIG. 11). In response to control by the control circuit 17, when the period minimum temperature is between the threshold temperature Tth1 and the threshold temperature Tth2 (>Tth1), the color temperature control circuit 15i4 may allocate the power from the power supply unit 12 to the cool color light-emitting unit 15i2 and the warm color light-emitting unit 15i3 to cause the cool color light-emitting unit 15i2 and the warm color light-emitting unit 15i3 to emit light.

For example, the control circuit 17 may generate a color temperature control signal such that the color temperature of the light-emitting unit 15j gradually increases as the period minimum temperature increases between the threshold temperature Tth1 and the threshold temperature Tth2. The control circuit 17 may generate a color temperature control signal such that the color temperature of the light-emitting unit 15j increases stepwise as the period minimum temperature increases, or the control circuit 17 may generate a color temperature control signal such that the color temperature of the light-emitting unit 15j increases continuously as the period minimum temperature increases. The control circuit 17 supplies the color temperature control signal to the color temperature control circuit 15i4.

The control circuit 17 may obtain a color temperature CT3 when the period minimum temperature is Tmin3 by the following formula 1, and supply a control signal instructing the color temperature CT3 to the color temperature control circuit 15i4.
CT3=CT1+{(CT2-CT1)/(Tth2-Tth1)}×(Tmin3-Tth1) Formula 1

When the power to be supplied to the cool color light-emitting unit 15i2 is _P15i2 and the power to be supplied to the warm color light-emitting unit 15i3 is _P15i3 , the color temperature control circuit 15i4 may allocate the power from the power supply unit 12 to the cool color light-emitting unit 15i2 and the warm color light-emitting unit 15i3 in a ratio shown in the following Equation 2.
_P15i2 : _P15i3 = (CT3-CT1): (CT2-CT3) ... Formula 2

This allows the color temperature of the light emitted by the light-emitting element 15j to be gradually changed between CT1 and CT2 depending on the value of the period minimum temperature Tmin.

In addition, the minimum temperature acquisition process (S41) differs from the first modified example of the first embodiment in the following points, as shown in FIG. 18. FIG. 18 is a flowchart showing the minimum temperature acquisition process (S41) in the second modified example of the first embodiment.

In the minimum temperature acquisition process, after steps S51 to S59 have been performed, the control circuit 17 compares the minimum period temperature Tmin with the temperature thresholds Tth1 and Tth2, respectively, and determines whether the minimum period temperature Tmin is within the range of the temperature threshold Tth1 or more and the temperature threshold Tth2 or less (S81).

If the period minimum temperature Tmin falls within the range of the temperature threshold value Tth1 or more and the temperature threshold value Tth2 or less (Yes in S81), the control circuit 17 sets the time tw for operating the purifier 14 _to the time calculated from the period minimum temperature Tmin (S82), as shown in Fig. 19. Fig. 19 is a diagram showing the relationship between the minimum air temperature and the time for operating the purifier 14 in the second modified example of the first embodiment.

For example, the control circuit 17 may set the time _{tw such that the time tw for which the purifier 14 is to be operated gradually increases as the period minimum temperature increases between the threshold temperature Tth1 and the threshold temperature Tth2. The control circuit 17 may set the time tw such that} the time _tw increases stepwise as the period minimum temperature increases, or the control circuit 17 may set the time _tw such that the time _tw increases continuously as the period minimum temperature increases.

The control circuit 17 may obtain the value _t3 of the time _tw when the period minimum temperature is Tmin3 by the following formula 3. This makes it possible to continuously change and set the time _tw for which the purifier 14 should be operated between _t1 and _t2 according to the value of the period minimum temperature Tmin.
t ₃ = t ₁ + {(t ₂ - _{t 1} )/(Tth2-Tth1)}×(Tmin3-Tth1)...Formula 3

The control circuit 17 sets the light color of the light-emitting unit 15j for illumination to the light color of the color temperature CT calculated from the minimum temperature Tmin for the period (S83), as shown in Figure 20. Figure 20 is a diagram showing the relationship between the minimum air temperature and the color temperature of the light emitted by the light-emitting unit 15j in the second modified example of the first embodiment.

For example, the control circuit 17 may set the emission color of the light-emitting unit 15j so that the color temperature of the light emitted by the light-emitting unit 15j gradually increases as the period minimum temperature increases between the threshold temperature Tth1 and the threshold temperature Tth2. The control circuit 17 may set the emission color of the light-emitting unit 15j so that the color temperature of the light emitted by the light-emitting unit 15j increases stepwise as the period minimum temperature increases, or the control circuit 17 may set the emission color of the light-emitting unit 15j so that the color temperature of the light emitted by the light-emitting unit 15j increases continuously as the period minimum temperature increases.

The control circuit 17 may use Equation 1 to determine the color temperature CT3 when the period minimum temperature is Tmin3. This allows the color temperature of the light emitted by the light-emitting unit 15j to be changed continuously between CT1 and CT2 according to the value of the period minimum temperature Tmin, thereby setting the light emission color of the light-emitting unit 15j.

If the period minimum temperature Tmin is not within the range of the temperature threshold Tth1 or more and the temperature threshold Tth2 or less (No in S81), the control circuit 17 determines whether the period minimum temperature Tmin is less than the temperature threshold Tth1 (S84).

If the period minimum temperature Tmin is lower than the temperature threshold value Tth1 (Yes in S84), the control circuit 17 sets the time tw for operating the purification unit 14 _to t1 (S85), as shown in FIG. 19, and sets the emission color of the illumination light-emitting unit 15j to an emission color with a color temperature CT1 (S86), as shown in FIG. 20.

If the period minimum temperature Tmin is greater than the temperature threshold value Tth2 (No in S84), the control circuit 17 sets the time _tw at which the purification unit 14 should be operated to t2 (>t1) (S87), as shown in FIG. 19, and sets the emission color of the illumination light-emitting unit 15j to an emission color with a color temperature CT2 (>CT1) (S88), as shown in FIG. 20.

In this way, in the second modified example of the first embodiment, the vehicle interior device 100j can determine the season based on the minimum temperature for the period, and can gradually control according to the season using the determined season, such as gradually controlling the time for which the purification unit 14 should be operated or gradually controlling the light emission color of the light-emitting unit 15j.

In addition, as a third modified example of the first embodiment, the correspondence between the magnitude of the period minimum temperature and the color temperature to be changed may be the opposite of that in the first modified example of the first embodiment.

In this case, the light-emitting unit 15i shown in FIG. 11 may operate as follows. In response to control by the control circuit 17, when the minimum temperature during the period is a temperature Tmin1 lower than the threshold temperature Tth, the switching circuit 15i1 selectively supplies power from the power supply unit 12 to the warm color light-emitting unit 15i3, selectively causing the warm color light-emitting unit 15i3 to emit light. This causes the light-emitting unit 15i to emit light by switching the color temperature of the light emitted to CT2. When the minimum temperature during the period is a temperature Tmin2 higher than the threshold temperature Tth, the switching circuit 15i1 selectively supplies power from the power supply unit 12 to the cool color light-emitting unit 15i2, selectively causing the cool color light-emitting unit 15i2 to emit light. This causes the light-emitting unit 15i to emit light by switching the color temperature of the light emitted to CT1.

Also, as shown in FIG. 21, if the minimum temperature Tmin of the period is lower than the temperature threshold value Tth (for example, if Tmin=Tmin1), the current season is relatively cold and the color temperature of the light-emitting unit 15i for lighting is set to a cool color temperature CT2 in order to create a cold feeling with the emitted light color. If the minimum temperature Tmin of the period is higher than the temperature threshold value Tth (for example, if Tmin=Tmin2), the current season is relatively hot and the color temperature of the light-emitting unit 15i for lighting is set to a warm color temperature CT1 in order to create a hot feeling with the emitted light color. This allows the emitted light color of the light-emitting unit 15i for lighting to be set to create a seasonal feeling. FIG. 21 is a diagram showing the relationship between the minimum temperature and the color temperature of the emitted light in the third modified example of the first embodiment.

In addition, in the lighting control process shown in FIG. 16, in S73, the light-emitting unit 15i is caused to emit light with an emission color having a color temperature CT set as shown in FIG. 21. This allows the light-emitting unit 15i for illumination to emit light with an emission color having a color temperature according to the season, and the emission color of the light-emitting unit 15i can create a sense of the season.

In this way, in the third modified example of the first embodiment, in the vehicle interior device 100i, the color temperature of the light emitted by the light-emitting unit 15i can also be controlled according to the season, as shown in FIG. 21.

In addition, as a fourth modification of the first embodiment, the correspondence between the magnitude of the period minimum temperature and the color temperature to be changed may be the opposite of that in the second modification of the first embodiment.

In this case, the light-emitting unit 15j shown in FIG. 17 may operate as follows. When the minimum temperature during the period is between the threshold temperature Tth1 and the threshold temperature Tth2 (>Tth1) according to the control by the control circuit 17, the color temperature control circuit 15i4 may allocate the power from the power supply unit 12 to the cool color light-emitting unit 15i2 and the warm color light-emitting unit 15i3, causing the cool color light-emitting unit 15i2 and the warm color light-emitting unit 15i3 to emit light.

