WO2023053999A1 - Air purification system, and electronic control device - Google Patents

Abstract

This air purification system, which is installed in a vehicle, comprises a removal apparatus (1), sensors (2, 2a, 2b, 2c), and an electronic control device (3). The removal apparatus (1) removes prescribed components contained in the air in the vehicle interior. The sensors (2, 2a, 2b, 2c) detect the concentration of the prescribed components in the air in the vehicle interior. The electronic control device (3) has a storage unit that stores information input from the sensors (2, 2a, 2b, 2c), and a processor that computes and processes the information. The electronic control device is configured to determine a replacement period for the removal apparatus on the basis of an attenuation speed of the concentration of the prescribed components calculated under each prescribed detection condition during operation of the removal apparatus (1). The prescribed components removed by the removal apparatus (1) are prescribed gas components, and the concentration of the prescribed components detected by the sensors (2, 2a, 2b, 2c) is the concentration of the prescribed gas components.

Description

Air purification system and electronic controller Cross-references to related applications

This application is based on Japanese Patent Application No. 2021-163026 filed on October 1, 2021 and Japanese Patent Application No. 2022-107382 filed on July 1, 2022, hereby The contents of which are incorporated by reference.

The present disclosure relates to an air purification system and an electronic control device mounted on a vehicle.

2. Description of the Related Art Conventionally, there has been known an air purification system that purifies the air inside a vehicle compartment using a removal device such as a filter that removes a predetermined component contained in the air inside the vehicle compartment. A removal device such as a filter is incorporated into a vehicle air conditioner, or mounted in a vehicle interior as an air cleaning device.
A vehicle air conditioner described in Patent Document 1 includes a filter that collects dust contained in air flowing through a duct of the air conditioner, a sensor that detects the concentration of dust contained in the air flowing through the duct, A judgment unit is provided for judging whether or not the collection ability of the filter is degraded based on the dust concentration detected by the sensor. This determination unit determines the collection ability of the filter based on the time required for the dust concentration detected by the sensor during operation of the air conditioner to decrease from the first threshold concentration to the second threshold concentration.

Japanese Patent No. 6673235

However, the inventors' studies have revealed that the vehicle air conditioner described in Patent Document 1 has the following two problems.
The first problem is that the dust collecting efficiency of the filter tends to improve or deteriorate over time depending on the particle size and type of dust. For example, for dust with a large particle size, the filter mesh (in other words, gaps) becomes smaller as time elapses, so the collection efficiency may increase.
The second problem is that small particles of 1 μm or less in particular are collected by the filter using the electrostatic force and intermolecular force that charge the particles, so the charged state of the particles varies depending on the air condition (e.g. humidity). , the collection efficiency may change.
As described above, regarding filters for collecting dust, the above two problems may make it difficult to correctly predict the collecting ability of the filters.

An object of the present disclosure is to provide an air purification system and an electronic control device that are capable of improving the accuracy of determining when to replace a removal device that removes a predetermined component contained in the air in the vehicle interior.

According to one aspect of the present disclosure, an air purification system mounted on a vehicle includes a removal device, a sensor, and an electronic controller. The removal device removes a predetermined component contained in the air inside the vehicle compartment. The sensor detects a predetermined gas component concentration in the air inside the vehicle. The electronic control unit has a storage unit that stores information input from the sensor and a processor that performs arithmetic processing on the information. is configured to determine when to replace the removal device based on the attenuation rate of the The predetermined component removed by the removal device is the predetermined gas component, and the predetermined component concentration detected by the sensor is the predetermined gas component concentration.

According to this, when the removal device is to remove a predetermined gas component, unlike a dust filter that adsorbs dust on the surface of the filter fiber, the gas component is captured by entering the pores of activated carbon or the like. As the amount of gas components collected increases, the collection capacity tends to decrease. Therefore, there is an accurate correlation between the decrease in the ability of the removal device to remove a predetermined gas component and the decay rate of the predetermined gas component concentration calculated each time a predetermined detection condition is met during operation of the removal device. . Therefore, it is possible to improve the accuracy of determining when to replace the removal device, and to notify the user of the replacement time of the removal device at the correct timing.

In addition, the electronic control device does not determine when to replace the removal equipment based on the past usage period of the removal equipment, but rather the rate of decay of the predetermined component concentration by the removal equipment currently in use (i.e., the performance of removal equipment in the environment). Therefore, since this determination takes into consideration the use environment of the removal device, etc., the accuracy of determination of the replacement timing of the removal device can be improved. The attenuation rate of the predetermined component concentration is the amount of attenuation of the predetermined component concentration per unit time.

Also, even when the removal device is incorporated into the vehicle air conditioner, the sensor can be installed anywhere in the vehicle interior, and there is no need to install the sensor in the flow path of the vehicle air conditioner. Therefore, even when the removing device is incorporated into the vehicle air conditioner, the performance of the vehicle air conditioner does not deteriorate.

According to another aspect, the electronic control unit is provided in a vehicle equipped with a removal device that removes a predetermined component contained in the air in the vehicle interior, and a sensor that detects the concentration of the predetermined component in the air in the vehicle interior. It is installed and can determine when to replace the removal equipment. The predetermined component removed by the removal device is the predetermined gas component, and the predetermined component concentration detected by the sensor is the predetermined gas component concentration. The electronic control unit has a storage unit that stores information input from the sensor and a processor that performs arithmetic processing on the information. It is configured to determine when to replace the removal device based on the decay rate of the component concentration.

According to this, another aspect can also achieve the same effects as the one aspect described above.

It should be noted that the reference numerals in parentheses attached to each component etc. indicate an example of the correspondence relationship between the component etc. and the specific component etc. described in the embodiment described later.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows schematic structure of the vehicle by which the air purification system which concerns on 1st Embodiment is mounted. 4 is a graph for explaining a calculation method of a decay rate of a predetermined component concentration in the first embodiment; 7 is a graph for explaining a method of determining when to replace a filter; FIG. 11 is a graph for explaining a method of calculating a decay rate of a predetermined component concentration in the second embodiment; FIG. FIG. 11 is a graph for explaining a method of calculating a decay rate of a predetermined component concentration in the third embodiment; FIG. FIG. 11 is a graph for explaining a method of calculating a decay rate of a predetermined component concentration in the fourth embodiment; FIG. FIG. 11 is a diagram showing a schematic configuration of a vehicle equipped with an air purification system according to a fifth embodiment; FIG. 12 is a diagram showing a schematic configuration of a vehicle equipped with an air purification system according to a sixth embodiment; FIG. FIG. 14 is a graph for explaining a method of switching between inside and outside air in the sixth embodiment; FIG. FIG. 16 is a flow chart for explaining a method for switching between inside and outside air in the sixth embodiment; FIG. FIG. 12 is a diagram showing a schematic configuration of a vehicle equipped with an air purification system according to a seventh embodiment; FIG. 21 is a graph for explaining a method of switching between inside and outside air in the seventh embodiment; FIG. FIG. 14 is a flowchart for explaining a method of switching between inside and outside air in the seventh embodiment; FIG. FIG. 21 is a graph for explaining a method of switching between inside and outside air in the eighth embodiment; FIG. FIG. 20 is a flowchart for explaining a method of switching between inside and outside air in the eighth embodiment; FIG. FIG. 20 is a diagram showing a schematic configuration of a vehicle equipped with an air purification system according to a ninth embodiment; FIG. 21 is a graph for explaining a method of switching between inside and outside air in the ninth embodiment; FIG. FIG. 20 is a flowchart for explaining a method of switching between inside and outside air in the ninth embodiment; FIG. FIG. 21 is a flow chart for explaining a method of switching between inside and outside air in the tenth embodiment; FIG.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In addition, in each of the following embodiments, the same or equivalent portions are denoted by the same reference numerals, and description thereof will be omitted.

(First embodiment)
A first embodiment will be described with reference to FIGS. 1 to 3. FIG. As shown in FIG. 1, the air purification system is a system mounted on a vehicle to purify the air inside the vehicle. The air purification system includes a filter 1 as a removal device that removes a predetermined component contained in the air in the vehicle interior, a sensor 2 that detects the concentration of a predetermined component contained in the air in the vehicle interior, and an electronic control unit 3 (hereinafter referred to as (referred to as "ECU"), a notification device 4, and the like. ECU is an abbreviation for Electronic Control Unit. The predetermined component removed by the filter 1 is the predetermined gas component, and the predetermined component concentration detected by the sensor 2 is the predetermined gas component concentration. Note that in FIG. 1 , predetermined components contained in the air in the vehicle compartment are schematically indicated by a plurality of circles with a symbol C attached thereto.

In this embodiment, the filter 1 as a removal device is incorporated in the flow path of a vehicle air conditioner 5 (hereinafter simply referred to as "air conditioner 5"). For the filter 1, for example, a dust-collecting filter material such as an air-permeable non-woven fabric carrying a deodorant such as activated carbon is folded into a pleated shape to have dust-collecting and deodorizing functions. With this configuration, when the blower (not shown) of the air conditioner 5 is activated and the air passes through the filter 1, a predetermined component contained in the air is removed. In this embodiment, since the filter 1 as the removal device is incorporated in the air conditioner 5, the operation of the air conditioner 5 corresponds to the operation of the removal device. That is, when the removal device is in operation, it means a state in which the removal device exhibits a function of removing a predetermined component.

