WO2023066493A1

WO2023066493A1 - Air purification of a vehicle cabin

Info

Publication number: WO2023066493A1
Application number: PCT/EP2021/079279
Authority: WO
Inventors: Waad NASSAR
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2021-10-21
Filing date: 2021-10-21
Publication date: 2023-04-27
Anticipated expiration: 2024-04-21
Also published as: GB202406794D0; GB2627120A

Abstract

It is disclosed an air purification system for a cabin (12) of a vehicle (10). The cabin (12) comprises a first region predominantly associated with a first seat arrangement (30) including a driver seat (30b), and a second region predominantly associated with a second seat arrangement (32) including at least one passenger seat (32a, 32b, 32c). The air purification system comprises an ionisation device (60) mountable in a position within the vehicle (10) to impact air quality predominantly in the second region. The air purification system comprises a control system (14) comprising one or more controllers (16), the control system (14) being configured to receive a sensor signal (20) from a sensor (38) of the vehicle (10), indicative of an occupancy status of the passenger seat (32a, 32b, 32c), and output a control signal (24) to activate the ionisation device (60) in dependence on the occupancy status.

Description

AIR PURIFICATION OF A VEHICLE CABIN

TECHNICAL FIELD

The present disclosure relates to air purification of a vehicle cabin and, in particular, to controlling air purification control features of the vehicle in dependence on an occupancy status of seats in the vehicle cabin. Aspects of the invention relate to an air purification system, to a vehicle, to a method, and to a non-transitory, computer- readable storage medium.

BACKGROUND

Air quality is becoming an increasingly important issue in the world around us. In the automotive industry, for example, customer awareness of air quality within the vehicle cabin, and the impact on health and well-being, is known to influence the customer's buying decision. Whether for business or recreation purposes, some vehicle users can spend a significant amount of time, on a daily basis, within the vehicle cabin and the requirement for a clean and healthy environment is paramount.

It is known to provide multiple air quality control features in some vehicles, including features to reduce particulate matter, harmful gases, viruses, bacteria and allergens, as well as odour and volatile organic components. The challenge for the vehicle manufacturer is to implement adequate air quality control features to satisfy users' awareness and concern for air quality, but to optimise systems so that they run efficiently together. In a climate where vehicles are provided with an increasing number of technical features and accessories, minimising unnecessary power usage whilst maintaining a desirable cabin air quality level for customers is an important challenge.

It is against this background to which the present invention is set.

SUMMARY OF THE INVENTION

According to an aspect of the present invention there is provided an air purification system for a cabin of a vehicle. The cabin comprises a first region predominantly associated with a first seat arrangement including a driver seat, and a second region predominantly associated with a second seat arrangement including at least one passenger seat. The air purification system comprises an ionisation device mountable in a position within the vehicle to impact air quality predominantly in the second region. The air purification system comprises a control system comprising one or more controllers, the control system being configured to receive a sensor signal from a sensor of the vehicle, indicative of an occupancy status of the passenger seat, and output a control signal to activate the ionisation device in dependence on the occupancy status.

The one or more controllers may collectively comprise: at least one electronic processor having an electrical input for receiving the sensor signal; and, at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein. The at least one electronic processor may be configured to access the at least one memory device and execute the instructions thereon so as to output the control signal to activate the ionisation device in dependence on the occupancy status.

The control system may be configured to output the control signal to activate the ionisation device if the occupancy status indicates that at least one of the passenger seats of the second seat arrangement is occupied.

The second seat arrangement may comprise a plurality of passenger seats. The control system may be configured to output the control signal to activate the ionisation device if the occupancy status indicates that at least a defined minimum number of the passenger seats of the second seat arrangement are occupied. Optionally, the control system is configured to output the control signal to activate the ionisation device if the occupancy status indicates that each of the passenger seats of the second seat arrangement is occupied.

The occupancy status may include a classification of an object occupying a passenger seat of the second seat arrangement. Optionally, the control system is configured to classify the object in dependence on the received sensor signal.

The control system may be configured to output the control signal to activate the ionisation device if the occupancy status indicates that the object occupying at least one of the passenger seats of the second seat arrangement is classified as an animate object.

The control system may be configured to output the control signal to activate the ionisation device if the animate object is classified as a human. Optionally, the control system is configured to output the control signal to activate the ionisation device only if the animate object is classified as an adult human.

The sensor signal may include a signal from one or more of: seat belt sensors indicative of an engagement status of respective seat belts associated with respective passenger seats of the second seat arrangement, the engagement status being indicative of the occupancy status of the respective passenger seats; one or more image sensors arranged to acquire image data indicating whether passenger seats of the second seat arrangement are occupied; one or more radar sensors arranged to acquire radar data indicating whether passenger seats of the second seat arrangement are occupied; one or more weight sensors arranged to acquire data indicating a weight of an object occupying respective passenger seats of the second seat arrangement.

The air purification system may comprise a further ionisation device mountable in a position within the vehicle to impact air quality predominantly in the first region. The control system may be configured to output the control signal to activate the ionisation device in dependence on whether the further ionisation device is activated.

The control system may be configured to activate the ionisation device only if the further ionisation device is activated.

The control system may be configured to receive a particulate sensor signal, from a particulate sensor inside the vehicle, indicative of a level of particulate matter interior to the vehicle cabin. The control system may be configured to output the control signal to activate the ionisation device based on the level of particulate matter interior to the vehicle cabin from the received particulate sensor signal. Optionally, the control system is configured to output the control signal to activate the ionisation device if the level of particulate matter interior to the vehicle cabin is greater than a defined level.

The control system may be configured to receive an exterior particulate sensor signal, from a particulate sensor outside of the vehicle, indicative of a level of particulate matter exterior to the vehicle cabin. The control system may be configured to output the control signal to activate the ionisation device based on the level of particulate matter exterior to the vehicle cabin relative to the level of particulate matter interior to the vehicle cabin. Optionally, the control system is configured to output the control signal to activate the ionisation device only if a difference between the exterior and interior levels is greater than a defined amount.