For example, the control circuit 17 may generate a color temperature control signal such that the color temperature of the light emitted by the light-emitting unit 15j gradually decreases as the period minimum temperature increases between the threshold temperature Tth1 and the threshold temperature Tth2. The control circuit 17 may generate a color temperature control signal such that the color temperature of the light emitted by the light-emitting unit 15j decreases stepwise as the period minimum temperature increases, or the control circuit 17 may generate a color temperature control signal such that the color temperature of the light emitted by the light-emitting unit 15j continuously decreases as the period minimum temperature increases.

The control circuit 17 may obtain a color temperature CT4 when the period minimum temperature is Tmin4 by the following formula 4, and supply a control signal instructing the color temperature CT4 to the color temperature control circuit 15i4.
CT4 = CT2 + {(CT1 - CT2) / (Tth2 - Tth1)} x (Tmin4 - Tth1) ... Formula 4

When the power to be supplied to the cool color light-emitting unit 15i2 is _P15i2 and the power to be supplied to the warm color light-emitting unit 15i3 is _P15i3 , the color temperature control circuit 15i4 may allocate the power from the power supply unit 12 to the cool color light-emitting unit 15i2 and the warm color light-emitting unit 15i3 in a ratio shown in the following Equation 5.
_P15i2 : _P15i3 = (CT4-CT1): (CT2-CT4) ... Formula 5

This allows the color temperature of the light emitted by the light-emitting element 15j to be gradually changed between CT1 and CT2 depending on the value of the period minimum temperature Tmin.

In addition, in the minimum temperature acquisition process shown in FIG. 18, in S83, the light color of the light-emitting unit 15j for illumination is set to the light color of the color temperature CT calculated from the minimum temperature Tmin for the period, as shown in FIG. 22. FIG. 22 is a diagram showing the relationship between the minimum temperature and the color temperature of the light emitted by the light-emitting unit 15j in the fourth modified example of the first embodiment.

For example, the control circuit 17 may set the emission color of the light-emitting unit 15j so that the color temperature of the light emitted by the light-emitting unit 15j gradually decreases as the period minimum temperature increases between the threshold temperature Tth1 and the threshold temperature Tth2. The control circuit 17 may set the emission color of the light-emitting unit 15j so that the color temperature of the light emitted by the light-emitting unit 15j decreases stepwise as the period minimum temperature increases, or the control circuit 17 may set the emission color of the light-emitting unit 15j so that the color temperature of the light emitted by the light-emitting unit 15j continuously decreases as the period minimum temperature increases.

The control circuit 17 may use Equation 4 to determine the color temperature CT4 when the minimum period temperature is Tmin4. This allows the color temperature of the light emitted by the light-emitting element 15j to be changed continuously between CT1 and CT2 according to the value of the minimum period temperature Tmin, thereby setting the light emission color.

In this way, in the fourth modified example of the first embodiment, in the vehicle interior device 100j, the color temperature of the light emitted by the light-emitting unit 15j can be gradually controlled to gradually change in accordance with the season, as shown in FIG. 22.

As a fifth modification of the first embodiment, the vehicle interior device 100k may be installed on the ceiling 6a of the vehicle interior 6 as shown in FIG. 23. FIG. 23 is a diagram showing the installation sequence of the vehicle interior device in the fifth modification of the first embodiment.

For example, as shown in FIG. 23(a), an existing device 200 is already installed on the ceiling 6a of the vehicle interior 6. The existing device 200 is, for example, a room lamp. A base portion BS200 is fixed to the +Z side surface of the housing 213 of the existing device 200. The base portion BS200 has locking portions 220 and 230. The locking portions 220 and 230 have a structure that allows them to be locked to the ceiling 6a. The locking portions 220 and 230 have a structure that allows them to protrude from the side surface in the XY direction.

Furthermore, the base portion BS200 has three terminals (not shown) protruding between the locking portions 220, 230 in the X direction. The socket SC is attached to the existing device 200 so that the three terminals engage with the three terminals TM11 to TM13 of the socket SC. In the roof portion 3a, a space is formed between the outer wall portion and the inner wall portion that forms the ceiling 6a. A cable CB extends from the +Z side of the socket SC into the space within the roof portion 3a of the vehicle body 3.

A recess 6a2 corresponding to the base BS200 is provided in the ceiling 6a. A plurality of holes 6a21-6a23 are formed in the bottom surface (the surface on the +Z side) of the recess 6a2. Of the plurality of holes 6a21-6a23, the hole 6a21 corresponds to the socket SC and the cable CB, and the socket SC and the cable CB are inserted through it. The hole 6a22 corresponds to the locking portion 220, and the locking portion 220 is locked to it. The hole 6a23 corresponds to the locking portion 230, and the locking portion 230 is locked to it.

Next, as shown in FIG. 23(b), the existing device 200 is removed. That is, the socket SC is pulled out from the base portion BS200, the locking portions 220 and 230 are released from the holes 6a22 and 6a23, and the existing device 200 is removed from the recessed portion 6a2.

Then, the vehicle interior device 100k is prepared. The vehicle interior device 100k has locking portions 22, 23. The locking portions 22, 23 are arranged on the base portion BS. The locking portions 22, 23 have a structure that allows them to be locked to the ceiling 6a. The locking portions 22, 23 have a structure that allows them to protrude from the side in the XY directions.

Next, as shown in FIG. 23(c), the vehicle interior device 100k is installed in the recess 6a2 in the ceiling 6a. At this time, the positions at which the locking portions 22, 23 are arranged on the base portion BS correspond to the positions at which the locking portions 220, 230 are arranged on the base portion BS200. The hole 6a22 corresponds to the locking portion 22, and the locking portion 22 is locked. The hole 6a23 corresponds to the locking portion 23, and the locking portion 23 is locked. As a result, the locking portions 22, 23 lock the housing 13 to the ceiling 6a via the base portion BS.

The base portion BS has three terminals TM1, TM2, and TM3 (see FIG. 3) protruding between the locking portions 22 and 23 in the X direction. The socket SC is attached to the in-vehicle device 100k so that the three terminals TM11 to TM13 of the socket SC fit into the three terminals TM1, TM2, and TM3.

The locking parts 22 and 23 may have any structure that allows the housing 13 to be locked to the ceiling 6a via the base part BS. For example, the locking parts 22 and 23 may be detachable members relative to the base part BS, as shown in FIG. 24(a).

The locking portion 22 has a threaded portion 221, a top portion 222, and a folding portion 223. The folding portion 223 has a threaded hole formed in the center, and the threaded portion 221 is inserted into the threaded hole. The top portion 222 is fixed to the -Z side end of the threaded portion 221. The folding portion 223 is configured to open in the XY directions when the threaded portion 221 is rotated so that the top portion 222 approaches, and to close and fold in the XY directions when the threaded portion 221 is rotated so that the top portion 222 moves away. The XY dimensions of the threaded portion 221 are slightly smaller than the XY dimensions of the hole 6a22 in the ceiling 6a. The XY dimensions of the top portion 222 are slightly larger than the XY dimensions of the hole 6a22 in the ceiling 6a.

The locking portion 23 has a threaded portion 231, a top portion 232, and a folding portion 233. The folding portion 233 has a threaded hole formed in the center, and the threaded portion 231 is inserted into the threaded hole. The top portion 232 is fixed to the -Z side end of the threaded portion 231. The folding portion 233 is configured to open in the XY directions when the threaded portion 231 is rotated so that the top portion 232 approaches, and to close and fold in the XY directions when the threaded portion 231 is rotated so that the top portion 232 moves away. The XY dimensions of the threaded portion 231 are slightly smaller than the XY dimensions of the hole 6a23 in the ceiling 6a. The XY dimensions of the top portion 232 are slightly larger than the XY dimensions of the hole 6a23 in the ceiling 6a.

The base BS has a box-like configuration with an open -Z side, and a hole corresponding to the hole in the ceiling 6a is formed in the wall on the +Z side. The locking portions 22 and 23 are inserted from the -Z side into the hole in the base BS and the hole in the ceiling 6a with the folding portions 223 and 233 folded (see locking portion 23 in FIG. 24(a)). Then, the screw portions 221 and 231 are rotated so that the tops 222 and 232 approach the folding portion 223. As a result, the folding portions 223 and 233 of the locking portions 22 and 23 open in the XY directions, and the housing 13 is locked to the ceiling 6a via the base BS.

The base portion BS has three terminals TM1, TM2, and TM3 (see FIG. 3) protruding between the locking portions 22 and 23 in the X direction. The socket SC is attached to the in-vehicle device 100k so that the three terminals TM11 to TM13 of the socket SC fit into the three terminals TM1, TM2, and TM3.

Alternatively, the vehicle interior device 100k may have locking portions 24 and 25 as shown in FIG. 24(b) instead of the locking portions 22 and 23. The locking portions 24 and 25 may be members fixed to the base portion BS.

The locking portion 24 has a columnar portion 241 and a claw portion 242. The columnar portion 241 has a generally columnar shape with the Z direction as its axis. The claw portion 242 protrudes from the side of the columnar portion 241 and has elasticity. The claw portion 242 may be formed of an elastic material, or may be made of any material (e.g., resin, metal, etc.) and have elasticity in the shape of a leaf spring or the like.