Predetermined components that can be removed by the filter 1 as a removal device include, for example, nitrogen dioxide (NO ₂ ), sulfur dioxide (SO ₂ ), ozone (O ₃ ), carbon monoxide (CO), ammonia (NH ₃ ), Gases including at least one of volatile organic compounds (VOC), highly volatile organic compounds (VVOC), total volatile organic compounds (TVOC), food odors and body odors. VOC is an abbreviation for Volatile Organic Compounds, VVOC is an abbreviation for Very Volatile Organic Compounds, and TVOC is an abbreviation for Total Volatile Organic Compounds.

The air conditioner 5 is provided inside the dashboard 6 of the vehicle. The air conditioner 5 adjusts the temperature and humidity of the air flowing through the flow path in the casing by cooling equipment and heating equipment (not shown) installed in the flow path in the casing, and the conditioned air whose temperature and humidity have been adjusted is supplied to the vehicle. It is possible to air-condition the vehicle interior by blowing into the room.

In addition, the air conditioner 5 can switch between an inside air circulation mode for circulating the air in the vehicle interior and an outside air introduction mode for introducing the air outside the vehicle interior into the vehicle interior. Switching between the internal air circulation mode and the external air introduction mode is performed by switching the flow path using an internal/external air switching door (not shown) provided in the air conditioner 5 . When the air conditioner 5 executes the internal air circulation mode, the air in the vehicle interior is taken into the casing of the air conditioner 5, passes through the filter 1, and is blown out into the vehicle interior as conditioned air whose temperature and humidity have been adjusted. . At that time, the filter 1 removes a predetermined component contained in the air that is taken in from the passenger compartment and blown out into the passenger compartment again.

On the other hand, when the air conditioner 5 executes the outside air introduction mode, the air outside the passenger compartment is taken into the casing of the air conditioner 5, passes through the filter 1, and is blown into the passenger compartment as conditioned air whose temperature and humidity have been adjusted. be done. At that time, the filter 1 removes a predetermined component contained in the air that is taken in from outside the vehicle and blown out into the vehicle.

In addition, the air conditioner 5 can execute a face mode, a bilevel (B/L) mode, a foot mode, a defroster mode, a foot/defroster mode, and the like as air conditioning modes for blowing conditioned air into the vehicle compartment. The face mode is an air conditioning mode in which conditioned air is blown out from the face air outlet 7 . The bi-level (B/L) mode is an air conditioning mode in which conditioned air is blown out from the face air outlet 7 and foot air outlets (not shown). The foot mode is an air-conditioning mode in which conditioned air is blown out from the foot outlet. The defroster mode is an air conditioning mode in which conditioned air is blown out from a defroster outlet (not shown). The foot/defroster mode is an air conditioning mode in which conditioned air is blown out from the foot outlet and the defroster outlet. Note that FIG. 1 shows only the face outlet 7 among the plurality of outlets, and omits the illustration of the foot outlet and the defroster outlet.

The sensor 2 is a vehicle interior sensor that detects the concentration of a predetermined component contained in the air in the vehicle interior. The predetermined component detected by the sensor 2 is at least one of the predetermined components that can be removed by the filter 1 . The sensor 2 may be installed anywhere in the vehicle interior. Information detected by the sensor 2 is transmitted to the ECU. As the sensor 2, for example, a semiconductor gas sensor can be used.

The ECU is composed of a storage unit such as ROM, RAM, and flash memory for storing information input from the sensor 2 and various programs, a microcomputer having a processor for performing information processing and arithmetic processing, and its peripheral circuits. ing. The storage unit is composed of a non-transitional physical storage medium. The ECU performs various arithmetic processing and control processing based on the programs stored in the storage unit, and controls the operation of each device connected to the output port.

Specifically, the ECU of this embodiment calculates the attenuation rate of a predetermined component concentration each time a predetermined detection condition is met while the air conditioner 5 is in operation (that is, when the removal device is in operation). The ECU is configured to determine when to replace the filter 1 based on the attenuation rate of the predetermined component concentration. It should be noted that the replacement timing of the filter 1 can be rephrased as the life of the filter 1 .
When a semiconductor gas sensor is used as the sensor 2, the ECU controls the predetermined detection time from the energization of the semiconductor gas sensor to the activation of the semiconductor gas sensor when predetermined detection conditions are met during operation of the air conditioner 5. It is configured to start sensing after a period of time has elapsed. Note that when the air conditioner 5 is in operation, it corresponds to when the removal device is in operation.

Here, the method of determining the replacement timing of the filter 1 executed by the ECU will be described with reference to FIGS. 2 and 3. FIG.

FIG. 2 is a graph for explaining the calculation method of the attenuation rate of the predetermined component concentration executed by the ECU. In the graph of FIG. 2, the horizontal axis is the detection time, and the vertical axis is the component concentration. After the filter 1 is replaced with a new one, the result of the first concentration measurement is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n. showing.

The ECU starts concentration measurement from time T0. One of the conditions for the ECU to start concentration measurement is that the air conditioner 5 is in operation (that is, the removing device is in operation). Then, the ECU calculates the attenuation rate of the predetermined component concentration under predetermined detection conditions. In the first embodiment, the predetermined detection condition when the ECU calculates the attenuation rate of the predetermined component concentration is that the detection is started when the component concentration reaches a predetermined concentration C1, and when the component concentration reaches another predetermined concentration C2. It includes setting the time of attenuation as the end of detection. Note that the predetermined concentration C1 and another predetermined concentration C2 are set in advance by experiments or the like as an appropriate concentration for determining the replacement timing of the filter 1, and are stored in the ECU. In addition to the above conditions, the predetermined detection conditions for the ECU to calculate the attenuation speed of the predetermined component concentration include that the air conditioner 5 is operating in the internal air circulation mode. In addition to the above conditions, the predetermined detection condition also includes that the blower of the air conditioner 5 is operating at a predetermined operating level. Moreover, the predetermined detection condition includes that the air conditioner 5 is executing a predetermined air conditioning mode in addition to the above conditions. Also, the predetermined detection conditions may include other conditions in addition to the above conditions.

First, the ECU measures the time required for the component concentration to decay from a predetermined concentration C1 to another predetermined concentration C2 in order to calculate the attenuation speed of the predetermined component concentration. In the example shown in FIG. 2, the time required for the component concentration to decay from the predetermined concentration C1 to another predetermined concentration C2 is the time from time T1 to time T4 in the first concentration measurement. In the second concentration measurement, the time is from time T2 to time T5. In the N-th concentration measurement, the time is from time T3 to time T6.

Next, for each concentration measurement, the ECU divides the concentration difference between the predetermined concentration C1 and another predetermined concentration C2 by the time measured in the concentration measurement to calculate the decay rate of the predetermined component concentration. . That is, the attenuation rate of the predetermined component concentration is the amount of attenuation of the predetermined component concentration per unit time. In the graph of FIG. 2, the attenuation rate of the predetermined component concentration for each concentration measurement is represented as the slopes of the solid line M_1, the dashed line M_2, and the dashed line M_n between the predetermined concentration C1 and another predetermined concentration C2. ing.

Subsequently, the ECU compares the predetermined component concentration attenuation rate calculated in each concentration measurement with a predetermined threshold value, and determines the replacement timing of the filter 1 . FIG. 3 is a graph for explaining a method of determining the replacement timing of the filter 1. FIG. In the graph of FIG. 3, the horizontal axis represents the number of times of detection, and the vertical axis represents the attenuation speed of a predetermined component. Then, the attenuation rate of the predetermined component concentration calculated for each concentration measurement is plotted. The ECU determines that it is time to replace the filter 1 when the attenuation rate of the predetermined component becomes slower than the predetermined threshold value Th continuously a plurality of times (for example, two times in this embodiment). As shown in the graph of FIG. 3, in this embodiment, the ECU determines that the filter 1 is due to be replaced at the Z-th time. The number of consecutive times for determining that the filter 1 is due to be replaced is not limited to two times as exemplified in the present embodiment, and may be set to three times or more so as to increase the accuracy of determination of the filter 1 replacement time. good.

In addition, the predetermined threshold value Th used by the ECU to determine when to replace the filter 1 is set in advance through experiments or the like as an appropriate attenuation rate for determining when to replace the filter 1, and is stored in the ECU. This predetermined threshold value Th is set under the condition that the blower of the air conditioner 5 operates at a predetermined operating level. Moreover, this predetermined threshold value Th is set under the condition that the air conditioner 5 executes a predetermined air conditioning mode.

Therefore, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration is that the blower of the air conditioner 5 operates at the same operating level as the blower when the predetermined threshold value Th is set. including being This is because if the operation level of the blower of the air conditioner 5 is different, the amount of air passing through the filter 1 will be different, and the attenuation speed of the predetermined component concentration will also be different.

Further, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration includes that the air conditioner 5 is executing the same air conditioning mode as the air conditioning mode in which the predetermined threshold value Th is set. . This is because if the air conditioning mode is different, the state of the air flow in the passenger compartment will be different, so the attenuation speed of the predetermined component concentration will also be different.

The predetermined detection conditions for the ECU to calculate the attenuation speed of the predetermined component concentration include that the air conditioner 5 is operating in the internal air circulation mode. If the air conditioner 5 is operating in the outside air introduction mode, the air quality introduced into the vehicle interior from the outside of the vehicle and the air flow rate discharged from the vehicle interior to the outside of the vehicle via a ventilation port (not shown) This is because the attenuation speed of the predetermined component concentration also differs depending on the value.