According to another aspect of the invention there is provided a vehicle comprising an air purification system as described above. The vehicle comprises the vehicle cabin, the first and second seat arrangements, and the sensor.

The second seat arrangement may be a row of seats located rearwards of the driver seat. The first seat arrangement may be a row of seats. The second seat arrangement may be immediately behind the first seat arrangement. Optionally, the ionisation device is located in a region of the vehicle cabin between adjacent seats of the first seat arrangement.

The air purification device may comprise a further ionisation device mountable in a position within the vehicle to impact air quality predominantly in the first region. Optionally, the further ionisation device is located behind an instrument panel forward of the first seat arrangement.

According to another aspect of the present invention there is provided an air purification method for a cabin of a vehicle. The cabin comprises a first region predominantly associated with a first seat arrangement including a driver seat, and a second region predominantly associated with a second seat arrangement including at least one passenger seat. The vehicle comprises an ionisation device mountable in a position within the vehicle to impact air quality predominantly in the second region. The air purification method comprises receiving a sensor signal from a sensor of the vehicle, indicative of an occupancy status of the passenger seat, and outputting a control signal to activate the ionisation device in dependence on the occupancy status.

According to another aspect of the present invention there is provided a non-transitory, computer-readable storage medium storing instructions thereon that, when executed by one or more electronic processors, causes the one or more electronic processors to carry out the method described above.

Any control unit or controller described herein may suitably comprise a computational device having one or more electronic processors. The system may comprise a single control unit or electronic controller or alternatively different functions of the controller may be embodied in, or hosted in, different control units or controllers. As used herein the term "controller” or "control unit” will be understood to include both a single control unit or controller and a plurality of control units or controllers collectively operating to provide any stated control functionality. To configure a controller or control unit, a suitable set of instructions may be provided which, when executed, cause said control unit or computational device to implement the control techniques specified herein. The set of instructions may suitably be embedded in said one or more electronic processors. Alternatively, the set of instructions may be provided as software saved on one or more memory associated with said controller to be executed on said computational device. The control unit or controller may be implemented in software run on one or more processors. One or more other control unit or controller may be implemented in software run on one or more processors, optionally the same one or more processors as the first controller. Other suitable arrangements may also be used. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 shows a schematic illustration of a vehicle including an air purification system according to an example of the invention;

Figure 2 shows a schematic illustration of the control system of the air purification system Figure 1 ;

Figure 3 shows a top plan view of vehicle cabin to illustrate an example seating arrangement of the vehicle in Figure 1 ;

Figure 4 is a perspective view of an instrument panel in the vehicle cabin of Figure 3, to illustrate the position of a first ionisation device of the air purification system;

Figure 5 is an enlarged perspective view of the ionisation device in Figure 4;

Figure 6 is a top view of the vehicle cabin in Figure 3 to illustrate the position of a filtration system;

Figure 7 is a perspective view of the first ionisation device in Figures 4 and 5;

Figure 8 is a perspective view of a centre console of the vehicle cabin in Figure 3, to illustrate the position of a second ionisation device of the air purification system; Figure 9 is an isolated perspective view of a part of the centre console housing in Figure 8 to illustrate the second ionisation device;

Figure 10 is a perspective view of an alternative arrangement to that in Figure 9 to illustrate alternative ducting for the second ionisation device;

Figure 11 is a perspective view from the rear of an instrument panel of the vehicle to illustrate the position of an internal sensor of the air purification system (particulate sensor and carbon dioxide sensor);

Figure 12 is a perspective view from the front side of the vehicle (leaf screen) to illustrate the position of an external particulate sensor of the air purification system;

Figure 13 is a schematic illustration of a first user input arrangement for the air purification system; and,

Figure 14 is a schematic illustration of a second user input arrangement for the air purification system.

DETAILED DESCRIPTION

An air purification system in accordance with an embodiment of the present invention will now be described with reference to the accompanying figures.

Figure 1 shows a vehicle 10 in the form of a car. The vehicle 10 has a vehicle cabin 12. The vehicle 10 includes the air purification system for controlling the quality of air within the vehicle cabin 12. The air purification system includes several features located in various positions around the vehicle and within the vehicle cabin 12. The air purification system includes a control system, represented schematically as item 14, comprising one or more controllers. The controller may be located in any position within the vehicle and it will be appreciated that the position shown in Figure 1 is illustrative only. The vehicle in Figure 1 is a left-hand drive vehicle with the steering wheel 15 on the left-hand side of the vehicle cabin 12.

Referring to Figure 2, the one or more controllers 16 of the control system 14 comprise at least one electronic processor 18 having an electrical input for receiving vehicle sensor signals and/or user commands 20; and at least one memory device 22 electrically coupled to the at least one electronic processor 18 and having instructions stored therein; wherein the at least one electronic processor 18 is configured to access the at least one memory device 22 and execute the instructions thereon so as to generate output control signals 24 in response to the sensor signals and/or user commands which are sent to the air purification system to operate the system in various different modes of operation, as will be described in further detail below. The input 20 of the or each controller is configured to receive data from a plurality of sources. Specifically, as will be explained in more detail later, the input 20 may be configured to receive signals indicative of measurement data from one or more sensors (not shown in Figure 2) of the vehicle that are configured to measure values of parameters associated with the vehicle. For instance, the sensor data may include data indicative of one or more aspects of air quality within, or outside of, the vehicle cabin, one or more environmental conditions, passenger occupancy levels in the cabin, etc. The input 20 may also be configured to receive a user input command which is input by the user via a user input arrangement (not shown in Figure 2). The user input arrangement will be described in further detail below.