The locking portion 25 has a columnar portion 251 and a claw portion 252. The columnar portion 251 has a generally columnar shape with the Z direction as its axis. The claw portion 252 protrudes from the side of the columnar portion 251 and has elasticity. The claw portion 252 may be formed of an elastic material, or may be made of any material (e.g., resin, metal, etc.) in the shape of a leaf spring or the like to have elasticity. In FIG. 24(b), an example is shown in which the claw portion 252 is a plate-shaped member whose both ends are fixed to the side of the columnar portion 251, and the portion of the claw portion 252 between the both ends protrudes in an arc shape outward in the XY direction from the side of the columnar portion 251.

The XY dimensions of the columnar portions 241, 251 are slightly smaller than the XY dimensions of the holes 6a22, 6a23 in the ceiling 6a. The locking portions 24, 25 are inserted through the holes 6a22, 6a23. When the claw portions 242, 252 pass through the holes 6a22, 6a23, they are pressed by the edges of the holes and contract inward in the XY directions, and after passing through the holes 6a22, 6a23, they expand outward in the XY directions. As a result, the locking portions 24, 25 each lock the housing 13 to the ceiling 6a via the base portion BS.

The base portion BS has three terminals TM1, TM2, and TM3 (see FIG. 3) protruding between the locking portions 24 and 25 in the X direction. The socket SC is attached to the in-vehicle device 100k so that the three terminals TM11 to TM13 of the socket SC fit into the three terminals TM1, TM2, and TM3.

As described above, in the fifth modified example of the first embodiment, the in-vehicle device 100k has the locking portions 22 and 23 (or the locking portions 24 and 25). This allows the housing 13 to be locked to the ceiling 6a via the base portion BS, and the in-vehicle device 100k to be installed on the ceiling 6a.

Second Embodiment
Next, a vehicle interior device according to a second embodiment will be described, focusing on differences from the first embodiment.

In the first embodiment, a configuration is illustrated in which the in-vehicle device blows out air in the Z direction and draws in air in the XY direction, while in the second embodiment, a configuration is illustrated in which the in-vehicle device blows out air in the X direction and draws in air in the Z direction.

For example, as shown by the dashed line in FIG. 25, an airflow can be formed that is blown out from the vehicle interior device 100p in approximately the +X direction, travels along the ceiling 6a in the +X direction, circulates within the vehicle interior 6, and returns to the vehicle interior device 100p in the +Z direction. An airflow can be formed that is blown out from the vehicle interior device 100p in approximately the -X direction, travels along the ceiling 6a in the -X direction, circulates within the vehicle interior 6, and returns to the vehicle interior device 100p in the +Z direction. This allows the air within the vehicle interior 6 to be effectively purified.

Figure 26 is an XZ cross-sectional view showing the configuration of the in-vehicle device 100p. Figure 27 is a block diagram showing the configuration of the in-vehicle device 100p. In Figure 26, the hardware configuration of the in-vehicle device 100p is shown typically, and the size and position of each component in the XZ cross-section may differ from the actual ones. Cross-sections in other directions (e.g., YZ cross-sections) are similar to the XZ cross-section. Figure 27 shows the functional configuration of the in-vehicle device 100p.

The vehicle interior device 100p has a purification unit 14p instead of the purification unit 14 (see Figures 3 and 4), and further has an operation unit 31p, and omits the optical member 20, the light-emitting unit 15, the light-emitting unit 16, and the operation unit 19. In the vehicle interior device 100p, the air purification function is mainly realized by the purification unit 14p.

Operation unit 31p is disposed at an operable position on housing 13, and part of its configuration is exposed. Operation unit 31p is capable of receiving instructions related to the fan. For example, operation unit 31p has button 31a, which is disposed near the edge of housing 13 on the -Z side. Operation unit 31p may be disposed at a position adjacent to operation unit 18 in the circumferential direction on the edge of housing 13 on the -Z side (see FIG. 2).

The purification unit 14p is installed inside the housing 13. The purification unit 14p draws in air from the vehicle interior 6, purifies the drawn-in air, and blows the purified air into the vehicle interior 6. The purification unit 14p has a plurality of blower fans 14a_1, 14a_2, a predetermined generator 14b, ventilation paths 14d, ventilation paths 14e_1, 14e_2, and ventilation paths 14f_1, 14f_2. The blower fans 14a_1, 14a_2 are installed inside the housing 13. The predetermined generator 14b is installed inside the housing 13.

The predetermined generator 14b is disposed between the intake 13ap of the housing 13 and the blower fan 14a_1, and between the intake 13ap of the housing 13 and the blower fan 14a_2. The predetermined generator 14b may be disposed between the blower fan 14a_1 and the blower fan 14a_2. The blower fan 14a_1 is disposed between the predetermined generator 14b and the outlet 13bp_1 of the housing 13. The blower fan 14a_2 is disposed between the predetermined generator 14b and the outlet 13bp_2 of the housing 13.

The intake port 13ap is connected to the air inlet of a specified generator 14b via the ventilation passage 14d.

The outlet of a given generator 14b is connected to the intake of blower fan 14a_1 via ventilation passage 14e_1. The outlet of blower fan 14a_1 is connected to outlet 13bp_1 via ventilation passage 14f_1.

The outlet of the specified generator 14b is connected to the intake of the blower fan 14a_2 via the ventilation passage 14e_2. The outlet of the blower fan 14a_2 is connected to the outlet 13bp_2 via the ventilation passage 14f_2.

This configuration forms a first flow path from the intake 13ap to the specified generator 14b to the blower fan 14a_1 to the outlet 13bp_1, and a second flow path from the intake 13ap to the specified generator 14b to the blower fan 14a_2 to the outlet 13bp_2. The first and second flow paths share the section from the intake 13ap to the specified generator 14b. This allows the first and second flow paths to be realized in a compact configuration.

Note that blower fan 14a_1 and blower fan 14a_2 only need to have approximately the same blowing performance, and may have the same or different structures such as shape and size. Blower fan 14a_1 and blower fan 14a_2 may be the same type of fan or different types of fans.

Ventilation passages 14e_1 and 14e_2 may have substantially the same ventilation performance, and may differ in cross-sectional shape, etc. Ventilation passages 14f_1 and 14f_2 may have substantially the same ventilation performance, and may differ in cross-sectional shape, etc.

Outlets 13bp_1 and 13bp_2 of the housing 13 are set so as to be arranged along the traveling direction of the vehicle 1p. Outlet 13bp_1 is an outlet for the airflow sent out by blower fan 14a_1. Outlet 13bp_2 is an outlet for the airflow sent out by blower fan 14a_2.

As shown in Figures 28 to 30, for example, the air outlet 13bp_1 may be provided on the +X side of the housing 13, and the air outlet 13bp_2 may be provided on the -X side of the housing 13.

Figure 28 is a diagram showing an example of the configuration of an air intake, a specific generating device, a first outlet, and a second outlet in the second embodiment. Figure 29 is a diagram showing another example of the configuration of an air intake, a specific generating device, a first outlet, and a second outlet in the second embodiment. Figure 30 is a diagram showing yet another example of the configuration of an air intake, a specific generating device, a first outlet, and a second outlet in the second embodiment.

In Figures 28 to 30, the main airflow among the airflows blown out from the air outlets 13bp_1 and 13bp_2 is indicated by a hollow arrow, and the specified particles added to the airflow are indicated by a hollow circle. The airflow sent from the specified generator 14b to the air outlet 13bp_1 by the blower fan 14a_1 is blown out mainly in the +X direction together with the specified particles. The airflow sent from the specified generator 14b to the air outlet 13bp_2 by the blower fan 14a_2 is blown out mainly in the -X direction together with the specified particles.

The configuration shown in Figures 28 to 30 makes it possible to blow air in two directions (+X direction and -X direction) with the specified particles added, in a compact configuration.

The intake port 13ap can be provided at any position in the housing 13 away from the outlets 13bp_1 and 13bp_2. It is an intake port for the airflow to be sent to a specific generator 14b.

The suction port 13ap may be provided on the side surface on the +Y side of the housing 13 as shown in FIG. 28, or on the bottom surface on the -Z side of the housing 13 as shown in FIG. 29. Alternatively, multiple suction ports 13ap may be provided. As shown in FIG. 30, suction port 13ap_1 may be provided on the side surface on the +Y side of the housing 13, and suction port 13ap_2 may be provided on the side surface on the -Y side of the housing 13. In FIGS. 28 to 30, the main airflow among the airflows sucked into the suction port 13ap is indicated by an outlined arrow.

The rotation speed CN1 of the blower fan 14a_1 and the rotation speed CN2 of the blower fan 14a_2 can be set to different rotation speeds as shown in FIG. 31. The control circuit 17 can control the rotation speed CN1 of the blower fan 14a_1 and the rotation speed CN2 of the blower fan 14a_2 at different rotation speeds according to the different rotation speed settings.

The settings shown in FIG. 31 may be implemented in software or hardware. FIG. 31 shows the settings of the rotation speed of the blower fan in the second embodiment.