Thus, by appropriately setting the predetermined detection conditions for the ECU to calculate the attenuation rate of the predetermined component concentration and the determination conditions for determining the replacement timing of the filter 1, it is possible to improve the determination accuracy. It is possible. A determination result by the ECU is transmitted to the notification device 4 .

As shown in FIG. 1, the notification device 4 is composed of, for example, a display device installed on a vehicle dashboard 6 or the like. The notification device 4 displays on the display screen that the filter 1 is due to be replaced based on the determination result of the ECU. This allows the crew member or the like to know that the filter 1 currently in use is due for replacement.

The air purification system of the first embodiment described above has the following effects.
(1) In the first embodiment, the ECU provided in the air purification system determines the replacement timing of the filter 1 based on the attenuation rate of a predetermined component concentration calculated each time a predetermined detection condition is met during operation of the air conditioner 5. is configured to determine
According to this, when the filter 1 is to remove a predetermined gas component, unlike a dust filter that adsorbs dust on the surface of the filter fiber, the gas component is captured by entering the pores of activated carbon or the like. As the amount of gas components collected increases, the collection capacity tends to decrease. Therefore, the ability of the filter 1 to remove a predetermined gas component decreases, and the concentration of a predetermined gas component calculated each time a predetermined detection condition is met while the air conditioner 5 is in operation (that is, when the filter 1 is in operation) is attenuated. and velocity have an exact correlation. Therefore, it is possible to improve the accuracy of determination of the replacement timing of the filter 1 and notify the user of the replacement timing of the filter 1 at the correct timing.
Further, the ECU determines when to replace the filter 1 based on the rate of attenuation of the predetermined component concentration by the filter 1 currently in use (that is, the performance of the filter currently in use). Therefore, since this determination takes into consideration the environment in which the filter 1 is used, etc., it is possible to improve the determination accuracy of the replacement timing of the filter 1 .
Moreover, even when the filter 1 is installed in the air conditioner 5 , the sensor 2 can be installed anywhere in the vehicle interior, and there is no need to install the sensor 2 in the flow path of the air conditioner 5 . Therefore, performance deterioration of the air conditioner 5 does not occur.

(2) In the first embodiment, the ECU controls the filter when the rate of attenuation of the predetermined component concentration, which is calculated each time the predetermined detection condition is met during operation of the air conditioner 5, becomes slower than the predetermined threshold value Th. 1 determines that it is time for replacement.
According to this, the ECU can improve the accuracy of determining the replacement timing of the filter 1 .

(3) In the first embodiment, when the air conditioner 5 is in operation, the ECU controls the state in which the attenuation rate of the predetermined component concentration, which is calculated each time the predetermined detection condition is satisfied, becomes slower than the predetermined threshold value Th a plurality of times. When it occurs continuously, it is determined that the filter 1 is due to be replaced.
According to this, even if there is a variation in detection conditions, a detection error of the sensor 2, or the like, it is possible to improve the accuracy of determining the replacement timing of the filter 1. FIG.

(4) In the first embodiment, the predetermined detection condition for the ECU to calculate the attenuation rate of the predetermined component concentration is that the detection is started when the component concentration reaches the predetermined concentration C1, and another predetermined detection condition is set. It includes setting the time when the concentration is attenuated to C2 as the end of detection.
According to this, as shown in FIG. 2, generally, the attenuation speed of the component concentration is high at the start of operation of the air conditioner 5, and the attenuation speed of the component concentration gradually becomes slower as the component concentration becomes thinner. Further, when the air conditioner 5 starts to operate, the concentration of a predetermined component contained in the air in the passenger compartment varies. On the other hand, in the present embodiment, in each concentration measurement, the ECU sets the component concentrations C1 and C2 at the start and end of detection to constant concentrations, and appropriately calculates the attenuation rate of the component concentrations between them. . Therefore, it is possible to improve the accuracy of determining the replacement timing of the filter 1 .

(5) In the first embodiment, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration includes that the air conditioner 5 is operating in the internal air circulation mode.
According to this, when the air conditioner 5 is operating in the outside air introduction mode, the air quality introduced into the vehicle interior from the outside of the vehicle and the air flow rate discharged from the vehicle interior to the outside of the vehicle cause the ECU to operate the filter Accurate determination of performance becomes difficult. In contrast, in the present embodiment, the air conditioner 5 is set to the inside air circulation mode, so that the outside air is not introduced into the vehicle interior and the inside air is not discharged to the outside of the vehicle. Therefore, the ECU can accurately determine the filter performance, and can improve the determination accuracy of the replacement timing of the filter 1 .

(6) In the first embodiment, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration includes that the blower of the air conditioner 5 is operating at a predetermined operating level. there is
According to this, when the operation level of the blower of the air conditioner 5 changes, the amount of air passing through the filter 1 changes, making it difficult for the ECU to accurately determine the filter performance. On the other hand, in the present embodiment, when the ECU calculates the attenuation speed of the predetermined component concentration, the operation level of the blower of the air conditioner 5 is set to the predetermined operation level. Errors in filter performance due to variations are reduced. Therefore, the ECU can accurately determine the filter performance, and can improve the determination accuracy of the replacement timing of the filter 1 .
The operating level of the blower when the ECU calculates the attenuation speed of the predetermined component concentration is preferably the same as the operating level of the blower when setting the threshold value Th used for determining the replacement timing of the filter 1 .

(7) In the first embodiment, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration includes that the air conditioner 5 is operating in a predetermined air conditioning mode.
According to this, the flow of air in the vehicle compartment differs according to the air conditioning mode executed by the air conditioner 5, so it becomes difficult for the ECU to accurately determine the filter performance. On the other hand, in the present embodiment, when the ECU calculates the attenuation speed of the predetermined component concentration, by setting the air conditioner 5 to the predetermined air conditioning mode, the error in the filter performance caused by the flow of the wind in the vehicle interior is reduced. is reduced. Therefore, the ECU can accurately determine the filter performance, and can improve the determination accuracy of the replacement timing of the filter 1 .
The air conditioning mode when the ECU calculates the attenuation speed of the predetermined component concentration is preferably the same as the air conditioning mode when the threshold value Th used for determining the replacement time of the filter 1 is set.

(8) In the first embodiment, for example, a semiconductor gas sensor can be used as the sensor 2 . In this case, the ECU starts detection after a predetermined time elapses from when the semiconductor gas sensor is energized to when the semiconductor gas sensor is activated when predetermined detection conditions are met during the operation of the air conditioner 5. configured as
According to this, the ECU can accurately determine the filter performance, and can improve the determination accuracy of the replacement timing of the filter 1 .

(Second to Fourth Embodiments)
Second to fourth embodiments will be described. In the second to fourth embodiments, part of the predetermined detection conditions for the ECU to calculate the attenuation rate of the predetermined component concentration are changed from the first embodiment, and the rest are the same as those in the first embodiment. Since it is the same as the embodiment, only the parts different from the first embodiment will be described.

(Second embodiment)
The method by which the ECU included in the air purification system of the second embodiment calculates the attenuation rate of the predetermined component concentration will be described with reference to FIG. 4 . Similarly to FIG. 2, the graph of FIG. 4 also has the detection time on the horizontal axis and the component concentration on the vertical axis. After the filter 1 is replaced with a new one, the result of the first concentration measurement is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n. showing.

In the second embodiment, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration is that the detection is started when the predetermined component concentration detected by the sensor 2 reaches the predetermined concentration C11, and the detection start time is It includes setting the detection end time when a predetermined detection time DT has elapsed from the time of the detection. Predetermined component concentration C11 and predetermined detection time DT are set in advance by experiment or the like as appropriate concentration and detection time for determining the replacement time of filter 1, and are stored in the ECU.

First, in order to calculate the attenuation rate of the predetermined component concentration, the ECU calculates the time when the component concentration reaches the predetermined component concentration C11 (that is, the time when the detection is started) and the detection start time for each concentration measurement. The concentration of the component is measured at the end of the detection after a predetermined detection time DT has elapsed. In the example shown in FIG. 4, in the first concentration measurement, the detection start time is T11, and the component concentration at the detection end time T14 after the predetermined detection time DT has passed is C14. In the second concentration measurement, the detection start time is T12, and the component concentration at the detection end time T15 after the predetermined detection time DT has passed is C13. In the N-th concentration measurement, the detection start time is T13, and the component concentration at the detection end time T16 after the predetermined detection time DT has passed is C12.

Next, for each concentration measurement, the ECU divides the concentration difference between the component concentration C11 at the start of detection and the component concentration at the end of each detection by a predetermined detection time DT to obtain a predetermined attenuation of the component concentration. Calculate speed. In the graph of FIG. 4, the decay rate of the predetermined component concentration for each concentration measurement is represented as the slopes of the solid line M_1, the dashed line M_2, and the dashed line M_n from the start of detection to the end of detection in each time.

Subsequently, as in the first embodiment, the ECU compares the predetermined component concentration attenuation rate calculated in each concentration measurement with a predetermined threshold value Th to determine when to replace the filter 1 . The determination result is displayed on the display screen of the notification device 4 .