It is to be understood that the or each controller 16 can comprise a control unit or computational device having one or more electronic processors (e.g., a microprocessor, a microcontroller, an application specific integrated circuit (ASIC), etc.), and may comprise a single control unit or computational device, or alternatively different functions of the or each controller may be embodied in, or hosted in, different control units or computational devices. As used herein, the term "controller,” "control unit,” or "computational device” will be understood to include a single controller, control unit, or computational device, and a plurality of controllers, control units, or computational devices collectively operating to provide the required control functionality. A set of instructions could be provided which, when executed, cause the or each controller to implement the control techniques described herein (including some or all of the functionality required for the method described herein). The set of instructions could be embedded in said one or more electronic processors of the controller (s); or alternatively, the set of instructions could be provided as software to be executed in the controller(s). A first controller or control unit may be implemented in software run on one or more processors. One or more other controllers or control units may be implemented in software run on one or more processors, optionally the same one or more processors as the first controller or control unit. Other arrangements are also useful.

The or each electronic processor 18 may comprise any suitable electronic processor (e.g., a microprocessor, a microcontroller, an ASIC, etc.) that is configured to execute electronic instructions. The or each electronic memory device 22 may comprise any suitable memory device and may store a variety of data, information, limit value(s), lookup tables or other data structures, and/or instructions therein or thereon. In an embodiment, the memory device 22 has information and instructions for software, firmware, programs, algorithms, scripts, applications, etc. stored therein or thereon that may govern all or part of the methodology described herein. The or each electronic processor 18 may access the memory device 22 and execute and/or use that or those instructions and information to carry out or perform some or all of the functionality and methodology describe herein. The at least one memory device 22 may comprise a computer-readable storage medium (e.g. a non-transitory or non-transient storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors/computational devices, including, without limitation: a magnetic storage medium (e.g. floppy diskette); optical storage medium (e.g. CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g. EPROM and EEPROM); flash memory; or electrical or other types of medium for storing such information/instructions.

Referring to Figure 3, inside the vehicle cabin 12 there is provided a first seat arrangement, referred to generally as 30, a second seat arrangement, referred to generally as 32 and a sensor 38 arrangement. The first seat arrangement 30 takes the form of a first row of two front seats 30a, 30b located in a relatively forward position in the vehicle. The first row of front seats includes a driver's seat 30b on the right hand side of the vehicle and a passenger's front seat 30b on the left hand side of the vehicle. In other configurations the driver's seat may be on the left hand side of the vehicle as opposed to the right. A centre console 34 is arranged between the left and right side front seats 30a, 30b of the first row. Conveniently the centre console 34 has a flat upper surface suitable for providing a rest surface for an occupant's arm. The centre console 34 may also provide storage space beneath a lid of the console. The centre console 34 also houses features of a vehicle ventilation system, including left and right side air vents (not shown in Figure 3), which are located in a rear-facing surface of the centre console 34 to direct air towards, and impact the environment of, occupants seated behind the first row of seats 30.

Rearward of the first row of seats 30, the second seat arrangement 32 takes the form of a second row of three rear seats 32a, 32b, 32c; a rear right seat 32a, a rear left seat 32b and a centre seat 32c. The rear left seat 32b is generally located rearward of the front left seat 30b and the rear right seat 32a is generally located rearward of the front right seat 30a. The centre rear seat 32c is located generally rearward of the front centre console 34. In a known manner, a rear drop-down platform 36 is located over the centre rear seat 32c when the platform is pivotally dropped down from an upright position in which the platform is stowed in a recess (not shown in Figure 3) in the rear seat arrangement 32.

In front of the front row of seats 30 is a vehicle dashboard which includes an instrument panel (not visible in Figure 3) housing various displays and controls which are accessible to occupants of the vehicle to control and observe various vehicle functions. The sensor 38 arrangement is provided to measure or ascertain the presence of passengers in the seat arrangement and is described in further detail below.

Referring to Figures 4 and 5, the instrument panel 40 is shown in more detail. For example, the instrument panel 40 may house an audio system control, a navigation system control and/or a heating system control. The control system 14 for any or all of the system functions is controlled via the instrument panel is represented in Figure 3 as being behind the instrument panel 40, but it will be appreciated that the one or more controllers of the instrument panel may be located anywhere in the vehicle, and not necessarily behind the instrument panel 40. The instrument panel 40 is provided with a plurality of front air vents 42a, 42, 42c. Fresh air from outside the vehicle, and recirculated air from within the vehicle, can be introduced to or recirculated within the vehicle cabin 12 via the front air vents 42a, 42b, 42c (as well as through rear air vents, as described in further detail below). Further air vents may also be provided in regions of the instrument panel 40 which are not visible in Figure 5.

Referring to Figure 6, air is delivered into the cabin through the air vents 42a, 42b, 42c via a filtration system including a main filter 43 for filtering particulates from the air. The main filtration system 43, 45 communicates with the air vents 42a, 42b, 42c through front air ducting (not shown). The main filter 43 typically includes a particulate filter for filtering particles from the airflow having a size up to 2.5pm in size. This may be referred to as a "PM2.5” filter. A pre-filter 45 may also be provided upstream of the main filter. The pre-filter 45 may filter particles having a size up to 10pm in size. This may be referred to as a "PM10” filter. The PM2.5 filter 43 may be provided with an anti-allergen coating technology which is proven to cause viruses and allergens to deactivate, providing further advantages for virus control within the vehicle cabin 12. One or more PM2.5 filters may be provided within the vehicle. The PM2.5. filter(s) may also be provided with an active carbon layer for reducing substantially odour and other harmful gases. The filtration system 43, 45 supplies a filtered air flow via front air ducting through the air vents 42a, 42b, 42c in the instrument panel 40 and also through rear air ducting 47 in the centre console 34 to be expelled through air vents 66a, 66b (described in further detail below) provided in the centre console 34. The filtration system is operable in various modes including a fresh air mode and a recirculation mode, with the mode being selected in dependence on the outputs from various sensors associated with the vehicle, as described in further detail below.

The air flow from the front vents 42a, 42b, 42C is mainly concentrated in the front row seats 30 (this zone is referred to as the front occupant space). Some of this air is also carried over to the second row seats 32, at a lower velocity. Three front air vents 42a, 42b, 42c are shown in Figure 4, two of which 42a, 42b are associated with the left hand driver seat 30b and one of which 42c is associated with the right hand front passenger seat 30a. A fourth air vent (not shown) is also provided for the driver in the right hand front seat 30b. Adjustable fins (for example 43) of the air vents 42a, 42b, 42c allow the direction of the airflow into the front occupant space to be adjusted.