For example, when realized by software, the multiple switches SW1 to SW3 shown in FIG. 31 may each be a functional module constructed on the memory 17a in the control circuit 17 shown in FIG. 27. The operation unit 31 has a detection unit 31b in addition to the button 31a. The detection unit 31b is capable of detecting the operation of the button 31a (e.g., pressing operation, touch operation). When the detection unit 31b detects the operation of the button 31a, it transmits an operation signal to the control circuit 17. The control circuit 17 may recognize an operation pattern according to a combination of the number of times and/or the operation time of the button 31a in response to the operation signal. The control circuit 17 may select one of the switches SW1 to SW3 in response to the operation pattern of the button 31a, and turn the selected switch SW on and off.

Alternatively, when the operation unit 31 is realized in hardware, the button 31a may include a plurality of operation pieces 31a1_1, 31a1_2, 31a1_3 and a main body 31b as shown in FIG. 32. FIG. 32 is a diagram showing the configuration of the operation unit 31 in the second embodiment. The plurality of operation pieces 31a1_1, 31a1_2, 31a1_3 each protrude from the main body 31b and can be operated to the on side and the opposite off side along a direction parallel to the surface of the main body 31b. The plurality of operation pieces 31a1_1, 31a1_2, 31a1_3 correspond to a plurality of switches SW1, SW2, SW3. The switch SW1 is turned on when the operation piece 31a1_1 is operated to the on side, and the switch SW1 is turned off when the operation piece 31a1_1 is operated to the off side. Switch SW2 is turned on when operation piece 31a1_2 is operated to the on side, and switch SW2 is turned off when operation piece 31a1_2 is operated to the off side. Switch SW3 is turned on when operation piece 31a1_3 is operated to the on side, and switch SW3 is turned off when operation piece 31a1_3 is operated to the off side.

The control circuit 17 may perform settings as shown in FIG. 31 depending on whether the switches SW1 to SW3 are on or off.

As shown in FIG. 31, by turning switches SW1, SW2, and SW3 on, off, and off, the rotation speed CN1 of blower fan 14a_1 is set to "high," the rotation speed CN2 of blower fan 14a_2 is set to "low," and "in-use link" is set to "NO (off)." "Weak" represents the rotation speed of the blower fan that results in a relatively low volume of air being blown out. When "in-use link" is "NO (off)," this indicates that the in-use link is turned off and no control is performed in conjunction with the vehicle being in use.

According to this setting, the control circuit 17 controls the rotation speed CN1 of the blower fan 14a_1 and the rotation speed CN2 of the blower fan 14a_2 regardless of the vehicle state. The control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "strong" and controls the rotation speed of the blower fan 14a_2 to CN2 = "weak". "Strong" represents the rotation speed of the blower fan at which the blowing air volume becomes relatively strong. "Strong" represents a rotation speed greater than "weak". Accordingly, as shown in FIG. 33(a), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA10, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA21. FIG. 33 is a diagram showing the blowing air volumes of the blower fans 14a_1 and 14a_2 in the second embodiment. In Fig. 33(a), the main airflow is indicated by a white arrow, and the airflow volume is indicated by the length of the arrow.
FA10>FA21
It is.

This allows the specified particles to be sent out in both the +X and -X directions, and the specified particles can be distributed evenly throughout the vehicle cabin.

As shown in FIG. 31, by turning switches SW1, SW2, and SW3 off, off, and on, the rotation speed CN1 of blower fan 14a_1 is set to "weak," the rotation speed CN1 of blower fan 14a_2 is set to "weak," and "in-use link" is set to "YES (on)." When "in-use link" is "YES (on)," this indicates that the in-use link is on and control is performed in conjunction with the vehicle state being "in use."

According to this setting, if the vehicle state is "parked", the control circuit 17 transitions the operation mode to the parking mode. In the parking mode, the control circuit 17 controls the rotation speed CN1 of the blower fan 14a_1 and the rotation speed CN2 of the blower fan 14a_2. The control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "weak" and controls the rotation speed of the blower fan 14a_2 to CN2 = "weak". In response to this, as shown in FIG. 33(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA11, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA21. In FIG. 33(b), the main airflow is indicated by an outlined arrow, and the air volume of the airflow is indicated by the length of the arrow. Here,
FA11 ≒ FA21
It is.

This allows the specified particles to be sent out in the +X and -X directions, respectively, and allows the specified particles to be distributed uniformly throughout the vehicle interior 6.

When the in-use link is on, the control circuit 17 transitions the operation mode to the in-use mode if the vehicle state is "in use." The rotation speed of each blower fan 14a_1, 14a_2 in the in-use mode is preset as the in-use mode setting.

For example, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "low" according to the setting of the in-use mode. In response to this, the blowing air volume of the blower fan 14a_1 becomes FA1≒0, and the blowing air volume of the blower fan 14a_2 becomes FA2=FA21.

Alternatively, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "very weak" according to the setting of the in-use mode. "Very weak" refers to the rotation speed of the blower fan at which the blowing air volume is extremely weak. "Very weak" refers to a rotation speed smaller than "weak". Accordingly, as shown in FIG. 33(c), the blowing air volume of the blower fan 14a_1 becomes FA1 ≒ 0, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA22 (< FA21). In FIG. 33(c), the main airflow is indicated by a hollow arrow, and the airflow volume of the airflow is indicated by the length of the arrow.

In other words, if the vehicle state is "in use," the air conditioning device 9 (see FIG. 25) circulates the air inside the vehicle cabin, and the specified particles can be distributed throughout the vehicle interior 6 by blowing air in one direction as shown in FIG. 33(c).

Next, the operation of the in-vehicle device 100p will be described with reference to FIG. 5. FIG. 5 is a flowchart showing the operation of the in-vehicle device 100, but will be used as a flowchart showing the operation of the in-vehicle device 100p.

When the operation unit 18, 31p is operated, the control circuit 17 in the vehicle interior device 100p acquires an operation signal from the operation unit 18, 31p (S1). The control circuit 17 may turn on and off the switches SW1 to SW3 in response to the operation signal from the operation unit 31p.

When the doors 8-1, 8-2 are opened or closed, the control circuit 17 receives a door open/close signal _DOOR from the door switches 7-1, 7-2 (S2). Note that S1 and S2 may be performed in parallel.

The in-vehicle device 100p performs a vehicle state determination process (S3) to determine the state of the vehicle 1. For example, in the in-vehicle device 100p, the control circuit 17 may determine the vehicle state (e.g., in use, parked) from the +B voltage V _+B transmitted through the +B power line L1 as shown in Fig. 6. This allows the vehicle state to be determined as either "parked" or "in use".

The vehicle interior device 100p performs a purification process to purify the air in the vehicle interior 6 (S4). For example, the vehicle interior device 100p may perform the purification process by the operation shown in FIG. 34.

Figure 34 is a flowchart showing the purification process (S4). In the vehicle interior device 100p, the control circuit 17 determines whether the air purification function is turned on or not in response to the operation signal acquired from the operation unit 18 in S1 (S101).

If the air purification function is not turned on and remains off (No in S101), the control circuit 17 turns off the blower fan 14a and the specified generator 14b (S102).

If the air purification function is turned on (Yes in S101), the control circuit 17 checks the state of switch SW3 according to the operation signal acquired from the operation unit 31p in S1, and determines whether the in-use link is turned on (S103).

If switch SW3 is off, the control circuit 17 determines that the in-use link is off (NO in S103), and checks the states of switches SW1 and SW2 that were turned on and off in S1. The control circuit 17 controls blower fans 14a_1 and 14a_2 with the air volume set by the state of switches SW1 and SW2 according to the operation signal acquired from operation unit 31p in S1, and turns on a specified generator 14b (S104).

For example, when switches SW1 and SW2 are turned on and off, control circuit 17 controls the rotation speed of blower fan 14a_1 to CN1 = "high" and the rotation speed of blower fan 14a_2 to CN2 = "low". In response, control circuit 17 drives each blower fan 14a at a rotation speed according to the setting. As a result, as shown in FIG. 33(a), the blowing air volume of blower fan 14a_1 becomes FA1 = FA10, and the blowing air volume of blower fan 14a_2 becomes FA2 = FA21.

Alternatively, when switches SW1 and SW2 are off, control circuit 17 controls the rotation speed of blower fan 14a_1 to CN1 = "weak" and the rotation speed of blower fan 14a_2 to CN2 = "weak". In response to this, control circuit 17 drives each blower fan 14a at a rotation speed according to the setting. As a result, as shown in FIG. 33(b), the blowing air volume of blower fan 14a_1 becomes FA1 = FA11, and the blowing air volume of blower fan 14a_2 becomes FA2 = FA21.

This allows the specified particles to be sent out in the +X and -X directions at appropriate air volumes, allowing the specified particles to be distributed evenly throughout the vehicle interior 6.

If switch SW3 is on, the control circuit 17 determines that the in-use link is on (YES in S103) and judges whether the vehicle 1 is in use (S105). The control circuit 17 refers to the vehicle status information stored in the memory 17a, and if the vehicle status information indicates "in use", it determines that the vehicle 1 is in use, and if the vehicle status information indicates "parked", it determines that the vehicle 1 is parked.