In the second embodiment described above, the predetermined detection condition for the ECU to calculate the attenuation rate of the predetermined component concentration is that the detection is started when the component concentration reaches the predetermined concentration C11, and from the detection start time. It includes setting the time when a predetermined detection time DT has passed as the end of detection.
According to this, as shown in FIG. 4, generally, the attenuation speed of the component concentration is high at the start of operation of the air conditioner 5, and the attenuation speed of the component concentration gradually becomes slower as the component concentration becomes thinner. Further, when the air conditioner 5 starts to operate, the concentration of a predetermined component contained in the air in the passenger compartment varies. In contrast, in the second embodiment, in each concentration measurement, the ECU sets the component concentration at the start of detection to a constant concentration, and can appropriately calculate the attenuation rate of the component concentration in the predetermined detection time DT. It is possible to improve the accuracy of determining the replacement timing of the filter 1 .

(Third embodiment)
The method by which the ECU of the air purifying system of the third embodiment calculates the attenuation speed of the predetermined component concentration will be described with reference to FIG. In the graph of FIG. 5, similarly to FIGS. 2 and 3, the horizontal axis is the detection time and the vertical axis is the component concentration. After the filter 1 is replaced with a new one, the result of the first concentration measurement is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n. showing.

In the third embodiment, the predetermined detection conditions under which the ECU calculates the attenuation speed of the predetermined component concentration are the detection start time T0 when the operation of the air conditioner 5 is started, and the predetermined component concentration reaches the predetermined component concentration C22. It includes setting the time when the detection ends. The predetermined component concentration C22 that determines the detection end time is set in advance as an appropriate component concentration for judging when to replace the filter 1 through experiments or the like, and is stored in the ECU.

First, in order to calculate the attenuation rate of the predetermined component concentration, the ECU calculates the component concentration at the start of detection and the time when the component concentration reaches the predetermined component concentration C22 (that is, detection end time). In the example shown in FIG. 5, in the first concentration measurement, the component concentration at the start of detection is C21, and the detection end time is T21. In the second concentration measurement, the component concentration at the start of detection is C21, and the detection end time is T22. In the third concentration measurement, the component concentration at the start of detection is C21, and the detection end time is T23.

Next, for each concentration measurement, the ECU divides the concentration difference between the component concentration at the start of detection and the component concentration C22 at the end of each detection by the time from the detection start time T0 to the detection end time, A decay rate for a given component concentration is calculated. In the graph of FIG. 5, the attenuation rate of the predetermined component concentration for each concentration measurement is represented as the slope of the solid line M_1, the dashed line M_2, and the dashed line M_n from the detection start time T0 to the detection end time of each time. .

Subsequently, as in the first embodiment, the ECU compares the predetermined component concentration attenuation rate calculated in each concentration measurement with a predetermined threshold value Th to determine when to replace the filter 1 . The determination result is displayed on the display screen of the notification device 4 .

In the third embodiment described above, the predetermined detection conditions for the ECU to calculate the attenuation speed of the predetermined component concentration are the detection start time T0 when the operation of the air conditioner 5 is started, and the predetermined component concentration This includes setting the time when the component concentration reaches C22 as the end of detection. Also by this method, the ECU can calculate the attenuation rate of the predetermined component concentration in each concentration measurement.

(Fourth embodiment)
The method by which the ECU included in the air purification system of the fourth embodiment calculates the attenuation rate of the predetermined component concentration will be described with reference to FIG. In the graph of FIG. 6, similarly to FIGS. 2 and 3, the horizontal axis is the detection time and the vertical axis is the component concentration. After the filter 1 is replaced with a new one, the result of the first concentration measurement is indicated by a solid line M_1, the result of the second concentration measurement is indicated by a dashed line M_2, and the result of the Nth concentration measurement is indicated by a dashed line M_n. showing.

In the fourth embodiment, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration is the detection start time T0 when the operation of the air conditioner 5 is started, and a predetermined detection time DT from the detection start time T0. It includes setting the elapsed time as the detection end time. It should be noted that the predetermined detection time DT is set in advance by experiments or the like as an appropriate detection time for determining the replacement time of the filter 1, and is stored in the ECU.

First, in order to calculate the decay rate of a predetermined component concentration, the ECU measures the component concentration at the start of detection and the component concentration after a predetermined detection time DT has elapsed from the start of detection for each concentration measurement. do. In the example shown in FIG. 6, in the first concentration measurement, the component concentration at the start of detection is C31, and the component concentration at the detection end time T30 is C34. In the second concentration measurement, the component concentration at the start of detection is C31, and the component concentration at detection end time T30 is C33. In the third concentration measurement, the component concentration at the start of detection is C31, and the component concentration at detection end time T30 is C32.

Next, for each concentration measurement, the ECU divides the concentration difference between the concentration of the component at the start of detection and the concentration of the component at the end of each detection by the detection time DT to calculate the decay rate of the predetermined concentration of the component. do. In the graph of FIG. 6, the attenuation rate of the predetermined component concentration for each concentration measurement is represented as the gradient of the solid line M_1, the dashed line M_2, and the dashed line M_n from the detection start time T0 to the detection end time T30. there is

Subsequently, as in the first embodiment, the ECU compares the predetermined component concentration attenuation rate calculated in each concentration measurement with a predetermined threshold value Th to determine when to replace the filter 1 . The determination result is displayed on the display screen of the notification device 4 .

In the fourth embodiment described above, the predetermined detection condition for the ECU to calculate the attenuation speed of the predetermined component concentration is the detection start time T0 when the air conditioner 5 is in operation, and the predetermined detection start time T0 from the detection start time T0. It includes setting the time when the detection time DT has passed as the detection end time. Also by this method, the ECU can calculate the attenuation rate of the predetermined component concentration in each concentration measurement.

(Fifth embodiment)
A fifth embodiment will be described. 5th Embodiment changes the structure of the sensor and the alerting|reporting apparatus 4 with respect to 1st Embodiment etc., Since it is the same as that of 1st Embodiment about others, only a part different from 1st Embodiment explain.

As shown in FIG. 7, in the fifth embodiment, the sensors 2a, 2b, and 2c are located below the dashboard 6, at least in the central part of the vehicle interior ceiling, and at least one of the vehicle rear parts of the vehicle interior ceiling. is set in place. Thus, the sensors 2a, 2b, 2c may be installed anywhere in the vehicle interior.

Also, in the fifth embodiment, the notification device 4a is composed of, for example, a speaker that outputs sound. The notification device 4a notifies by voice that the filter 1 is due to be replaced based on the determination result of the ECU. This allows the crew member or the like to know that the filter 1 currently in use is due for replacement.

The fifth embodiment described above can also achieve the same effects as the first embodiment and the like described above.

(Sixth to Tenth Embodiments)
Sixth to tenth embodiments will be described. In the sixth to tenth embodiments, the ECU automatically performs control to switch the air conditioner 5 between the inside air circulation mode and the outside air introduction mode.

(Sixth embodiment)
A sixth embodiment will be described with reference to FIGS. 8 to 10. FIG. As shown in FIG. 8, the air purification system is a system that is mounted on a vehicle and is capable of air-conditioning the vehicle interior as well as purifying and ventilating the air in the vehicle interior. The air purification system includes an air conditioner 5 for air conditioning and ventilation in the passenger compartment, a filter 1 as a removal device, a sensor 21 outside the passenger compartment, an ECU, and the like.

The vehicle exterior sensor 21 detects the concentration of a predetermined component contained in the air outside the vehicle. The predetermined component detected by the vehicle exterior sensor 21 is at least one of the predetermined components that can be removed by the filter 1 . The vehicle exterior sensor 21 may be installed at any position outside the vehicle interior of the vehicle. Information detected by the vehicle exterior sensor 21 is transmitted to the ECU.

The ECU of the present embodiment switches between the outside air introduction mode and the inside air circulation mode (i.e., the inside/outside air switching ). Hereinafter, the efficiency of removing a predetermined component by the filter 1 is referred to as "filter efficiency".

Note that the filter efficiency refers to the rate at which the filter 1 collects and removes a predetermined component when air containing a predetermined component is flowed from the upstream side of the filter 1 to the downstream side. Specifically, when air containing a predetermined component flows from the upstream side of the filter 1 to the downstream side, the filter efficiency is the ratio between the concentration of components contained in the air on the upstream side and the concentration of components contained in the air on the downstream side. It is expressed as a value obtained by dividing the difference by the component concentration contained in the air on the upstream side.

Here, the method of switching inside/outside air performed by the ECU will be described with reference to FIGS. 9 and 10. FIG.

FIG. 9 is a graph for explaining the internal/external air switching method executed by the ECU. The graph of FIG. 9 assumes a state in which the concentration of a predetermined component contained in the air outside the vehicle is high enough to make people feel uncomfortable.

In the graph of FIG. 9, the horizontal axis is the filter efficiency. In addition, in the graph of FIG. 9, the vertical axis represents the concentration of a predetermined component entering the vehicle interior via the filter 1 from outside the vehicle interior.

As shown by the solid line A in the graph of FIG. 9, when the concentration of a predetermined component contained in the air outside the vehicle is high, the concentration of the predetermined component that enters the vehicle from outside the vehicle through the filter 1 is determined by the filter efficiency. is lower as the filter efficiency is better, and higher as the filter efficiency is worse.

Note that the predetermined concentration threshold Th_c indicated by the horizontally extending dashed line in FIG. 9 is set to a concentration that does not make the occupant feel uncomfortable due to the concentration of the predetermined component entering the vehicle compartment. This predetermined concentration threshold Th_c is set in advance through experiments or the like and stored in the ECU.