The instrument panel 40 includes a top cover 44 including a raised portion 46 which is located forward of the driver's seat 30b. A first air purifier device 48 in the form of an OH (hydroxyl) radical generator device (also referred to as an ionisation device) is mounted in a first position within the vehicle to impact or influence air quality in a first region of the vehicle cabin 12 associated with the first seat arrangement 30. The first ionisation device 48 in the present embodiment is mounted beneath the raised portion 46 via mounting portions 50, 52 which are attached to an internal frame of the instrument panel 40 by means of screws 54, 56. The first ionisation device 48 uses the Nanoe™ X technology which uses a high voltage to create trillions of Hydroxyl (OH) radicals enveloped in nano sized water molecules. These OH radicals deactivate pathogens by breaking down virus and bacteria proteins which helps to inhibit their growth. As well as combating pathogens, the OH radicals also act upon odour molecules and allergens in a similar way.

Referring also to Figure 7, the first ionisation device 48 includes an air inlet (not shown) and an air outlet (also not shown) which communicates with an outlet tube 51 of the first ionisation device 48. The first ionisation device 48 is configured to draw air in through the inlet from the surroundings and then emits OH radicals through the outlet into the outlet tube 51 which communicates with the front air ducting 53. As the front air ducting 53 is arranged to receive the filtered flow of air through the main filtration system 43, 45, this means that the OH radicals are mixed with the filtered air flow in the ducting 53 and together the filtered air flow and the OH radicals are delivered through the air vents 42a, 42b, 42c (one of which 42a is identified in Figure 7) into the front occupant space. The first ionisation device 48 therefore impacts mainly the air quality in a first zone or region of the vehicle, being the front occupant space. The first zone or region of the vehicle cabin 12 is associated with the first seat arrangement 30.

The adjustable fins 43 of the air vents 40 then allow the direction of the airflow into the front occupant space to be adjusted. The first ionisation device 48 therefore impacts the air quality predominantly in a first zone or region of the vehicle, being the front occupant space. That is, the first ionisation device 48 impacts air quality in the first region more than - and perhaps significantly more than - regions of the cabin other than the first region.

Referring to Figures 8 to 10, a second air purifier device 60 in the form of a second OH (hydroxyl) radical generator device (also referred to as an ionisation device) is mounted in a second position within the vehicle to impact or influence air quality in a second region of the vehicle cabin 12 associated with the second seat arrangement 32. The second ionisation device 60 in the present embodiment is mounted in the centre console 34 which is located between the right and left front seats 30a, 30b of the first row of seats. The second ionisation device 60 may take the same form as the first ionisation device which uses the Nanoe™ X technology.

The centre console 34 includes a rear-facing panel 62 which is provided with an opening for receiving an air vent mounting 64. The air vent mounting 64 houses left and right-side adjustable vents 66a, 66b respectively (as seen in Figure 6), through which a filtered airflow, filtered by the vehicle's filtration system, is delivered to or recirculated within the cabin 12. The air vents 66a, 66b direct air flow towards the cabin space or zone immediately in front of, and in the volume surrounding, occupants of the rear row of seats 32 (referred to as the rear occupant space). Adjustable fins 70 of the air vents 66a, 66b allow the direction of the airflow into the rear occupant space to be adjusted by the occupant. The second ionisation device 60 therefore impacts the air quality predominantly in a second zone or region of the vehicle, being the rear occupant space. That is, the second ionisation device 60 impacts air quality in the second region more than - and perhaps significantly more than - regions of the cabin other than the second region. For instance, the second ionisation device 60 has a greater impact on air quality in the second region than in the first region. The second zone or region of the vehicle cabin 12 is associated with the second seat arrangement 32.

The second ionisation device 60 is mounted behind the air vents 66a, 66b within the centre console 34. The second ionisation device includes an output tube 72 through which the ionised air flow is dispelled from the device 60 into the rear air ducting 47 where it combines with the filtered air flow. The output tube 70 projects up through an opening in the air vent frame 64 to deliver the filtered, ionised air flow out through the left side air vent 66a. The second ionisation device 60 may be mounted in the centre console 34 together with padding/damping material (not shown) which serves to damp noise, vibration, and harshness (NVH) effects. In another arrangement, as shown in Figure 10, the output tube 172 has a more convoluted construction before its exit point through the opening in the air vent frame 64. The arrangement in Figure 10 has been observed to benefit NVH. Padding/damping material may also be accommodated within the arrangement of Figure 9.

The filtration system is operable in at least two modes. In a "recirculation” mode of operation (also referred to as the "Purify” mode of operation) the air in the vehicle does not pass through the pre-filter 45 (PM10) but instead will be recirculated through the main filter 43 (PM2.5) from the cabin 12 via the various vents, giving a more extensive filtration function. In a fresh air mode of operation (where the recirculation function is not active), the air enters the vehicle from outside the vehicle and passes through the pre filter (PM10) and the main filter (PM2.5) once before entering the cabin via the various vents. Details of the different functions for the filtration system are described in further detail below.

The air purification system also includes a carbon dioxide management device (not shown) which is configured to manage the levels of carbon dioxide within the vehicle cabin dependent on feedback from a carbon dioxide sensor (and others sensor inputs) and/or optionally by control by the user.

The controller 14 for the air purification system is arranged to receive a combination of sensor signals which are derived from a plurality of vehicle sensors 38 for measuring one or more aspects of passenger occupancy status of a seat arrangement within the vehicle cabin. The controller 14 may also receive sensor signals indicative of various air quality characteristics in a region associated with the vehicle (i.e. a region inside and/or outside the vehicle cabin), including the concentration of particles and/or gases, the temperature of air associated with the vehicle, and/or misting on the vehicle windows, for example. The sensor signals are derived from sensors mounted internally and externally to the vehicle to measure or ascertain the presence of passengers in the seat arrangement, and optionally various air quality parameters (AQPs) inside and outside the vehicle. The controller 14 may also receive user commands from users inside or outside the vehicle. In response to the sensor signals that are indicative of the occupancy status of the seat arrangement, and optionally in response to the AQPs and/or user commands, the air purification system is controlled by means of control signals generated by the controller 14. The controller generates a "signal-generated” control signal in response to the signal sensor output(s) to operate various features of the air purification system in an automated way, without requiring user-input, and optionally may include the facility for the user to input commands which result in the controller 14 generating a "user-generated” control signal to control the various features of the air purification system. In particular, the controller can output a control signal to activate or deactivate one or both of the ionisation devices 48, 60 in dependence on the received sensor signals (at least including a vehicle seat occupancy status signal).