If the vehicle 1 is parked (No in S105), the control circuit 17 transitions the operation mode to the parked mode and performs processing in S104.

If the vehicle 1 is in use (Yes in S105), the control circuit 17 transitions the operation mode to the in-use mode, controls the blower fans 14a_1 and 14a_2 with the air volume set for the in-use mode, and turns on the specified generator 14b (S106). The air volume set for the in-use mode is preset in the control circuit 17.

For example, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "low." In response, the control circuit 17 drives each blower fan 14a at a rotation speed according to the setting. As a result, as shown in FIG. 33(c), the blowing air volume of the blower fan 14a_1 becomes FA1≒0, and the blowing air volume of the blower fan 14a_2 becomes FA2=FA21.

Alternatively, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "very weak." In response, the control circuit 17 drives each blower fan 14a at a rotation speed according to the setting. As a result, as shown in FIG. 33(c), the blowing air volume of the blower fan 14a_1 becomes FA1 ≒ 0, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA22 (< FA21).

By taking advantage of the fact that the vehicle state is "in use" and the air conditioning unit 9 (see FIG. 25) is circulating air inside the passenger compartment 6, the specified particles can be distributed evenly inside the passenger compartment 6 by blowing an appropriate amount of air in one direction.

Next, we will consider the relationship between the blowing direction of the air to which the specified particles are added and the distribution of the specified particles within the vehicle cabin 6.

When the air conditioning device 9 is not operating and air with a certain amount of particles added is sent out in one direction, the mainstream airflow blown out from the air outlet 13bp tends to concentrate in a specific space in the vehicle interior 6.

For example, when air to which certain particles have been added is blown out from the vehicle interior device 100p in the +X direction, the airflow flows as shown by the dotted arrows in Figure 35 (b). Figure 35 is a diagram showing the airflow inside the vehicle interior 6 in the second embodiment. Figure 35 (b) shows the results of a simulation of the airflow inside the vehicle interior 6 when air to which certain particles have been added is blown out in one direction. In Figure 35 (b), the number of arrows represents the blown-out flow rate. In the simulation results shown in Figure 35 (b), the airflow flows intensively in the space on the +X side inside the vehicle interior 6.

When airflow concentrates in a specific space within the vehicle cabin 6, the concentration distribution of a given particle is likely to become more uneven within the vehicle cabin 6.

For example, when the airflow is as shown in FIG. 35(b), the concentration distribution of the specified particles is as shown in FIG. 36(b). FIG. 36(b) shows the results of a simulation of the concentration distribution of the specified particles when air to which the specified particles have been added is sent out in one direction. In FIG. 36(b), the denser the dots in the hatched dots, the higher the concentration. In the simulation results shown in FIG. 36(b), the distribution concentration of the specified particles in the space on the +X side of the vehicle cabin 6 is greater than the distribution concentration of the specified particles in the space on the -X side of the vehicle cabin 6, resulting in greater unevenness in the concentration distribution.

On the other hand, when air with a specified amount of particles added is blown out in two directions, the main airflow blown out from the outlet 13bp can be made to flow uniformly within the vehicle compartment 6. The two blowing directions may be two directions according to the shape of the vehicle 1p. If the vehicle 1p has the X direction as its longitudinal direction, the airflow can be effectively directed into the vehicle compartment 6 by making the two blowing directions the +X direction and the -X direction.

For example, when air to which certain particles have been added is blown out from the vehicle interior unit 100p in the +X and -X directions while the air conditioning unit 9 is not operating, the airflow flows as shown by the dotted arrows in Figure 35(a). Figure 35(a) shows the results of a simulation of the airflow in the vehicle interior 6 when air to which certain particles have been added is blown out in two directions. In Figure 35(a), the number of arrows represents the blown-out flow rate. In the simulation results shown in Figure 35(a), the airflow flows approximately uniformly in the +X side space and the -X side space in the vehicle interior 6.

When the airflow flows generally uniformly within the vehicle compartment 6, the concentration distribution of a given particle tends to be uniform within the vehicle compartment 6.

For example, when the airflow is as shown in FIG. 35(a), the concentration distribution of the specified particles is as shown in FIG. 36(a). FIG. 36(a) shows the results of a simulation of the concentration distribution of the specified particles when air to which the specified particles have been added is sent out in two directions (for example, the +X direction and the -X direction). In FIG. 36(a), the denser the dots in the hatched dots, the higher the concentration. In the simulation results shown in FIG. 36(a), the distribution concentration of the specified particles is roughly uniform within the vehicle cabin 6. This confirms that the specified particles can be distributed uniformly within the vehicle cabin 6 by sending the specified particles in the +X direction and the -X direction, respectively.

For example, when the installation position of the vehicle interior device 100p is on the -X side from the center of the vehicle interior 6, the rotation speed CN1 of the blower fan 14a_1 may be made larger than the rotation speed CN2 of the blower fan 14a_2. As a result, as shown in FIG. 33(a), the blowing air volume of the blower fan 14a_1 is FA1=FA10 and is larger than the blowing air volume of the blower fan 14a_2, FA2=FA21. As a result, as shown in FIG. 35(a), the air to which the predetermined particles have been added can be blown out at an air volume according to the volume of the space shared by the vehicle interior device 100p in the +X direction and the -X direction. As a result, as shown in FIG. 36(a), the predetermined particles can be effectively and uniformly distributed in the vehicle interior 6 by the blower fan 14a_1 and the blower fan 14a_2.

As described above, in the second embodiment, in the vehicle interior device 100p, the outlets 13bp_1 and 13bp_2 of the housing 13 are set to be arranged along the traveling direction of the vehicle 1p. The rotation speed CN1 of the blower fan 14a_1 and the rotation speed CN2 of the blower fan 14a_2 can be set to different rotation speeds. This allows air to be blown out in two directions along the traveling direction of the vehicle 1p according to the overall shape of the vehicle interior 6 and the volume of space shared by each blower fan 14a. This allows the predetermined particles to be effectively and uniformly distributed within the vehicle interior 6.

In the second embodiment, the vehicle interior device 100p has a parked mode and an in-use mode. For example, in the parked mode, the blower fan 14a_1 rotates at the rotation speed CN1 = "high", and the blower fan 14a_2 rotates at the rotation speed CN2 = "low". In the in-use mode, the vehicle interior device 100p can rotate the blower fan 14a_2 at the rotation speed CN2 = "very low". This allows the predetermined particles to be uniformly distributed in the vehicle interior 6 in the parked mode, while in the in-use mode, the blowing air volume is reduced while using conditioned air, thereby reducing power consumption and noise.

In the second embodiment, the vehicle interior device 100p does not rotate the blower fan 14a_1 in the in-use mode. This allows the vehicle interior device 100p to use conditioned air while suppressing the blowing air volume in the in-use mode, thereby reducing power consumption and noise.

In the second embodiment, the vehicle interior device 100p operates in the parked mode when the signal _DOOR of the door opening/closing signal line L3 indicates open, then indicates closed, and the potential difference ΔV of the +B voltage line L1 with respect to the potential _VGND of the ground voltage line L2 becomes smaller than the threshold voltage Vth1. The vehicle interior device 100p operates in the in-use mode when the signal _DOOR of the door opening/closing signal line L3 indicates closed, and the potential difference ΔV of the +B voltage line L1 with respect to the potential _VGND of the ground voltage line L2 becomes larger than the threshold voltage Vth1. This allows the blower fans 14a_1 and 14a_2 to be controlled with an air volume and air direction suitable for the vehicle state.

In the second embodiment, the vehicle interior device 100p is disposed, for example, rearward of the center in the front-rear direction of the vehicle interior 6 of the vehicle 1p. It is possible to preset the rotation speed CN1 of the blower fan 14a_1 corresponding to the forward-facing air outlet 13bp_1 to be greater than the rotation speed CN2 of the blower fan 14a_2 corresponding to the rearward-facing air outlet 13bp_2. This allows air to be blown into the vehicle interior 6 with a volume of air that corresponds to the overall shape of the vehicle interior 6 and the volume of the space shared by each blower fan 14a. As a result, the predetermined particles can be effectively and uniformly distributed within the vehicle interior 6.

The speed of the blower fan 14a can be changed by the switches SW1 and SW2 in a manner not limited to two steps, "strong" and "weak," but may be changed in three or more steps.

The switch for changing the air volume of the blower fans 14a_1 and 14a_2 and turning on/off the in-use link may be a multi-value switch SW11 as shown in FIG. 37. FIG. 37 is a diagram showing the settings of the rotation speed of the blower fans 14a_1 and 14a_2 in a modified example of the second embodiment. FIG. 37 shows an example of the settings made by the switch SW11 that can be switched between 16 values from 0 to E. The settings shown in FIG. 37 may be realized by software or hardware.

For example, when realized in software, the switch SW11 shown in FIG. 37 may be a functional module constructed on the memory 17a in the control circuit 17 shown in FIG. 27. The operation unit 31 has a detection unit 31b in addition to the button 31a. The detection unit 31b is capable of detecting the operation of the button 31a (e.g., pressing operation, touch operation). When the detection unit 31b detects the operation of the button 31a, it transmits an operation signal to the control circuit 17. The control circuit 17 may recognize an operation pattern according to a combination of the number of times and/or the operation time of the button 31a in response to the operation signal. The control circuit 17 may select one of 16 values in response to the operation pattern of the button 31a, and switch the switch SW11 to the selected value.