As shown in the graph of FIG. 9, in the area to the right of the intersection point P between the solid line A and the predetermined density threshold Th_c, the solid line A is lower than the predetermined density threshold Th_c, so the outside air introduction mode is executed. This is because even if the concentration of a predetermined component contained in the air outside the passenger compartment is high, if the filter efficiency is good, the concentration of the component that enters the passenger compartment from the outside of the passenger compartment is reduced by the filter 1, so that the occupants feel uncomfortable. Because it doesn't feel like

On the other hand, as shown in the graph of FIG. 9, in the area to the left of the intersection point P between the solid line A and the predetermined density threshold Th_c, the solid line A is higher than the predetermined density threshold Th_c, so the shy air circulation mode is executed. be. This is because when the concentration of a predetermined component contained in the air outside the passenger compartment is high and the filter efficiency is low, if the outside air introduction mode is set, the concentration of the component entering the passenger compartment from the outside of the passenger compartment increases. because it makes me feel uncomfortable. Therefore, by setting the internal air circulation mode, it is possible to prevent a predetermined component from entering the vehicle interior from outside the vehicle.

Next, the method of switching inside/outside air performed by the ECU will be described with reference to the flowchart of FIG.

First, in step S10 of FIG. 10, the ECU detects the concentration of a predetermined component contained in the air outside the vehicle, based on the information transmitted from the vehicle exterior sensor 21.

Next, in step S11, the ECU calculates filter efficiency. The filter efficiency is calculated based on, for example, the period of use of the filter 1, the period of use of the filter 1 and the environment in which it is used, and the result of measuring the attenuation rate of a predetermined component concentration by the filter 1 each time a predetermined condition is satisfied. It is possible to obtain by various methods such as calculation based on.

Subsequently, in step S12, the ECU calculates the concentration of a predetermined component entering the vehicle interior via the filter 1 from outside the vehicle interior. This calculation is performed based on the predetermined concentration of components contained in the air outside the vehicle compartment and the filter efficiency. That is, as shown in the graph of FIG. 9, the concentration of the predetermined component entering the passenger compartment from outside the passenger compartment through the filter 1 decreases as the filter efficiency increases, and increases as the filter efficiency decreases.

Next, in step S13, the ECU compares a predetermined concentration of components entering the vehicle interior from outside the vehicle with a predetermined concentration threshold Th_c stored in the ECU. In addition, in FIG. 10, the predetermined component concentration that enters the vehicle interior from the exterior of the vehicle is denoted by "A".

When the ECU determines that the concentration of the predetermined component entering the vehicle interior from outside the vehicle is lower than the predetermined concentration threshold Th_c (that is, the determination in step S13 is Yes), the process proceeds to step S14. In step S14, the ECU puts the air conditioner 5 into the outside air introduction mode.

On the other hand, when the ECU determines that the concentration of the predetermined component entering the vehicle interior from outside the vehicle is higher than the predetermined concentration threshold Th_c (that is, determination No in step S13), the process proceeds to step S15. In step S15, the ECU puts the air conditioner 5 into the inside air circulation mode.

After that, the ECU repeatedly executes the processing of steps S10 to S15 described above at predetermined control time intervals.

The air purification system of the sixth embodiment described above has the following effects.
(1) In the sixth embodiment, the ECU provided in the air purification system performs internal/external air switching based on the predetermined concentration of components detected by the vehicle exterior sensor 21 and the filter efficiency.
According to this, the ECU performs the inside/outside air switching in consideration of the filter efficiency in addition to the predetermined component concentration detected by the vehicle exterior sensor 21. Therefore, the inside/outside air switching is performed in accordance with the intention of the occupant who prefers the outside air introduction mode. can be executed.

(2) In the sixth embodiment, the ECU determines a predetermined component concentration (i.e., , the concentration of a predetermined component that enters the vehicle interior from the exterior of the vehicle. Then, the ECU sets the air conditioner 5 to the outside air introduction mode when the calculated predetermined component concentration is lower than the predetermined concentration threshold Th_c, and when the calculated predetermined component concentration is higher than the predetermined concentration threshold Th_c. The air conditioner 5 is set to the internal air circulation mode.
According to this, even if the air outside the vehicle contains a predetermined component, the concentration of the predetermined component contained in the air introduced into the vehicle from the outside of the vehicle through the filter 1 is lower than the predetermined concentration threshold Th_c. , the outside air introduction mode is selected and executed. Therefore, this air purification system can perform inside/outside air switching according to the intention of the passenger who prefers the outside air introduction mode.

(Seventh embodiment)
A seventh embodiment will be described. The seventh embodiment differs from the sixth embodiment in the mounting position of the sensor and the method of switching between inside and outside air executed by the ECU. Only parts different from the embodiment will be described.

As shown in FIG. 11, the sensor 2 included in the air purification system of the seventh embodiment is the vehicle interior sensor 2 that detects the concentration of a predetermined component contained in the air in the vehicle interior. The predetermined component detected by the vehicle interior sensor 2 is at least one of the predetermined components that can be removed by the filter 1 . The vehicle interior sensor 2 may be installed anywhere in the vehicle interior. Information detected by the vehicle interior sensor 2 is transmitted to the ECU.

A method of switching inside/outside air performed by the ECU included in the air purification system of the seventh embodiment will be described with reference to FIGS. 12 and 13. FIG.

FIG. 12 is a graph for explaining the internal/external air switching method executed by the ECU when a predetermined component concentration is detected in the vehicle compartment. The graph of FIG. 12 assumes a state in which the concentration of a predetermined component contained in the air in the passenger compartment is high enough to make people feel uncomfortable. On the other hand, it is assumed that the air outside the passenger compartment is clean and contains almost no predetermined components.

In the graph of FIG. 12, the horizontal axis is the filter efficiency. In addition, in the graph of FIG. 12, the vertical axis is the purification time. In this embodiment, the purification time is the time during which the concentration of a predetermined component contained in the air in the vehicle compartment becomes lower than the predetermined concentration threshold Th_c. The predetermined concentration threshold Th_c is set to a concentration at which the occupant does not feel uncomfortable due to the predetermined component concentration, as in the case of the sixth embodiment. This also applies to eighth and ninth embodiments, which will be described later.

The solid line T_in in the graph of FIG. 12 indicates the time during which the concentration of a predetermined component contained in the air in the vehicle compartment becomes lower than a predetermined concentration threshold Th_c when the air conditioner 5 is set to the internal air circulation mode (hereinafter referred to as “internal air mode purification time ). When the air conditioner 5 is set to the internal air circulation mode, the vehicle interior air circulates through the filter 1 of the air conditioner 5, thereby reducing the concentration of a predetermined component in the vehicle interior. The ECU can calculate the internal air mode purification time based on the concentration of a predetermined component in the vehicle interior detected by the vehicle interior sensor 2 and the filter efficiency. As indicated by the solid line T_in in the graph of FIG. 12, the better the filter efficiency, the shorter the inside air mode purification time, and the lower the filter efficiency, the longer the inside air mode purification time.

On the other hand, the dashed line T_out in the graph of FIG. 12 indicates the time during which the concentration of a predetermined component contained in the air in the vehicle compartment becomes lower than a predetermined concentration threshold Th_c when the air conditioner 5 is set to the outside air introduction mode (hereinafter referred to as "outside air mode (referred to as "purification time"). When the air outside the passenger compartment is clean, if the air conditioner 5 is set to the outside air introduction mode, the concentration of a predetermined component inside the passenger compartment is reduced by ventilation. Specifically, when air outside the vehicle is introduced into the vehicle in the outside air introduction mode, the air pressure inside the vehicle increases, and the air in the vehicle is discharged outside the vehicle through a ventilation port (not shown) provided in the vehicle. Therefore, the ECU can calculate the outside air mode purification time based on the concentration of a predetermined component in the vehicle interior detected by the vehicle interior sensor 2 . That is, regardless of the filter efficiency, the lower the concentration of the predetermined component in the passenger compartment, the shorter the outdoor air mode purification time, and the higher the concentration of the predetermined component in the passenger compartment, the longer the outdoor air mode purification time. Note that the broken line T_out moves downward in FIG. 12 when the outside air mode purification time is shortened. On the other hand, when the outside air mode purification time becomes longer, the dashed line T_out moves upward in FIG.

As shown in the graph of FIG. 12, in the area to the right of the intersection point P between the solid line T_in and the dashed line T_out, the solid line T_in has a shorter purification time than the dashed line T_out, so the shy air circulation mode is executed. This is because, when the filter efficiency is good, by circulating the vehicle interior air through the filter 1 of the air conditioner 5, the concentration of a predetermined component in the vehicle interior can be reduced in a shorter time than in the outside air introduction mode. be.

On the other hand, as shown in the graph of FIG. 12, in the area to the left of the intersection point P between the solid line T_in and the dashed line T_out, the solid line T_in has a longer purification time than the dashed line T_out, so the outside air introduction mode is executed. This is because if the filter efficiency is low, the purification time in the inside air mode will be long, and therefore, if the air conditioner 5 is set to the outside air introduction mode, the concentration of the predetermined component in the passenger compartment can be reduced in a short time by ventilation.

Next, a method of switching inside/outside air performed by the ECU will be described with reference to the flowchart of FIG.

First, in step S20 of FIG. 13, the ECU detects the concentration of a predetermined component contained in the air inside the vehicle from the information transmitted from the vehicle interior sensor 2.

Next, in step S21, the ECU calculates filter efficiency. The filter efficiency can be obtained by various methods as described in step S11 of the sixth embodiment.