The sensor arrangement 38 may comprise seat belt sensors for determining whether a seat belt is fastened or not. For instance, each seat 30a, 30b, 32a, 32b, 32c in the cabin is provided with a seat belt or restraint and may be provided with means for sensing whether the respective seat belt is fastened. In particular, the sensors may determine whether a metal buckle of the seat belt is inserted into, and secured to, a female portion of the seat belt apparatus. The sensors may be reed switch sensors, for instance.

The sensor arrangement 38 may comprise weight sensors arranged to measure a weight of an object in different seats of the vehicle. These may be in the form of pressure sensors incorporated into the seat to sense the pressure caused by an object being placed on the seat, e.g. a human sitting in the seat, and to determine the object weight therefrom. Alternatively, or in addition, the vehicle may be fitted with magnetically-operated push button sensors associated with respective seats in the cabin, where an object being placed on the seat causes the push button to be depressed, which may be indicative that a person or other object is present in the seat.

The sensor arrangement 38 may comprise one or more electromagnetic radiation sensors for sensing the presence of an object in different seats of the vehicle. In one example, the vehicle may be fitted with one or more cameras for acquiring image data of different seats of the vehicle. For instance, the camera(s) may be directed to one or more seats in the rear seat arrangement 32 of the vehicle, and may be positioned in the rear side of the front seats 30a, 30b or in the vehicle cabin roof lining behind the front seats. A camera (image sensor) may be provided in an upper portion of the cabin 23, for example in a roof or headlining, and directed towards the seat arrangement. The camera may acquire image data that can be processed, e.g. using one or object detection techniques, to determine whether a particular seat is occupied. In another example, the vehicle may be fitted with one or more radar or ultrasonic sensors for determining seat occupancy, e.g. rear seat occupancy, based on analysis of backscattered signals received from the vicinity of the seats.

Referring to Figure 11, the vehicle may be fitted with a combined particle and carbon dioxide sensor 80 which is mounted inside the vehicle, behind the instrument panel 40 on the driver's side of the vehicle. The combined particle and carbon dioxide sensor 80 is arranged to detect the concentration level of particles in the cabin (with a size up to 2.5pm) that can cause illness, irritation, and allergic reaction, and which can also harbour viruses. The sensor 80 also measures the concentration level of carbon dioxide in the cabin. Exposure to carbon dioxide can produce a variety of adverse health effects, including headaches, dizziness, and drowsiness and so it is beneficial to measure this and operate the air purification system in response, to reduce the risk of these effects. Typically, the sensor 80 may also be referred to as a "PM2.5 sensor”. The output from the combined particle and carbon dioxide sensor 80 is provided as an input to the air purification system controller 14.

Referring to Figure 12, the vehicle may also be fitted with a particle sensor 90 mounted externally to the vehicle cabin. The sensor 90 is fitted on the left hand side of the vehicle (looking from the outside into the vehicle cabin 12) and typically measures the concentration level of particles in the air flow as it enters the vehicle having a diameter of up to 2.5pm.. Typically the sensor 90 may be referred to as a "PM2.5 sensor”. The output from the particle sensor 90 outside the vehicle is provided as a further input to the air purification system controller 14. The mounting of the sensor 90 externally to the vehicle cabin may include mounting the sensor 90 externally to the cabin but still within the outer shell of the vehicle itself (e.g. under the bonnet), or mounting of the sensor on an externally-facing surface of the vehicle outside of the vehicle shell. A further air quality sensor (not shown) may also be provided to detect temporary increases in harmful gases.

The air purification system controller 14 receives the signals from the various sensors 80, 90 (and any further sensors) and, in response to the sensor signals, controls features of the air purification system relating to the recirculation function. For example, the main filter 43 and the pre-filter 45 are controlled in response to the sensor signals so as to switch between the recirculation mode and the fresh air mode, automatically selecting the most appropriate mode.

The air purification system is also operable by means of the occupants or users of the vehicle in the following manner, so as to control whether the first and second ionisation devices 48, 60 are activated.

Referring to Figure 13, user interface device 180 may include a user input arrangement in the form of a touch- sensitive input device 100, which is configured to receive user commands from an occupant or user of the vehicle. The instrument panel 40 at the front of the vehicle 10 accommodates the input device 100 which includes a display region 102 and a user input region 104. The display region 102 displays a plan view 106 of the vehicle and provides an indication to the vehicle occupants of the air quality distribution throughout the vehicle cabin 12, based on measurements relating to the outputs 140-150 from the various sensors (e.g. sensors 80, 90). The display region 102 also includes a sliding scale 108 which represents the air quality distribution in the plan view 106. The scale reflects the health effect of the levels detected by the PM2.5 sensor.

The user input region 104 includes a plurality of user input elements 110, 112, 114, 116 in the form of touch- sensitive regions for receiving a user command to control the various functions of the air purification system. By way of example, the first input element 110 is configured to turn on the sensors 80, 90 and, hence, activates the main filter 43 and the carbon dioxide management device in either the recirculation or the fresh air mode, based on the measured levels of particulates and carbon dioxide detected by the sensors. Selection of the first input element 110 also activates the first and second ionisation devices 48, 60. When the first input element 110 is activated by the user, the first and second ionisation devices 48, 60 are therefore turned on together with the carbon dioxide management device and the main filter 43 (and optionally the pre-filter 45), with the mode of operation for the filter(s) 43, 45 being dependent on the sensor measurements. When the first user input element 110 is selected and the particulate sensor 80 inside the cabin is activated, if the particulate levels inside the cabin 12 are detected at a level greater than a predetermined threshold level, the recirculation mode is activated so that the air passes through the main filter 43 many times. If, on the other hand, the particulate sensor 80 inside the cabin 12 indicates that the particulate levels inside the cabin are below the predetermined threshold level, the fresh air mode is activated so that air is drawn in through the pre-filter 45 and the main filter 43 only once before entering the cabin through the vents. This is the "Purify” function of the system, as mentioned previously, where all four devices may be activated simultaneously (first and second ionisation devices 48, 60, carbon dioxide management device and main filter 43).