Alternatively, when the operation unit 31 is realized in hardware, the button 31a may include a rotating piece 31a2 and a main body 31b as shown in FIG. 38. FIG. 38 is a diagram showing the configuration of the operation unit 31 in a modified example of the second embodiment. The rotating piece 31a2 is provided so as to be rotatable relative to the main body 31b, and can be operated to any of 16 rotation positions along the rotation direction. The rotating piece 31a2 corresponds to the switch SW11. When the rotating piece 31a2 is operated to the rotation position of "0", the value of the switch SW11 is set to "0". When the rotating piece 31a2 is operated to the rotation position of "1", the value of the switch SW11 is set to "1". When the rotating piece 31a2 is operated to the rotation position of "E", the value of the switch SW11 is set to "E". In the operation unit 31, the rotation position of "F" is not used.

The control circuit 17 may perform settings as shown in FIG. 37 according to the value of the switch SW11. FIG. 37 illustrates a configuration in which the value of the switch SW11 is changed according to a combination of the type of the vehicle 1p to be set and/or the installation position of the in-vehicle device 100p, and whether the in-use link is on or off.

As shown in FIG. 37, when vehicle 1p is a "light car" type, the value of switch SW11 is set to "0", so that the rotation speed CN1 of blower fan 14a_1 is set to "weak", the rotation speed CN2 of blower fan 14a_2 is set to "weak", and "linked during use" is set to "NO (off)".

According to this setting, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "weak" and the rotation speed of the blower fan 14a_2 to CN2 = "weak" regardless of the vehicle state. In response to this, as shown in FIG. 33(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA11 (< FA10), and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA21.

Here, since vehicle 1p is a "light car" type, the volume of the passenger compartment 6 is relatively small, and the airflow can be made to flow uniformly within the passenger compartment 6 with a relatively weak airflow. This makes it possible to distribute the specified particles uniformly within the passenger compartment while suppressing the blown airflow volume, reducing power consumption and noise.

Alternatively, by setting the value of switch SW11 to "8", the rotation speed CN1 of blower fan 14a_1 is set to "low", the rotation speed CN1 of blower fan 14a_2 is set to "low", and "linked during use" is set to "YES (ON)".

According to this setting, if the vehicle state is "parked", the control circuit 17 transitions the operation mode to the parking mode. In the parking mode, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "weak", and controls the rotation speed of the blower fan 14a_2 to CN2 = "weak". In response to this, the blowing air volume of the blower fan 14a_1 becomes FA1 = FA11 (< FA10), and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA21.

Here, since vehicle 1p is a "light car" type, the volume of the passenger compartment 6 is relatively small, and the airflow can be made to flow uniformly within the passenger compartment 6 with a relatively weak airflow. This makes it possible to distribute the specified particles uniformly within the passenger compartment while suppressing the blown airflow volume, reducing power consumption and noise.

Alternatively, if the vehicle state is "in use", the control circuit 17 transitions the operation mode to the in-use mode. The rotation speed of each blower fan 14a_1, 14a_2 in the in-use mode is preset as the setting for the in-use mode.

For example, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "low" according to the setting of the in-use mode. In response to this, as shown in FIG. 33(c), the blowing air volume of the blower fan 14a_1 becomes FA1≒0, and the blowing air volume of the blower fan 14a_2 becomes FA2=FA21.

In other words, when the vehicle state is "in use," the air conditioning device 9 (see FIG. 25) circulates air in the passenger compartment 6, and the specified particles can be distributed throughout the passenger compartment 6 by blowing air in one direction.

As shown in FIG. 37, when vehicle 1p is a "sedan" type, the value of switch SW11 is set to "1", and the same settings and control are performed as when switch SW11 has a value of "0".

Alternatively, by setting the value of switch SW11 to "9", the same settings and control are performed as when the value of switch SW11 is "8".

As shown in FIG. 37, when vehicle 1p is a "small minivan" type, setting switch SW11 to "2" causes the same settings and control to be performed as when switch SW11 is set to "0".

Alternatively, when the value of switch SW11 is set to "A", the same settings and control are performed as when the value of switch SW11 is "8".

As shown in FIG. 37, when the vehicle 1p is a "medium-sized minivan" type and the mounting position of the in-vehicle device 100p is near the center of the vehicle 1p as shown in FIG. 39(a), the value of the switch SW11 is set to "3". This sets the rotation speed CN1 of the blower fan 14a_1 to "medium", the rotation speed CN2 of the blower fan 14a_2 to "medium", and "linked in use" to "NO (off)". "Medium" represents the rotation speed of the blower fan that produces a medium volume of air being blown out. "Medium" represents a rotation speed that is greater than "weak" and less than "strong".

According to this setting, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "Medium" and the rotation speed of the blower fan 14a_2 to CN2 = "Medium" regardless of the vehicle state. In response to this, as shown in FIG. 39(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA13, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA23.

Where:
FA11<FA13<FA10
FA21<FA23<FA20
FA20 is the blowing air volume corresponding to the rotation speed of the blower fan 14a_2 being CN2 = "high".

Because vehicle 1p is a "medium-sized minivan" type, the volume of passenger compartment 6 is medium, and the airflow can flow uniformly within passenger compartment 6 at a medium air volume. This makes it possible to distribute the specified particles uniformly within the passenger compartment while suppressing the volume of air blown out, reducing power consumption and noise.

Alternatively, by setting the value of switch SW11 to "B", the rotation speed CN1 of blower fan 14a_1 is set to "Medium", the rotation speed CN1 of blower fan 14a_2 is set to "Medium", and "In-use link" is set to "YES (ON)".

According to this setting, if the vehicle state is "parked", the control circuit 17 transitions the operation mode to the parking mode. In the parking mode, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "Medium" and controls the rotation speed of the blower fan 14a_2 to CN2 = "Medium". In response to this, as shown in FIG. 39(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA13, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA23.

Here, since vehicle 1p is a "medium-sized minivan" type, the volume of passenger compartment 6 is medium, and the airflow can be made to flow uniformly within passenger compartment 6 with a medium air volume. This makes it possible to distribute the specified particles uniformly within the passenger compartment while suppressing the blown air volume, reducing power consumption and noise.

Alternatively, if the vehicle state is "in use", the control circuit 17 transitions the operation mode to the in-use mode. The rotation speed of each blower fan 14a_1, 14a_2 in the in-use mode is preset as the setting for the in-use mode.

For example, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "medium" according to the setting of the in-use mode. In response to this, the blowing air volume of the blower fan 14a_1 becomes FA1≒0, and the blowing air volume of the blower fan 14a_2 becomes FA2=FA23.

In other words, when the vehicle state is "in use," the air conditioning device 9 (see FIG. 25) circulates the air inside the vehicle cabin, and the specified particles can be distributed throughout the vehicle interior 6 by blowing air in one direction.

As shown in FIG. 37, when the vehicle 1p is a "large minivan" type and the mounting position of the in-vehicle device 100p is near the rear of the vehicle 1p as shown in FIG. 40(a), the value of the switch SW11 is set to "4." This sets the rotation speed CN1 of the blower fan 14a_1 to "high," the rotation speed CN2 of the blower fan 14a_2 to "medium," and "linked during use" to "NO (off)."

According to this setting, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "high" and the rotation speed of the blower fan 14a_2 to CN2 = "medium" regardless of the vehicle state. In response to this, as shown in FIG. 40(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA10, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA23.

Here, since the vehicle 1p is a "large minivan" type, the volume of the vehicle interior 6 is relatively large. Also, since the vehicle interior device 100p is mounted near the rear of the vehicle 1p, the volume of the space that the blower fan 14a_1 should cover is larger than the volume of the space that the blower fan 14a_2 should cover. Accordingly, while providing a relatively large air volume, FA10>FA23
By blowing airflows satisfying the above relationship, it is possible to make the airflow flow uniformly inside the vehicle compartment 6. This makes it possible to effectively distribute the predetermined particles uniformly inside the vehicle compartment 6.

Alternatively, by setting the value of switch SW11 to "C", the rotation speed CN1 of blower fan 14a_1 is set to "high", the rotation speed CN1 of blower fan 14a_2 is set to "medium", and "linked while in use" is set to "YES (ON)".

According to this setting, if the vehicle state is "parked", the control circuit 17 transitions the operation mode to the parking mode. In the parking mode, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "high", and controls the rotation speed of the blower fan 14a_2 to CN2 = "medium". In response to this, as shown in FIG. 40(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA10, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA23.

Here, since the vehicle 1p is a "large minivan" type, the volume of the vehicle interior 6 is relatively large. Also, since the vehicle interior device 100p is mounted near the rear of the vehicle 1p, the volume of the space that the blower fan 14a_1 should cover is larger than the volume of the space that the blower fan 14a_2 should cover. Accordingly, while providing a relatively large air volume, FA10>FA23
By blowing airflows satisfying the above relationship, it is possible to make the airflow flow uniformly inside the vehicle compartment 6. This makes it possible to effectively distribute the predetermined particles uniformly inside the vehicle compartment 6.

