JP6174883B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner mounted on a vehicle with an automatic stop function that automatically stops an engine when a predetermined condition is satisfied.

  Conventionally, as one of means for reducing vehicle fuel consumption and exhaust gas emission, there is a vehicle having a so-called automatic stop function that automatically stops an engine when the vehicle stops due to a signal or the like. .

  In general, the vehicle is provided with an air conditioner. As a vehicle control device having both the automatic stop function and the air conditioner, for example, the one disclosed in Patent Document 1 is known. Yes. The air conditioner of Patent Document 1 includes a heat exchanger for heating through which a heat medium (engine cooling water) supplied from a water pump as an auxiliary machine driven by an engine flows, and heat supplied from a compressor as an auxiliary machine. A heat exchanger for cooling through which a medium (refrigerant) flows and a casing for housing them are provided. In the casing, an air passage through which air-conditioning air is introduced is formed, and the temperature of the conditioned air is changed by changing the amount of air passing through the heating heat exchanger and the amount of air passing through the cooling heat exchanger. An air mix door is provided to adjust the air pressure. The air mix door is driven by a motor.

  Then, the control device calculates the opening correction amount of the air mix door when the heating air temperature decreases or the cooling air temperature increases when the engine is automatically stopped, and the opening correction amount is predetermined. When the above is reached, the control amount unit of the air mix door is increased, and the motor is controlled in this increased control amount unit. As a result, the frequency of operation noise of the motor during automatic engine stop is reduced.

JP 2010-76517 A

  By the way, in the vehicle air conditioner of Patent Document 1, since the unit of control amount of the motor of the air mix door is increased, the operating frequency of the motor becomes low, but the operating time of the motor becomes longer than that of the normal control. There is a problem that the operation sound becomes annoying when the is activated.

  The present invention has been made in view of such points, and an object of the present invention is to prevent the operating sound of the motor after the automatic engine stop from becoming annoying.

  In order to achieve the above object, in the present invention, immediately after the engine is automatically stopped, the motor is operated to a greater extent than before the engine is automatically stopped.

1st invention heats the cooling heat exchanger which cools the ventilation air to the vehicle interior of this vehicle by the heat exchange with the heat carrier supplied from the auxiliary machine driven by the engine of a vehicle, and this ventilation air Equipped with a heat exchanger for heating,
A signal output from an engine automatic stop control device that automatically stops the engine when a predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when a predetermined engine restart condition is satisfied. In a vehicle air conditioner configured to be input,
The air conditioner includes: a cooling passage in which the cooling heat exchanger is disposed; a heating passage in which the heating heat exchanger is disposed; and an opening degree of the cooling passage or the heating passage to change the amount of blown air An air mix door for adjusting the temperature, a motor for driving the air mix door, a target temperature of the blown air is set, and the opening degree of the air mix door is calculated so as to be the target temperature, the air mix door An air conditioning control device that controls the motor so that the calculated opening is
The air conditioning control device includes a sound detection unit that detects whether sound is radiated into the vehicle interior, and immediately after the engine is automatically stopped by the engine automatic stop control device, the sound detection unit causes the sound detection unit to enter the vehicle interior. When it is detected that no sound is radiated, the motor is operated with a predetermined operating amount that is larger than that before the engine is automatically stopped, while the sound detector emits sound into the vehicle interior. When it is detected that the motor is operated, the motor is operated with the operating amount of the motor as an operating amount equivalent to that before the automatic stop of the engine .

  According to this configuration, immediately after the engine is automatically stopped, for example, when no sound is radiated into the vehicle interior by the electrical equipment or the like, the motor is operated as a large operation amount. Immediately after the engine is automatically stopped, even if no sound is radiated into the passenger compartment due to electrical equipment etc., the operating sound of the motor will be drowned out by the reverberation of the sound immediately after the engine stops and the vibration when the engine stops, etc. It becomes difficult to reach the passenger's ears.

According to a second invention, in the first invention,
The air conditioning controller calculates the opening of the air mix door while the engine is automatically stopped to obtain an opening during engine automatic stop, and the calculated opening during engine automatic stop is the predetermined operation. When the opening corresponding to the amount is reached, the motor is operated so that the air mix door has the calculated opening degree during automatic engine stop.

  According to this configuration, it is possible to obtain the opening degree of the air mix door necessary for ensuring passenger comfort even while the engine is automatically stopped. And by operating an air mix door so that it may become the opening, the opening of an air mix door becomes an opening according to the current air-conditioning state of vehicles.

According to a third invention, in the first or second invention,
The sound detection unit determines that sound is radiated into the vehicle interior when the vehicle wiper is operating, and determines that no sound is radiated into the vehicle interior when the wiper is inactive. It is characterized by doing.

  That is, when the wiper of the vehicle is operating, the operation sound of the wiper and the sound of rain are radiated into the vehicle interior, so it is possible to reliably detect whether sound is radiated into the vehicle interior. It becomes possible.

According to a fourth invention, in any one of the first to third inventions,
The sound detection unit determines that sound is radiated into the vehicle interior when the vehicle audio is operating, and determines that no sound is radiated into the vehicle interior when the audio is inactive. It is characterized by doing.