The second input element 112 is configured to control the first and second ionisation devices 48, 60, so that when it is activated only the first and second ionisation devices 48, 60 are activated but not the carbon dioxide management device. This may be referred to as the "Ionise” function of the system, which does not turn on the sensors 80, 90 and so does not result in activation of the main filter 43 nor of the carbon dioxide management device.

The third input element 114 is configured to control only the carbon dioxide management device so that when it is activated only the carbon dioxide management device is activated. The fourth input element 116 is operated by the user when it is desired to access air quality data (e.g. pollutants) received over a wireless network (e.g. cloud-based data), for example relating to the air quality in the area surrounding the vehicle or in the area at a destination for the vehicle.

The input device 100, being located in the front of the vehicle, is referred to as the front user input arrangement and is located to allow convenient operation by users of the vehicle occupying the first row of seats. The input device 100 is typically a wired device which connects to the controller 14 through electrical wiring. In other embodiments, the front user input arrangement may be a Bluetooth® device which connects the controller via a wireless connection.

The second ionisation device 60 is located in the centre console 34 and is configured to direct a purified air flow into the zone associated with occupants of the vehicle in the rear row of seats 32, impacting the rear occupant space, i.e. the second or rear region. As described previously, operation of the second ionisation device 60 in combination with the first ionisation device 48 may be operated by an occupant in the front row of seats operating either the first or second user input element 110, 112. Furthermore, because the second ionisation device 60 is accommodated within the front centre console 34, and is configured to direct a clean airflow into the rear occupant space, the air quality distribution within the vehicle cabin is of a much more homogeneous nature compared to vehicles having only one ionisation device behind the front instrument panel (which influences air quality in a first or front region of the cabin, as outlined above). In addition to the front user input device 100 for occupants of the vehicle in the front seats 30, the occupants in the rear row of seats 32 are provided with a rear user input arrangement or device 120 which can be used to control functions of the air purification system in the same way as the front user input device 100. The operation of the first ionisation device 48 and the second ionisation device 60 can be selectively controlled in dependence on operation of the front user input device 100 and/or the rear user input device 120. The front user input device 100 and the rear user input device 120 are configured to receive user commands to control operation of the first ionisation device 48 and the second ionisation device 60. Operation of the second ionisation device 60 in combination with the first ionisation device 48 may be activated by means of the user elements of the second user input device 120. This provides maximum convenience of use for the vehicle users and avoids the need for the driver of the vehicle to be the only one controlling the air purification functions.

In more detail, and referring to Figure 14, the user input device 120 for the rear row of seats 32 includes first and second user input elements, 122, 124 respectively, in the form of first and second touch-sensitive regions. The first user input element 122 of the rear user input device 120 is configured to control the carbon dioxide management device and the filtration system mode (recirculation or fresh air), as well as the first and second ionisation devices 48, 60. When the first user input element 122 is activated by the user, the first and second ionisation devices 48, 60 are therefore turned on together (and together with features of the filtration system, depending on the sensor measurements). This is the "Purify” function of the system described previously. The first input element 122 of the rear user input device 120 therefore has the same functionality as the first input element 110 of the front user input device 100.

The second user input element 124 of the rear user input device 120 is configured to control the first and second ionisation devices 48, 60, so that when it is activated only the first and second ionisation devices 48, 60 are activated, but the sensors are not activated and so the particulate matter and carbon dioxide removal aspects of the system are not turned on). The second user input element 124 of the rear user input device 120 therefore has the same functionality as the second input element 112 of the front user input device 100.

The provision of the rear user input device 120 provides convenience for the vehicle users and means that the responsibility for operation of the air purification system can be passed to occupants in the rear of the vehicle whilst the driver may be otherwise engaged.

Conveniently, and as illustrated in Figure 14, the rear user input device 120 may take the form of a mobile input device, such as a personal tablet, which communicates with the controller 14 via a wireless (e.g. Bluetooth®) connection. The personal tablet may be mountable within a suitable mount provided on the rear centre console (36 - as in Figure 3) or may be mountable within the rear-facing surface of one of the seats of the first row 30. In other embodiments, the rear user input device 120 may be a permanent feature in the rear of the vehicle cabin 12, located in a convenient position for operation by the rear-seated occupants. In other embodiments, the rear user input device 120 may be a wired device which is located within the vehicle permanently. Whatever the connectivity function, the location of the rear input device 120 is selected to be accessible conveniently by a user of the vehicle so that the controls of the rear input device 120 are suitable for use by an occupant in the rear of the vehicle.

As well as the first and second user input elements 122, 124, the mobile input device 120 includes first, second and third controls 126, 128, 130 for selecting to display information about, or control, features relating to the climate within the vehicle, the vents within the vehicle and the air quality within the vehicle, respectively. In the illustration shown the air quality function is selected to display the first and second user input elements 122, 124 for the "Purify” mode and the "Ionisation” mode of the system.

In other embodiments, the air purification system may be operable remotely from the vehicle via a user input device (such as the mobile tablet 120) which may be carried by a vehicle user. For example, in advance of getting into the vehicle, the user may operate a user input device 120 to activate whichever features of the air purification system are required, before entering the vehicle. The system may be activated on approach to the vehicle, or alternatively may be activated when the user is at home and some time prior to entering the vehicle, allowing the vehicle cabin to be fully prepared with a clean and homogenous air quality environment before entry.