Subsequently, in step S22, the ECU calculates the internal air mode purification time. The inside air mode purification time is calculated based on the concentration of a predetermined component contained in the air inside the vehicle compartment and the filter efficiency. That is, as indicated by the solid line T_in in the graph of FIG. 12, the inside air mode purification time becomes shorter as the filter efficiency is higher, and longer as the filter efficiency is lower.

Next, in step S23, the ECU calculates the outside air mode purification time. The outside air mode purification time is calculated based on the concentration of a predetermined component in the passenger compartment detected by the passenger compartment sensor 2 . That is, as indicated by the dashed line T_out in the graph of FIG. 12, the outside air mode purification time becomes shorter as the concentration of the predetermined component in the vehicle interior becomes lower, and becomes shorter as the concentration of the predetermined component in the vehicle interior becomes higher, regardless of the filter efficiency. become longer.

Subsequently, in step S24, the ECU compares the inside air mode purification time and the outside air mode purification time.

When the ECU determines that the inside air mode purification time is longer than the outside air mode purification time (that is, the determination in step S24 is Yes), the process proceeds to step S25. In step S25, the ECU puts the air conditioner 5 into the outside air introduction mode.

On the other hand, when the ECU determines that the inside air mode purification time is shorter than the outside air mode purification time (that is, determination No in step S24), the process proceeds to step S26. In step S26, the ECU puts the air conditioner 5 into the inside air circulation mode.

After that, the ECU repeatedly executes the processing of steps S20 to S26 described above at predetermined control time intervals.

The air purification system of the seventh embodiment described above has the following effects.
In the seventh embodiment, the ECU provided in the air purification system calculates the inside air mode purification time based on the predetermined concentration of components contained in the vehicle interior air and the filter efficiency. Further, the ECU calculates the outside air mode purification time based on the concentration of a predetermined component contained in the vehicle interior air. Then, the ECU sets the inside air circulation mode when the inside air mode purification time is shorter than the outside air mode purification time, and sets the outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time.
According to this, when the concentration of the predetermined component contained in the vehicle interior air is high, the inside/outside air switching is performed so as to shorten the purification time of the vehicle interior air in consideration of the filter efficiency. Therefore, this air purification system can perform inside/outside air switching according to the intention of the passenger who wants to purify the vehicle interior air in a short period of time.

(Eighth embodiment)
An eighth embodiment will be described. The eighth embodiment differs from the seventh embodiment in the method of switching the inside/outside air performed by the ECU, and is otherwise the same as the seventh embodiment. only explained.

A method of switching inside/outside air performed by the ECU included in the air purification system of the eighth embodiment will be described with reference to FIGS. 14 and 15. FIG.

FIG. 14 is a graph for explaining the internal/external air switching method executed by the ECU when a predetermined component concentration is detected in the vehicle compartment. In the graph of FIG. 14, it is assumed that the concentration of a predetermined component contained in the air inside the vehicle is high enough to make people feel uncomfortable. On the other hand, it is assumed that the air outside the passenger compartment is clean and contains almost no predetermined components.

In the graph of FIG. 14, the horizontal axis is the filter efficiency. In addition, in the graph of FIG. 14, the vertical axis is the purification time. A solid line T_in in the graph of FIG. 14 indicates the inside air mode purification time. The ECU can calculate the internal air mode purification time based on the concentration of a predetermined component in the vehicle interior detected by the vehicle interior sensor 2 and the filter efficiency.

On the other hand, the predetermined time threshold Th_t indicated by the dashed line extending horizontally in FIG. is set as the time assumed to be This predetermined time threshold Th_t is stored in the ECU.

As shown in the graph of FIG. 14, in the area to the right of the intersection point P between the solid line T_in and the predetermined time threshold Th_t, since the solid line T_in has a shorter purification time than the time threshold Th_t, the shy air circulation mode is executed. . This is because when the filter efficiency is good, the concentration of a predetermined component in the vehicle interior can be reduced in a short period of time by circulating the vehicle interior air through the filter 1 of the air conditioner 5 .

On the other hand, as shown in the graph of FIG. 14, in the area to the left of the intersection point P between the solid line T_in and the predetermined time threshold Th_t, the solid line T_in has a longer purification time than the time threshold Th_t, so the outside air introduction mode is executed. This is because when the filter efficiency is low, the concentration of a predetermined component in the passenger compartment can be reduced in a short period of time by ventilating the air conditioner 5 in the outside air introduction mode.

Next, the method of switching between inside and outside air performed by the ECU will be described with reference to the flowchart of FIG.

First, in step S30 of FIG. 15, the ECU detects the concentration of a predetermined component contained in the air inside the vehicle from the information transmitted from the vehicle interior sensor 2.

Next, in step S31, the ECU calculates filter efficiency. The filter efficiency can be obtained by various methods as described in step S11 of the sixth embodiment.

Subsequently, in step S32, the ECU calculates the inside air mode purification time. The inside air mode purification time is calculated based on the concentration of a predetermined component contained in the air inside the vehicle compartment and the filter efficiency. That is, as indicated by the solid line T_in in the graph of FIG. 14, the inside air mode purification time becomes shorter as the filter efficiency is higher, and longer as the filter efficiency is lower.

Next, in step S33, the ECU compares the internal air mode purification time with a predetermined time threshold Th_t.

When the ECU determines that the internal air mode purification time is longer than the predetermined time threshold Th_t (that is, the determination in step S33 is Yes), the process proceeds to step S34. In step S34, the ECU puts the air conditioner 5 into the outside air introduction mode.

On the other hand, when the ECU determines that the internal air mode purification time is shorter than the predetermined time threshold Th_t (that is, determination No in step S33), the process proceeds to step S35. In step S35, the ECU puts the air conditioner 5 into the inside air circulation mode.

After that, the ECU repeatedly executes the processing of steps S30 to S35 described above at predetermined control time intervals.

The air purification system of the eighth embodiment described above has the following effects.
In the eighth embodiment, the ECU provided in the air purification system calculates the internal air mode purification time based on the predetermined concentration of components contained in the vehicle interior air and the filter efficiency. Then, the ECU sets the inside air circulation mode when the inside air mode purification time is shorter than the predetermined time threshold Th_t, and sets the outside air introduction mode when the inside air mode purification time is longer than the predetermined time threshold Th_t.
According to this, the air purification system of the eighth embodiment can also achieve the same effects as the seventh embodiment. Furthermore, in the eighth embodiment, it is not necessary to calculate the outside air mode purification time, so the amount of information processing by the ECU can be reduced compared to the seventh embodiment.

(Ninth embodiment)
A ninth embodiment will be described. The ninth embodiment differs from the seventh embodiment in the mounting position of the sensor and the method of switching between inside and outside air executed by the ECU. Only parts different from the embodiment will be described.

As shown in FIG. 16, the sensors included in the air purification system of the ninth embodiment include a vehicle exterior sensor 21 that detects the concentration of a predetermined component contained in the air outside the vehicle, and a predetermined component that is contained in the air inside the vehicle. and an in-vehicle sensor 2 for detecting the concentration of the component. The predetermined component detected by the vehicle exterior sensor 21 and the vehicle interior sensor 2 is at least one of the predetermined components that can be removed by the filter 1 . Information detected by the vehicle exterior sensor 21 and the vehicle interior sensor 2 is transmitted to the ECU.

A method of switching inside/outside air performed by the ECU provided in the air purification system of the ninth embodiment will be described with reference to FIGS. 17 and 18. FIG.

FIG. 17 is a graph for explaining the internal/external air switching method executed by the ECU when predetermined component concentrations are detected outside the vehicle and inside the vehicle. In the graph of FIG. 17, it is assumed that both the concentration of the predetermined component contained in the air outside the vehicle and the concentration of the predetermined component contained in the air inside the vehicle are high enough to make people feel uncomfortable.

In the graph of FIG. 17, the horizontal axis is the filter efficiency. In addition, in the graph of FIG. 17, the vertical axis is the purification time.

A solid line T_in in the graph of FIG. 17 indicates the inside air mode purification time. The ECU can calculate the internal air mode purification time based on the concentration of a predetermined component in the vehicle interior detected by the vehicle interior sensor 2 and the filter efficiency. As indicated by the solid line T_in in the graph of FIG. 17, the better the filter efficiency, the shorter the inside air mode purification time, and the lower the filter efficiency, the longer the inside air mode purification time.

On the other hand, the dashed line T_out in the graph of FIG. 17 indicates the outside air mode purification time. When the air conditioner 5 is set to the outside air introduction mode, air outside the vehicle is introduced into the vehicle interior via the filter 1 . At this time, if the filter efficiency is good, the filter 1 removes a predetermined component contained in the air outside the vehicle compartment, and air with a sufficiently reduced concentration of the predetermined component is introduced into the vehicle interior. As a result, the air pressure in the vehicle increases, and the vehicle interior air containing a predetermined component is discharged outside the vehicle through a ventilation opening (not shown) provided in the vehicle. On the other hand, when the filter efficiency gradually deteriorates, the concentration of the predetermined component contained in the air introduced into the vehicle interior through the filter 1 from outside the vehicle interior gradually increases, so the purification time gradually increases. Furthermore, if the filter efficiency is lowered beyond a certain level, a high-concentration predetermined component is introduced from outside the vehicle, making it impossible to purify the air inside the vehicle. Therefore, the ECU can calculate the outside air mode purification time based on the predetermined component concentrations detected by the vehicle exterior sensor 21 and the vehicle interior sensor 2 and the filter efficiency.