Alternatively, if the vehicle state is "in use", the control circuit 17 transitions the operation mode to the in-use mode. The rotation speed of each blower fan 14a_1, 14a_2 in the in-use mode is preset as the setting for the in-use mode.

For example, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "medium" according to the setting of the in-use mode. In response to this, the blowing air volume of the blower fan 14a_1 becomes FA1≒0, and the blowing air volume of the blower fan 14a_2 becomes FA2=FA23.

In other words, when the vehicle state is "in use," the air conditioning device 9 (see FIG. 25) circulates the air inside the vehicle cabin, and the specified particles can be distributed throughout the vehicle interior 6 by blowing air in one direction.

As shown in FIG. 37, when the vehicle 1p is a "large minivan" type and the mounting position of the in-vehicle device 100p is near the center of the vehicle 1p as shown in FIG. 39(a), setting the value of switch SW11 to "5" causes the same settings and control to be performed as when the value of switch SW11 is "3."

Alternatively, when the value of switch SW11 is set to "D", the same settings and control are performed as when the value of switch SW11 is "B".

As shown in FIG. 37, when the vehicle 1p is a "large minivan" type and the mounting position of the in-vehicle device 100p is near the front of the vehicle 1p as shown in FIG. 41(a), the value of the switch SW11 is set to "6." This sets the rotation speed CN1 of the blower fan 14a_1 to "medium," the rotation speed CN2 of the blower fan 14a_2 to "strong," and "linked during use" to "NO (off)."

According to this setting, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "medium" and the rotation speed of the blower fan 14a_2 to CN2 = "strong" regardless of the vehicle state. In response to this, as shown in FIG. 41(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA13, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA20.

Here, since the vehicle 1p is a "large minivan" type, the volume of the vehicle interior 6 is relatively large. Also, since the vehicle interior device 100p is mounted near the rear of the vehicle 1p, the volume of the space that the blower fan 14a_1 should cover is smaller than the volume of the space that the blower fan 14a_2 should cover. Accordingly, while providing a relatively large air volume, FA13<FA20
By blowing airflows satisfying the above relationship, it is possible to make the airflow flow uniformly inside the vehicle compartment 6. This makes it possible to effectively distribute the predetermined particles uniformly inside the vehicle compartment 6.

Alternatively, by setting the value of switch SW11 to "E", the rotation speed CN1 of blower fan 14a_1 is set to "Medium", the rotation speed CN1 of blower fan 14a_2 is set to "High", and "In-use Link" is set to "YES (ON)".

According to this setting, if the vehicle state is "parked", the control circuit 17 transitions the operation mode to the parking mode. In the parking mode, the control circuit 17 controls the rotation speed of the blower fan 14a_1 to CN1 = "medium" and the rotation speed of the blower fan 14a_2 to CN2 = "strong". In response to this, as shown in FIG. 41(b), the blowing air volume of the blower fan 14a_1 becomes FA1 = FA13, and the blowing air volume of the blower fan 14a_2 becomes FA2 = FA20.

Here, since the vehicle 1p is a "large minivan" type, the volume of the vehicle interior 6 is relatively large. Also, since the vehicle interior device 100p is mounted near the rear of the vehicle 1p, the volume of the space that the blower fan 14a_1 should cover is smaller than the volume of the space that the blower fan 14a_2 should cover. Accordingly, while providing a relatively large air volume, FA13<FA20
By blowing airflows satisfying the above relationship, it is possible to make the airflow flow uniformly inside the vehicle compartment 6. This makes it possible to effectively distribute the predetermined particles uniformly inside the vehicle compartment 6.

Alternatively, if the vehicle state is "in use", the control circuit 17 transitions the operation mode to the in-use mode. The rotation speed of each blower fan 14a_1, 14a_2 in the in-use mode is preset as the setting for the in-use mode.

For example, the control circuit 17 may set the rotation speed CN1 of the blower fan 14a_1 to zero and the rotation speed CN2 of the blower fan 14a_2 to "medium" according to the setting of the in-use mode. In response to this, the blowing air volume of the blower fan 14a_1 becomes FA1≒0, and the blowing air volume of the blower fan 14a_2 becomes FA2=FA23.

In other words, when the vehicle state is "in use," the air conditioning device 9 (see FIG. 25) circulates the air inside the vehicle cabin, and the specified particles can be distributed throughout the vehicle interior 6 by blowing air in one direction.

Thus, in a modified example of the second embodiment, when the vehicle interior device 100p is disposed rearward of the center in the front-to-rear direction of the vehicle interior 6 of the vehicle 1p (see FIG. 40(a)), the rotation speed CN1 of the blower fan 14a_1 corresponding to the forward-facing air outlet 13bp_1 can be preset to be greater than the rotation speed CN2 of the blower fan 14a_2 corresponding to the rearward-facing air outlet 13bp_2. This allows air to be blown into the vehicle interior 6 with an appropriate air volume according to the overall shape of the vehicle interior 6 and the volume of the space shared by each blower fan 14a. As a result, the predetermined particles can be effectively and uniformly distributed within the vehicle interior 6.

In addition, in a modified example of the second embodiment, when the vehicle interior device 100p is disposed forward of the center in the front-rear direction of the vehicle interior 6 of the vehicle 1p (see FIG. 41(a)), the rotation speed CN2 of the blower fan 14a_2 corresponding to the rearwardly oriented air outlet 13bp_2 can be preset to be greater than the rotation speed CN1 of the blower fan 14a_1 corresponding to the forwardly oriented air outlet 13bp_1. This allows air to be blown into the vehicle interior 6 with an appropriate air volume according to the overall shape of the vehicle interior 6 and the volume of the space shared by each blower fan 14a. As a result, the predetermined particles can be effectively and uniformly distributed inside the vehicle interior 6.

Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope of the invention and its equivalents described in the claims, as well as in the scope and spirit of the invention.
(Appendix 1)
It is designed to be installed on the ceiling of the vehicle interior,
a power supply unit to which a +B voltage line and a ground voltage line are connected;
A housing and
A temperature sensor installed inside the housing;
a light-emitting unit that is installed in the housing, is capable of emitting light at a predetermined color temperature, and illuminates an interior of the vehicle based on power supplied from the power supply unit;
A vehicle interior lighting device comprising:
Detecting a minimum temperature during a predetermined period of time using the temperature sensor;
When the period minimum temperature is a first temperature, the light emitting unit emits light at a first color temperature;
When the period minimum temperature is a second temperature higher than the first temperature, the light-emitting unit emits light at a second color temperature different from the first color temperature.
Vehicle interior lighting system.
(Appendix 2)
2. The vehicle interior lighting device according to claim 1,
The predetermined period of time is at least 24 hours.
Vehicle interior lighting system.
(Appendix 3)
2. The vehicle interior lighting device according to claim 1,
The predetermined period is two days or more,
The minimum temperature for each day is calculated and the average of the minimum temperatures is set as the minimum temperature for the period.
Vehicle interior lighting system.
(Appendix 4)
2. The vehicle interior lighting device according to claim 1,
Further, an input unit to which a door opening/closing signal line of the vehicle is connected is provided,
When the signal of the door opening/closing signal line is open, the light emitting unit emits light at the predetermined color temperature.
Vehicle interior lighting system.
(Appendix 5)
5. The vehicle interior lighting device according to claim 4,
When the signal of the door opening/closing signal line is closed, the light emitting unit does not emit light.
Vehicle interior lighting system.
(Appendix 6)
2. The vehicle interior lighting device according to claim 1,
Further comprising a first operating unit,
changing the light emission of the light emitting unit by operating the first operating unit;
Vehicle interior lighting system.
(Appendix 7)
2. The vehicle interior lighting device according to claim 1,
A control circuit is provided.
Vehicle interior lighting system.
(Appendix 8)
2. The vehicle interior lighting device according to claim 1,
The housing further includes a locking portion for locking the housing to the ceiling.
Vehicle interior lighting system.
(Appendix 9)
2. The vehicle interior lighting device according to claim 1,
The first color temperature is higher than the second color temperature.
Vehicle interior lighting system.
(Appendix 10)
2. The vehicle interior lighting device according to claim 1,
The first color temperature is lower than the second color temperature.
Vehicle interior lighting system.
(Appendix 11)
2. The vehicle interior lighting device according to claim 1,
A blower fan installed inside the housing;
an electrostatic atomizer that is installed inside the housing and adds predetermined particles to the airflow sent out by the blower fan;
A second operation unit,
At least one of the operation of the blower fan and the operation of the electrostatic atomization unit is changed by operating the second operating unit.
Vehicle interior lighting system.
(Appendix 12)
12. The vehicle interior lighting device according to claim 11,
The housing includes an outlet for the airflow sent out by the blower fan.
Vehicle interior lighting system.
(Technique 1)
It is designed to be installed on the ceiling of the vehicle interior,
an input unit to which a door opening/closing signal line of the vehicle is connected;
a power supply unit to which a +B voltage line and a ground voltage line are connected;
A housing and
A blower fan installed inside the housing;
An ionizer that is installed inside the housing and generates at least one of positive ions and negative ions in the airflow sent out by the blower fan;
a first light-emitting unit that is installed in the housing and that illuminates an interior of the vehicle using power supplied from the power supply unit;
a second light-emitting unit that is installed in the housing and has a light-emitting intensity lower than that of the first light-emitting unit;
A vehicle interior purification device comprising:
the signal on the door opening/closing signal line indicates an open state, and then indicates a closed state, and thereafter the second light-emitting unit emits light for a second period of time, and thereafter, within a first period of time, if a potential difference of the +B voltage line with respect to the potential of the ground voltage line becomes smaller than a first voltage, and if the signal on the door opening/closing signal line indicates a closed state, the blower fan operates for a third period of time that is longer than the second period of time;
Vehicle interior purification device.
(Technique 2)
The vehicle interior purification device according to Technology 1,
When the signal of the door opening/closing signal line indicates an open state, the first light emitting unit emits light,
The signal on the door opening/closing signal line indicates an open state and then indicates a closed state, and thereafter the second light emitting unit emits light for the second period of time;
The first light-emitting unit stops emitting light before the second light-emitting unit stops emitting light.
Vehicle interior purification device.
(Technique 3)
The vehicle interior purification device according to Technology 1,
The blower fan has at least a first strength blowing mode and a second strength blowing mode stronger than the first strength,
When a potential difference of the +B voltage line with respect to a potential of the ground voltage line is larger than the first voltage and when a signal of the door opening/closing signal line indicates a closed state, the blower fan is in the first strength blowing mode,
when the signal on the door opening/closing signal line indicates an open state and then indicates a closed state, and within a first time thereafter, a potential difference of the +B voltage line with respect to the potential of the ground voltage line is smaller than the first voltage and larger than a second voltage, and when the signal on the door opening/closing signal line indicates a closed state, the blower fan is switched to the second strength blowing mode,
When the potential difference of the +B voltage line with respect to the potential of the ground voltage line becomes smaller than the second voltage and the signal of the door opening/closing signal line indicates that the door is closed, the blower fan is stopped,
the second voltage is less than the first voltage;
Vehicle interior purification device.
(Technique 4)
The vehicle interior purification device according to Technology 3,
Further, a temperature sensor is provided inside the housing,
detecting a 24-hour minimum temperature, the minimum temperature being the lowest in at least a 24-hour period, by the temperature sensor;
if the 24-hour minimum temperature is a first temperature, the second time period is a first value;
If the 24-hour minimum temperature is a second temperature lower than the first temperature, the second time period is a second value lower than the first value.
Vehicle interior purification device.
(Technique 5)
The vehicle interior purification device according to Technology 1,
A control circuit is provided.
Vehicle interior purification device.
(Technique 6)
The vehicle interior purification device according to Technology 1,
The housing further includes a locking portion for locking the housing to the ceiling.
Vehicle interior purification device.
(Technique 7)
The vehicle interior purification device according to Technology 1,
Further comprising a first operating unit,
changing light emission from the first light emitting unit by operating the first operating unit;
Vehicle interior purification device.
(Technique 8)
The vehicle interior purification device according to Technology 1,
Further comprising a second operating unit,
At least one of the operation of the blower fan and the operation of the electrostatic atomization unit is changed by operating the second operating unit.
Vehicle interior purification device.
(Technique 9)
The vehicle interior purification device according to Technology 1,
The housing includes an outlet for the airflow sent out by the blower fan.
Vehicle interior purification device.
(Technique 10)
The vehicle interior purification device according to Technology 1,
The ionizer is an electrostatic atomizer that adds positively ionized particles and/or negatively ionized particles.
Vehicle interior purification device.

REFERENCE SIGNS LIST 1, 1p vehicle 2-1 to 2-4 wheels 3 vehicle body 4 battery 5 vehicle control device 6 vehicle compartment 7-1, 7-2 door switch 8-1, 8-2 door 9 air conditioner 12 power supply unit 13 housing 14 purification unit

14a, 14a_1, 14a_2 Blower fan 14b Predetermined generator 14b1 Electrostatic atomizer 14b2 Ozone/ion generator 15, 15i, 15j, 16 Light-emitting unit 17 Control circuit 17a Memory 17b Timer 18, 19, 31p Operation unit 18a, 19a Button 18b, 19b Detection unit 20 Optical member 21i Temperature sensor

100, 100i, 100j, 100k, 100p Vehicle interior equipment

Claims (6)

The car body and
A wheel rotatably supported on the vehicle body;
A vehicle interior purification device installed on a ceiling of the vehicle body;
A vehicle equipped with
The vehicle interior purification device includes:
A housing and
A first outlet provided in the housing;
A second air outlet provided in the housing;
a first blower fan provided inside the housing and corresponding to the first air outlet;
a second blower fan provided inside the housing and corresponding to the second air outlet;
a predetermined generating device provided inside the housing for generating airflows discharged from the first air outlet and the second air outlet;
Equipped with
The predetermined generating device includes at least one of an electrostatic atomizer that generates a mist containing charged fine water particles and an ozone/ion generating device that generates ozone and negative ions by corona discharge,
The first outlet and the second outlet are arranged along a traveling direction of the vehicle,
The first outlet faces the front of the vehicle,
The second outlet faces the rear of the vehicle,
the vehicle interior purification device is disposed rearward of a center of the vehicle interior in the traveling direction of the vehicle body,
A first air volume of the first outlet is greater than a second air volume of the second outlet. The car body and
A wheel rotatably supported on the vehicle body;
A vehicle interior purification device installed on a ceiling of the vehicle body;
A vehicle equipped with
The vehicle interior purification device includes:
A housing and
A first outlet provided in the housing;
A second air outlet provided in the housing;
a first blower fan provided inside the housing and corresponding to the first air outlet;
a second blower fan provided inside the housing and corresponding to the second air outlet;
a predetermined generating device provided inside the housing for generating airflows discharged from the first air outlet and the second air outlet;
Equipped with
The predetermined generating device includes at least one of an electrostatic atomizer that generates a mist containing charged fine water particles and an ozone/ion generating device that generates ozone and negative ions by corona discharge,
The first outlet and the second outlet are arranged along a traveling direction of the vehicle,
The first outlet faces the front of the vehicle,
The second outlet faces the rear of the vehicle,
the vehicle interior purification device is disposed forward of a center of the vehicle interior in the traveling direction,
A first air volume of the first outlet is smaller than a second air volume of the second outlet. 3. A vehicle according to claim 1 or 2 ,
The housing of the vehicle interior purification device includes an intake section,
the predetermined generating device is disposed between the first blower fan and the second blower fan,
The airflow entering from the intake section
The air is blown out from the first outlet through the predetermined generating device and the first blower fan,
The air is blown out from the second outlet through the predetermined generating device and the second blower fan.
vehicle. The vehicle is configured to be installed on a ceiling of a vehicle interior of a vehicle having a vehicle body and wheels rotatably supported on the vehicle body,
A housing and
A first outlet provided in the housing;
A second air outlet provided in the housing;
a first blower fan provided inside the housing and corresponding to the first air outlet;
a second blower fan provided inside the housing and corresponding to the second air outlet;
a predetermined generating device provided inside the housing for generating airflows discharged from the first air outlet and the second air outlet;
Equipped with
the predetermined generating device is an interior purification device including at least one of an electrostatic atomizing device that generates a mist containing charged fine water particles and an ozone/ion generating device that generates ozone and negative ions by corona discharge,
The first outlet and the second outlet are arranged along a traveling direction of the vehicle,
The first outlet faces the front of the vehicle,
The second outlet faces the rear of the vehicle,
Located behind the center of the interior of the vehicle body in the traveling direction,
The first air volume of the first air outlet is set to be larger than the second air volume of the second air outlet.
Vehicle interior purification device. The vehicle is configured to be installed on a ceiling of a vehicle interior of a vehicle having a vehicle body and wheels rotatably supported on the vehicle body,
A housing and
A first outlet provided in the housing;
A second air outlet provided in the housing;
a first blower fan provided inside the housing and corresponding to the first air outlet;
a second blower fan provided inside the housing and corresponding to the second air outlet;
a predetermined generating device provided inside the housing for generating airflows discharged from the first air outlet and the second air outlet;
Equipped with
the predetermined generating device includes at least one of an electrostatic atomizing device that generates a mist containing charged fine water particles and an ozone/ion generating device that generates ozone and negative ions by corona discharge, the first outlet and the second outlet are disposed along a traveling direction of the vehicle,
The first outlet faces the front of the vehicle,
The second outlet faces the rear of the vehicle,
Located forward of the center of the interior of the vehicle body in the traveling direction,
The first air volume of the first air outlet is set to be smaller than the second air volume of the second air outlet.
Vehicle interior purification device. The vehicle interior purification device according to claim 4 or 5 ,
The housing includes an intake section,
the predetermined generating device is disposed between the first blower fan and the second blower fan,
The airflow entering from the intake section
The air is blown out from the first outlet through the predetermined generating device and the first blower fan,
The air is blown out from the second outlet through the predetermined generating device and the second blower fan.
Vehicle interior purification device.

Images