In other embodiments, prior to leaving the vehicle the user may activate an air purification function such that once the car is locked and empty of users, an air quality deep cleaning cycle (removal of virus, harmful gases etc), may be initiated to cleanse the cabin environment prior to next use.

As described in the above, in certain modes of operation (e.g. Purify mode, Ionise mode) both the first and second ionisation devices 48, 60 are activated. The present invention provides for further sensor signals to be taken into account to determine whether to activate only one of the first and second ionisation devices 48, 60 (or deactivate one while the other remains activated) in certain operating conditions. The present invention is advantageous in that automatic activation of individual ones of the ionisation devices can be activated to provide air cleaning in parts of the cabin where it is needed, but other individual ionisation devices can remain deactivated (or be deactivated) in parts of the cabin where air cleaning is not needed (at that time), thereby providing a system that is more energy efficient while still providing required/desired levels of cabin air cleaning. The further sensor signals that are taken into account for this purpose are signals indicative of an occupancy status of a seat arrangement associated with a particular one of the ionisation devices. In particular, if seats of a particular defined seat arrangement of the cabin are determined to not be occupied, then the ionisation device associated with that seat arrangement (in the sense of being the ionisation device that influences the air quality predominantly in the region of that seat arrangement) may be automatically deactivated (or not activated when another ionisation device is activated) as no one is breathing the air in the immediate region of the seat arrangement.

In one specific example, the second ionisation device 60 associated with the rear or second row of seats 32 is activated based on a determined occupancy status of the second row of seats (rear or second seat arrangement) 32. As outlined above, a number of different types of vehicle sensors 38 may be used to ascertain an occupancy status of one or more of the seats 32a, 32b, 32c of the seat arrangement 32. For instance, seat belt sensors may be used to monitor whether a seat belt is fastened/engaged. In one example, if a sensor associated with a specific seat belt indicates that the seat belt is fastened, then that is taken as an indication that the vehicle seat associated with said seat belt is occupied. Individual seats of the seat arrangement under consideration may have weight or heat sensors associated therewith, where measurements of certain weights or temperature - e.g. above defined values - can be taken to mean that the seat is occupied. Other suitable sensors 38 included in the vehicle may include one or more cameras (image sensors) directed towards one or more seats of the seat arrangement, e.g. located in a rear part of the seats 30a, 30b in the front row 30, and for acquiring image data that can be processed, e.g. using one or object detection techniques, to determine whether a particular seat is occupied. A camera (image sensor) may be provided in an upper portion of the cabin 23, for example in a roof or headlining, and directed towards the seat arrangement. The camera may acquire image data that can be processed, e.g. using one or object detection techniques, to determine whether a particular seat is occupied. Radar sensors directed towards the rear seats 32a, 32b, 32c could be used in a similar manner to analyse backscattered signals to determine whether particular seats of the seat arrangement 32 are occupied.

I n the described example, if the control system 14 determines that one of the operating modes of the air cleaning system that includes activating the ionisation devices 48, 60 should be switched ON (e.g. Purify mode, Ionise Mode) - automatically or manually - in accordance with the techniques described above, then the output signal may withhold the instruction to activate the second ionisation device 60 as part of this in dependence on the determined occupancy status. Similarly, if the occupancy status of the rear seat arrangement 32 changes from being occupied to being not occupied while the second ionisation device 60 is active, then the second ionisation device 60 may be deactivated automatically.

In a general sense, if in the described example it is determined that the rear seat arrangement 32 is occupied (and optionally any other conditions are satisfied, such as the conditions related to activating the Purify or Ionise modes) then the control signal is output to activate the second ionisation device 60. In one example, the status of the rear seat arrangement 32 may be determined to be occupied if at least one of the seats 32a, 32b, 32c in the arrangement 32 is determined to be occupied. In other examples, however, a certain minimum number of the seats 32a, 32b, 32c may be required to be occupied before the status of seat arrangement 32 as a whole is deemed to be occupied for the purposes of determining whether to activate the second ionisation device 60. This minimum number could be one, two, or three (or more in the event that the seat arrangement under consideration includes more than three seats). This could be beneficial if it is decided that use of the second ionisation device 60 only justifies the energy consumption if there are a certain number of people in the rear row of seats.

In further examples, the occupancy status may further take into account a type of object that is occupying certain seats. For instance, one or more seats 32a, 32b, 32c may be occupied with an inanimate object, such as a package or a child's car seat (without a child in the seat). The occupancy status may therefore take into account whether the seats 32a, 32b, 32c are occupied with animate objects, e.g. humans, animals, etc., when determining whether to activate the second ionisation device 60. In one example, the status of the seat arrangement 32 is determined to be occupied for this purpose if animate objects are in one or more of the seats. In specific examples, the status is deemed to be 'occupied' only if the objects are humans and, further specifically, the status may be deemed to be 'occupied' only if the objects are adult humans. Different types of the sensors may be used to determine what type of object is present. For instance, cameras can be used to determine whether an object is human (e.g. shape recognition, face recognition, etc.) and whether it is an adult based on the size of their outline. Objects may be determined to be humans, or even adult humans, based on the weight sensor signals, for instance.

The second ionisation device 60 may be activated only in situations in which the first ionisation device 48 is activated. As described above, the first ionisation device 48 is positioned in the cabin such that it impacts air quality predominantly in the first region of the cabin, i.e. a region associated with the front row of seats 30. As this row of seats includes the driver's seat 30b, then it may be assumed that at least one of the seats of this seat arrangement 30 is occupied when the vehicle is in use, e.g. during a vehicle journey. As such, in one example the first ionisation device 48 may always be activated when operating modes such as Purify mode and Ionise mode are determined to be activated or switch ON (either automatically or manually). A prerequisite for activating the second ionisation device 60 may therefore be that the first ionisation device 48 is activated, and then the occupancy status of the second row of seats 32 is further used to determine whether to activate the second ionisation device 60. The above prerequisite may be regarded as ensuring that an appropriate operating mode is activated (e.g. Purify or Ionise mode) before further checking rear seat arrangement occupancy status in order to determine whether to activate the second ionisation device 60.