That is, as shown by the dashed line T_out in the graph of FIG. 17, when the filter efficiency is good, the outdoor air mode cleaning time is short, and as the filter efficiency is poor, the outdoor air mode cleaning time is gradually lengthened. Then, when the filter efficiency is lower than a certain efficiency, it becomes impossible to purify the vehicle interior air.

As shown in the graph of FIG. 17, there are two intersections P1 and P2 between the solid line T_in and the dashed line T_out. In the following description, of the two intersections P1 and P2, the intersection with the better filter efficiency is called the first intersection P1, and the intersection with the lower filter efficiency is called the second intersection P2.

As shown in the graph of FIG. 17, in the area to the right of the first intersection point P1, the solid line T_in has a shorter purification time than the broken line T_out, so the internal air circulation mode is executed. This is because, when the filter efficiency is good, by circulating the vehicle interior air through the filter 1 of the air conditioner 5, the concentration of a predetermined component in the vehicle interior can be reduced in a shorter time than in the outside air introduction mode. be.

Also, as shown in the graph of FIG. 17, in the area between the first intersection point P1 and the second intersection point P2, the broken line T_out has a shorter purification time than the solid line T_in, so the outside air introduction mode is executed. This is because, in this region, it is possible to reduce the concentration of the predetermined component in the passenger compartment in a short period of time by setting the air conditioner 5 to the outside air introduction mode.

Also, as shown in the graph of FIG. 17, the shy air circulation mode is executed in the area on the left side of the second intersection point P2. This is because in this region, even if the air conditioner 5 is set to the outside air introduction mode, the air inside the vehicle is not purified.

Next, the method of switching between inside and outside air performed by the ECU will be described with reference to the flowchart of FIG.

First, at step S40 in FIG. Detects the concentration of a predetermined component contained in the air.

Next, in step S41, the ECU calculates filter efficiency. The filter efficiency can be obtained by various methods as described in step S11 of the sixth embodiment.

Subsequently, in step S42, the ECU calculates the internal air mode purification time. The inside air mode purification time is calculated based on the concentration of a predetermined component contained in the air inside the vehicle compartment and the filter efficiency. That is, as shown by the solid line T_in in the graph of FIG. 17, the inside air mode purification time becomes shorter as the filter efficiency is higher, and longer as the filter efficiency is lower.

Next, in step S43, the ECU calculates the outside air mode purification time. The outside air mode purification time is calculated based on the predetermined component concentrations detected by the vehicle exterior sensor 21 and the vehicle interior sensor 2 and the filter efficiency. That is, as indicated by the dashed line T_out in the graph of FIG. 17, the outside air mode purification time becomes shorter when the filter efficiency is good, and becomes longer as the filter efficiency becomes worse. Furthermore, when the filter efficiency is lower than a certain efficiency, the vehicle interior air cannot be purified, so the outdoor air mode purification time is infinite or cannot be calculated.

Subsequently, in step S44, the ECU compares the inside air mode purification time and the outside air mode purification time.

When the ECU determines that the inside air mode purification time is longer than the outside air mode purification time (that is, the judgment of step S44 is Yes), the process proceeds to step S45. In step S45, the ECU puts the air conditioner 5 into the outside air introduction mode.

On the other hand, when the ECU determines that the inside air mode purification time is shorter than the outside air mode purification time (that is, determination No in step S44), the process proceeds to step S46. In step S46, the ECU puts the air conditioner 5 into the inside air circulation mode.

After that, the ECU repeatedly executes the processing of steps S40 to S46 described above at predetermined control time intervals.

The air purification system of the ninth embodiment described above has the following effects.
In the ninth embodiment, the ECU provided in the air purification system calculates the internal air mode purification time based on the predetermined concentration of components contained in the vehicle interior air and the filter efficiency. Further, the ECU calculates the outside air mode purification time based on the predetermined concentration of components contained in the outside air of the vehicle, the concentration of predetermined components contained in the air inside the vehicle, and the filter efficiency. Then, the ECU sets the inside air circulation mode when the inside air mode purification time is shorter than the outside air mode purification time, and sets the outside air introduction mode when the inside air mode purification time is longer than the outside air mode purification time.
According to this, when the predetermined component concentration contained in the vehicle interior air is high, the purification time of the vehicle interior air is shortened in consideration of the predetermined component concentration and filter efficiency contained in the vehicle exterior air and the vehicle interior air. The inside/outside air switching is executed as follows. Therefore, this air purification system can perform inside/outside air switching according to the intention of the passenger who wants to purify the vehicle interior air in a short period of time.

(Tenth embodiment)
A tenth embodiment will be described. The tenth embodiment differs from the sixth embodiment in the method of internal/external air switching executed by the ECU, and is otherwise the same as the sixth embodiment. only explained.

The sensor 2 provided in the air purification system of the tenth embodiment is, like the sixth embodiment, an exterior sensor 21 that detects the concentration of a predetermined component contained in the air outside the vehicle.

A method of switching inside/outside air performed by the ECU included in the air purification system of the tenth embodiment will be described with reference to the flowchart of FIG.

First, at step S50 in FIG. 19, the ECU detects the concentration of a predetermined component contained in the air outside the vehicle, based on the information transmitted from the vehicle exterior sensor 21.

Next, in step S51, the ECU compares the concentration of a predetermined component contained in the air outside the vehicle compartment with a predetermined concentration threshold value Th_c stored in the ECU. The predetermined concentration threshold Th_c is set to a concentration that does not make the passenger feel uncomfortable due to the predetermined component concentration, and is stored in advance in the ECU.

When the ECU determines that the concentration of the predetermined component contained in the air outside the vehicle compartment is lower than the predetermined concentration threshold value Th_c (that is, the determination in step S51 is Yes), the process proceeds to step S52. In step S52, the ECU puts the air conditioner 5 into the outside air introduction mode.

On the other hand, when the ECU determines that the concentration of the predetermined component contained in the air outside the vehicle compartment is higher than the predetermined concentration threshold value Th_c (that is, determination No in step S51), the process proceeds to step S53.

In step S53, the ECU calculates the filter efficiency of the filter 1 mounted on the air conditioner 5. The filter efficiency can be obtained by various methods as described in step S11 of the sixth embodiment.

Subsequently, in step S54, the ECU compares the filter efficiency with a predetermined filter efficiency threshold Th_f. The predetermined filter efficiency threshold Th_f is generally set as a filter efficiency capable of sufficiently removing a predetermined component contained in the air introduced into the vehicle interior from outside the vehicle in the outside air introduction mode, and is stored in advance in the ECU. there is

When the ECU determines in step S54 that the filter efficiency is higher than the predetermined filter efficiency threshold value Th_f (that is, the determination in step S54 is Yes), the process proceeds to step S52. In step S52, the ECU puts the air conditioner 5 into the outside air introduction mode.

On the other hand, when the ECU determines in step S54 that the filter efficiency is lower than the predetermined filter efficiency threshold value Th_f (that is, determination No in step S54), the process proceeds to step S55. In step S55, the ECU puts the air conditioner 5 into the inside air circulation mode.

After that, the ECU repeatedly executes the processing of steps S50 to S55 described above at predetermined control time intervals.

The air purification system of the tenth embodiment described above has the following effects.
In the tenth embodiment as well, the ECU provided in the air purification system performs internal/external air switching of the air conditioner 5 based on the predetermined concentration of components detected by the vehicle exterior sensor 21 and the filter efficiency.
According to this, the ECU performs the inside/outside air switching in consideration of the filter efficiency in addition to the predetermined component concentration detected by the vehicle exterior sensor 21. Therefore, the inside/outside air switching is performed in accordance with the intention of the occupant who prefers the outside air introduction mode. can be executed.

(Other embodiments)
(1) In the first to fifth embodiments, the removal device is the filter 1 incorporated in the flow path of the air conditioner 5, but not limited to this, for example, the removal device is separate from the air conditioner 5 It may be the filter 1 of an air cleaning device mounted on a vehicle, or it may be an ionizer device.

(2) In the first to fifth embodiments, the notification device 4 was described as a display device or a speaker, but not limited to this, for example, the notification device 4 may be a lamp, a buzzer, or a passenger It may be a device that transmits a message to a communication device such as a smartphone possessed by

(3) In the first to fifth embodiments, the ECU determines the replacement timing of the filter 1 as a removal device based on the attenuation rate of the predetermined component concentration. The type of filter 1 may be determined based on the attenuation speed of the component concentration. Specifically, it may be determined whether the filter 1 mounted on the vehicle is a dust removal filter or a deodorization filter, and the notification device 4 may be used to inform the occupant of the result. When the filter 1 mounted on the vehicle is a dust removal filter that does not adsorb a predetermined component, the concentration of the predetermined component calculated each time a predetermined detection condition is met during operation of the air conditioner 5 hardly attenuates. Based on the calculation result, the ECU can determine whether the filter 1 is a dust removing filter or a deodorizing filter.

(4) In the sixth embodiment, the sensor provided in the air purification system was described as the vehicle exterior sensor 21 , but it is not limited to this and may be the vehicle interior sensor 2 . In this case, the vehicle interior sensor 2 detects a predetermined component concentration contained in the air introduced into the vehicle interior from outside the vehicle via the filter 1 in the outside air introduction mode, and the ECU determines that the component concentration is a predetermined value. When it is lower than the threshold value, the air conditioner 5 is set to the outside air introduction mode.