As described above, one or more operating modes of the air cleaning system or apparatus may be activated in dependence on levels of particulate matter in the vehicle cabin. This may also be the case when determining whether to activate the second ionisation device 60 specifically. For instance, in a situation in which the occupancy status of the rear seat arrangement 32 is such that the second ionisation device 60 is to be activated, the control system may additionally consider a level of particulate matter interior to the vehicle cabin from an interior particulate matter sensor measurement. In particular, if the levels of particulate matter are below a certain value then it may be determined to not activate the second ionisation device 60 (and perhaps only activate the first ionisation device 48, if a passenger has manually requested a Purify or Ionise mode, for instance). On the other hand, if the interior levels are above said certain value then the second ionisation device 60 may be activated, in addition to the first ionisation device 48.

In a further example, the control system may take into account an exterior particulate sensor measurement in addition to the interior particulate sensor measurement when determining whether to activate the second ionisation device 60 when it has been determined that the rear seat arrangement 32 is occupied. For instance, when the rear seat arrangement 30 is occupied the second ionisation device 60 may be activated only if a difference between the interior and exterior particulate matter levels satisfy a defined criterion.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

The above example describes controlling an ionisation device associated with a rear (second) seat arrangement - i.e. a row of seats behind a front row of seats including a driver's seat - in dependence on occupancy status of the rear seat arrangement. It will be appreciated that in different examples, however, an ionisation device associated with different seat arrangements may be controlled in such a manner. For instance, a vehicle may include three or more rows of seats each having a respective ionisation device associated therewith. In one example, an ionisation device that influences air quality in a third row of seats behind a first (front) and second row of seats in the cabin is controlled in dependence on the occupancy status of the third row of seats. In another example, the first ionisation device associated with the front row of seats (first seat arrangement) described above is controlled in dependence on occupancy status the front row of seats. As it may be assumed that during use of the vehicle (during a vehicle journey) the driver's seat in the front row of seats will be occupied, then control of the first ionisation device may be based on an occupancy status of the passenger seat of the front row, e.g. the first ionisation device is activated if the passenger seat is occupied.

Claims

1 . An air purification system for a cabin of a vehicle, the cabin comprising: a first region associated with a first seat arrangement including a driver seat; and, a second region associated with a second seat arrangement including at least one passenger seat, and the air purification system comprising: an ionisation device mountable in a position within the vehicle to impact air quality predominantly in the second region; and, a control system comprising one or more controllers, the control system being configured to receive a sensor signal from a sensor of the vehicle, indicative of an occupancy status of the passenger seat, and output a control signal to activate the ionisation device in dependence on the occupancy status.

2. An air purification system according to Claim 1 , wherein the one or more controllers collectively comprise: at least one electronic processor having an electrical input for receiving the sensor signal; and, at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein, wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to output the control signal to activate the ionisation device in dependence on the occupancy status.

3. An air purification system according to Claim 1 or Claim 2, wherein the control system is configured to output the control signal to activate the ionisation device if the occupancy status indicates that at least one of the passenger seats of the second seat arrangement is occupied.

4. An air purification system according to Claim 3, wherein the second seat arrangement comprises a plurality of passenger seats, and wherein the control system is configured to output the control signal to activate the ionisation device if the occupancy status indicates that at least a defined minimum number of the passenger seats of the second seat arrangement are occupied.

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5. An air purification system according to any previous claim, wherein the occupancy status includes a classification of an object occupying a passenger seat of the second seat arrangement.

6. An air purification system according to Claim 5, wherein the control system is configured to output the control signal to activate the ionisation device if the occupancy status indicates that the object occupying at least one of the passenger seats of the second seat arrangement is classified as an animate object.

7. An air purification system according to Claim 6, wherein the control system is configured to output the control signal to activate the ionisation device if the animate object is classified as a human.

8. An air purification system according to any previous claim, wherein the sensor signal includes a signal from one or more of: seat belt sensors indicative of an engagement status of respective seat belts associated with respective passenger seats of the second seat arrangement, the engagement status being indicative of the occupancy status of the respective passenger seats; one or more image sensors arranged to acquire image data indicating whether passenger seats of the second seat arrangement are occupied; one or more radar sensors arranged to acquire radar data indicating whether passenger seats of the second seat arrangement are occupied; one or more weight sensors arranged to acquire data indicating a weight of an object occupying respective passenger seats of the second seat arrangement.

9. An air purification system according to any previous claim, comprising a further ionisation device mountable in a position within the vehicle to impact air quality predominantly in the first region, wherein the control system is configured to output the control signal to activate the ionisation device in dependence on whether the further ionisation device is activated.

10. An air purification system according to Claim 9, wherein the control system is configured to activate the ionisation device only if the further ionisation device is activated.

11 . An air purification system according to any previous claim, the control system being configured to receive a particulate sensor signal, from a particulate sensor inside the vehicle, indicative of a level of particulate matter interior to the vehicle cabin, and to output the control signal to activate the ionisation device based on the level of particulate matter interior to the vehicle cabin from the received particulate sensor signal.

12. An air purification system according to Claim 11, the control system being configured to receive an exterior particulate sensor signal, from a particulate sensor outside of the vehicle, indicative of a level of particulate matter exterior to the vehicle cabin, and to output the control signal to activate the ionisation device based on the level of particulate matter exterior to the vehicle cabin relative to the level of particulate matter interior to the vehicle cabin.

13. A vehicle comprising an air purification system according to any previous claim, the vehicle comprising the vehicle cabin, the first and second seat arrangements, and the sensor.

14. A vehicle according to Claim 13, wherein the second seat arrangement is a row of seats located rearwards of the driver seat.

15. A vehicle according to Claim 14, wherein the first seat arrangement is a row of seats, and wherein the second seat arrangement is immediately behind the first seat arrangement; optionally, wherein the ionisation device is located in a region of the vehicle cabin between adjacent seats of the first seat arrangement; further optionally, wherein the air purification system comprises a further ionisation device mountable in a position within the vehicle to impact air quality predominantly in the first region.