(5) In the sixth to tenth embodiments, the removal device is the filter 1 incorporated in the flow path of the air conditioner 5, but not limited to this, for example, the removal device is the flow path of the air conditioner 5 It may be an ionizer device installed inside or at the outlet.

The present disclosure is not limited to the above-described embodiments, and can be modified as appropriate. Moreover, the above-described embodiments are not unrelated to each other, and can be appropriately combined unless the combination is clearly impossible. Further, in each of the above-described embodiments, it goes without saying that the elements constituting the embodiment are not necessarily essential, unless it is explicitly stated that they are essential, or they are clearly considered essential in principle. stomach. In addition, in each of the above-described embodiments, when numerical values such as the number, numerical value, amount, range, etc. of the constituent elements of the embodiment are mentioned, when it is explicitly stated that they are particularly essential, and when they are clearly limited to a specific number in principle It is not limited to that specific number, except when In addition, in each of the above-described embodiments, when referring to the shape, positional relationship, etc. of the constituent elements, the shape, It is not limited to the positional relationship or the like.

The controller and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by the computer program. may be Alternatively, the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured. The computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

The features of the present disclosure are as follows.
[First viewpoint]
In the air purification system mounted on the vehicle,
a removal device (1) for removing a predetermined component contained in the air in the passenger compartment;
Sensors (2, 2a, 2b, 2c) for detecting a concentration of a predetermined component in the air inside the vehicle;
Attenuation of a predetermined component concentration that is calculated each time a predetermined detection condition is met during operation of the removal device, and has a storage unit that stores information input from the sensor and a processor that performs arithmetic processing on the information. an electronic controller (3) configured to determine when to replace the removal device based on speed;
The predetermined component removed by the removal device is a predetermined gas component,
The air purification system, wherein the predetermined component concentration detected by the sensor is a predetermined gas component concentration.
[Second Viewpoint]
The electronic control device replaces the removal device when a predetermined component concentration decay rate calculated each time a predetermined detection condition is met during operation of the removal device becomes slower than a predetermined threshold value (Th). The air purification system according to the first aspect, determined to be in season.
[Third Viewpoint]
The electronic control device is configured to control the rate of decay of a predetermined component concentration calculated each time a predetermined detection condition is met during operation of the removal device, when a state in which the rate of decay of a predetermined component concentration is slower than a predetermined threshold value occurs consecutively a plurality of times. The air purification system of the first or second aspect, determining that the removal device is due for replacement.
[Fourth point of view]
Predetermined detection conditions are defined as the start of detection when the concentration of a predetermined component detected by the sensor reaches a predetermined concentration (C1), and the end of detection when the concentration attenuates to another predetermined concentration (C2). The air purification system according to any one of the first to third aspects, comprising:
[Fifth Viewpoint]
The predetermined detection condition is that the detection is started when the predetermined component concentration detected by the sensor reaches a predetermined concentration (C1), and the detection is finished when a predetermined detection time (DT) has passed from the start of detection. An air purification system according to any one of the first through third aspects, comprising sometimes.
[Sixth viewpoint]
The removal device is equipped with an air conditioner (5) capable of switching between an inside air circulation mode and an outside air introduction mode,
The air purification system according to any one of the first to fifth aspects, wherein the predetermined detection condition includes that the air conditioner is operating in an internal air circulation mode.
[Seventh viewpoint]
The air purification system according to the sixth aspect, wherein the predetermined detection condition includes that the blower of the air conditioner is operating at a predetermined operating level.
[Eighth point of view]
The air conditioner has three air conditioning modes: a face mode in which conditioned air is blown out from the face air outlet (7), a bi-level mode in which conditioned air is blown out from the face air outlet and the foot air outlet, and a foot air outlet in which conditioned air is blown from the foot air outlet. mode, a defroster mode in which conditioned air is blown out from the defroster outlet, and a foot/defroster mode in which conditioned air is blown out from the foot outlet and the defroster outlet,
The air purification system according to the sixth or seventh aspect, wherein the predetermined detection condition includes that the air conditioner is running in a predetermined air conditioning mode.
[Ninth Aspect]
Certain constituents are nitrogen dioxide ( _NO2 ), sulfur dioxide ( _SO2 ), ozone ( _O3 ), carbon monoxide (CO), ammonia ( _NH3 ), volatile organic compounds (VOC), highly volatile organic The air purification system of any one of the first to eighth aspects, wherein the gas comprises at least one of compounds (VVOC), total volatile organic compounds (TVOC), food odors and body odors.
[Tenth Aspect]
The sensor is a semiconductor gas sensor,
When a predetermined detection condition is met during operation of the removal device, the electronic control unit performs detection after a predetermined time from energization of the semiconductor gas sensor to activation of the semiconductor gas sensor. An air purification system according to any one of the first to ninth aspects, configured to initiate.
[Eleventh Viewpoint]
A vehicle equipped with a removal device (1) for removing a predetermined component contained in the air in the vehicle interior and a sensor (2) for detecting the concentration of the predetermined component in the air in the vehicle interior, and the removal device is installed in the vehicle. In the electronic control device (3) capable of determining replacement timing,
The predetermined component removed by the removal device is a predetermined gas component,
The predetermined component concentration detected by the sensor is a predetermined gas component concentration,
Attenuation of a predetermined component concentration that is calculated each time a predetermined detection condition is met during operation of the removal device, and has a storage unit that stores information input from the sensor and a processor that performs arithmetic processing on the information. An electronic controller configured to determine when to replace the removal device based on speed.

Claims (11)

In the air purification system mounted on the vehicle,
a removal device (1) for removing a predetermined component contained in the air in the passenger compartment;
Sensors (2, 2a, 2b, 2c) for detecting a concentration of a predetermined component in the air inside the vehicle;
Attenuation of a predetermined component concentration that is calculated each time a predetermined detection condition is met during operation of the removal device, and has a storage unit that stores information input from the sensor and a processor that performs arithmetic processing on the information. an electronic controller (3) configured to determine when to replace the removal device based on speed;
The predetermined component removed by the removal device is a predetermined gas component,
The air purification system, wherein the predetermined component concentration detected by the sensor is a predetermined gas component concentration. The electronic control device replaces the removal device when a predetermined component concentration decay rate calculated each time a predetermined detection condition is met during operation of the removal device becomes slower than a predetermined threshold value (Th). 2. The air purification system of claim 1, which determines that it is time. The electronic control device is configured to control the rate of decay of a predetermined component concentration calculated each time a predetermined detection condition is met during operation of the removal device, when a state in which the rate of decay of a predetermined component concentration is slower than a predetermined threshold value occurs consecutively a plurality of times. 3. The air purification system of claim 1, wherein the removal device is determined to be due for replacement. Predetermined detection conditions are defined as the start of detection when the concentration of a predetermined component detected by the sensor reaches a predetermined concentration (C1), and the end of detection when the concentration attenuates to another predetermined concentration (C2). 2. The air purification system of claim 1, comprising: The predetermined detection condition is that the detection is started when the predetermined component concentration detected by the sensor reaches a predetermined concentration (C1), and the detection is finished when a predetermined detection time (DT) has passed from the start of detection. 3. The air purification system of claim 1, comprising occasionally. The removal device is equipped with an air conditioner (5) capable of switching between an inside air circulation mode and an outside air introduction mode,
2. The air purification system of claim 1, wherein the predetermined detection condition includes that the air conditioner is operating in an air recirculation mode. The air purification system according to claim 6, wherein the predetermined detection condition includes that the blower of the air conditioner is operating at a predetermined operating level. The air conditioner has three air conditioning modes: a face mode in which conditioned air is blown out from the face air outlet (7), a bi-level mode in which conditioned air is blown out from the face air outlet and the foot air outlet, and a foot air outlet in which conditioned air is blown from the foot air outlet. mode, a defroster mode in which conditioned air is blown out from the defroster outlet, and a foot/defroster mode in which conditioned air is blown out from the foot outlet and the defroster outlet,
8. The air cleaning system according to claim 6 or 7, wherein the predetermined detection condition includes that the air conditioner is running in a predetermined air conditioning mode. Certain constituents are nitrogen dioxide ( _NO2 ), sulfur dioxide ( _SO2 ), ozone ( _O3 ), carbon monoxide (CO), ammonia ( _NH3 ), volatile organic compounds (VOC), highly volatile organic 2. The air purification system of claim 1, wherein the gas is a gas containing at least one of chemical compounds (VVOC), total volatile organic compounds (TVOC), food odors and body odors. The sensor is a semiconductor gas sensor,
When a predetermined detection condition is met during operation of the removal device, the electronic control unit performs detection after a predetermined time from energization of the semiconductor gas sensor to activation of the semiconductor gas sensor. 2. The air purification system of claim 1, configured to initiate. Mounted on a vehicle equipped with a removal device (1) for removing a predetermined component contained in the air in the vehicle interior, and sensors (2, 2a, 2b, 2c) for detecting the concentration of the predetermined component in the air in the vehicle interior and in the electronic control device (3) capable of determining the replacement time of the removal equipment,
The predetermined component removed by the removal device is a predetermined gas component,
The predetermined component concentration detected by the sensor is a predetermined gas component concentration,
Attenuation of a predetermined component concentration that is calculated each time a predetermined detection condition is met during operation of the removal device, and has a storage unit that stores information input from the sensor and a processor that performs arithmetic processing on the information. An electronic controller configured to determine when to replace the removal device based on speed.

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