According to this configuration, it is possible to reliably detect whether sound is radiated into the vehicle interior.
According to a fifth invention, in any one of the first to fourth inventions,
The sound detection unit determines that sound is radiated into the vehicle interior when the turn signal of the vehicle is operating, and determines that sound is not radiated into the vehicle interior when the turn signal is not operated. It is characterized by doing.

  According to the first aspect of the invention, the motor is operated as a predetermined operation amount that is larger than that before the engine is stopped immediately after the engine is automatically stopped. It is possible to prevent it from being harsh by being drowned out by the vibrations.

  According to the second aspect of the invention, the opening degree of the air mix door can be obtained during the automatic stop of the engine, so that passenger comfort can be improved.

  According to the third, fourth, and fifth inventions, it is possible to reliably detect whether sound is radiated into the vehicle interior.

It is a figure explaining the schematic structure of an air conditioner. It is a perspective view of the passenger compartment front side. It is a block diagram which shows the structure of the control apparatus of the vehicle which concerns on embodiment of this invention. It is a flowchart which shows the control action of an air-conditioner control unit. It is a flowchart which shows the main routine of air mix control. It is a flowchart which shows the procedure of the 1st air mix control at the time of an engine automatic stop. It is a graph for calculating | requiring the coefficient K1. It is a graph for calculating | requiring the coefficient K2. It is a graph for obtaining the opening correction amount of the air mix door. It is a graph for calculating | requiring the opening degree of the air mix door at the time of air_conditioning | cooling. It is a graph for calculating | requiring the opening degree of the air mix door at the time of heating. It is a flowchart which shows the blowing temperature prediction procedure.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  The vehicle air conditioner 1 according to the embodiment of the present invention is mounted on, for example, a passenger car. As shown in FIG. 3, a vehicle control device 100 is mounted on this vehicle. In addition to the air conditioner 1, the vehicle control apparatus 100 includes an air conditioner control unit 2 (air conditioner control apparatus) that controls the air conditioner 1, and an engine control that controls an ignition device 4 and a fuel injection device 5 of the vehicle engine. A unit 3 and a vehicle control unit (engine automatic stop control device) 6 that outputs engine start and stop request signals to the engine control unit 3 are provided.

  Although details will be described later, when the idling stop condition on the vehicle side is satisfied and the idling stop condition on the air conditioner 1 side is satisfied while the engine is idling, the vehicle control unit 6 does not depend on the ignition operation of the occupant. By doing so, the engine idling is automatically stopped.

  The air conditioner 1 is accommodated in an instrument panel IP (shown in FIG. 2) disposed at the front end of the passenger compartment. An operation panel B of the air conditioner 1 is disposed at a substantially central portion on the left and right sides of the instrument panel IP. A driver's seat (not shown) is provided on the right side of the vehicle body and a passenger seat (not shown) is provided on the left side of the instrument panel IP. A defroster port 7 through which conditioned air blows toward the inner surface of a front window (not shown) opens at the front end of the instrument panel IP. At the left and right ends of the upper side of the instrument panel IP, demister ports 8 through which conditioned air blows toward the inner surface of a side window (not shown) are opened. A center vent port 9 through which air-conditioned air blows toward the upper body of the occupant is opened at a substantially central portion in the left-right direction of the instrument panel IP. Side vent ports 10 through which conditioned air blows toward the upper body of the occupant are also opened in the vicinity of both ends in the left-right direction of the instrument panel IP.

  As shown in FIG. 1, the air conditioner 1 includes a case 20 formed by molding a resin material. The case 20 is provided with an air introduction unit 21, a temperature adjustment unit 22, and an conditioned air distribution unit 23. The case 20 is divided into three parts, for example, an air introduction part 21, a temperature adjustment part 22, and an conditioned air distribution part 23, or two cases are provided for the air introduction part 21, the temperature adjustment part 22, and the conditioned air distribution part 23. It may be divided.

  The air introduction part 21 is connected to an inside air introduction port 25 that opens in the vehicle interior and takes air inside the vehicle interior into the case 20 and a duct (not shown) that communicates with the outside of the vehicle interior. An outside air inlet 26 for taking in the case 20 is formed. Inside the air introduction part 21, an inside / outside air switching door 27 that opens one of the inside air introduction port 25 and the outside air introduction port 26 and closes the other is provided. The inside / outside air switching door 27 is operated by an inside / outside air actuator motor 28 (shown in FIG. 3) fixed to the outer surface of the case 20 so that one of the inside air introduction port 25 and the outside air introduction port 26 is opened and the other is closed. It has become. The inside / outside air actuator motor 28 has a known structure. By the inside / outside air actuator motor 28, the inside / outside air mode as an operation mode can be switched between an inside air introduction mode in which only inside air is introduced into the case 20 and an outside air introduction mode in which only outside air is introduced into the case 20. .

  An air filter 31 and a blower fan 32 for filtering the air introduced into the case 20 are directed downstream of the inside / outside air switching door 27 inside the air introduction part 21 in the air flow direction. It is provided in order. The blower fan 32 is a centrifugal fan, and is arranged so that the rotation shaft extends in the vertical direction. A blower motor 33 for rotationally driving the blower fan 32 is disposed below the blower fan 32. The blower motor 33 is fixed to the case 20 with a part protruding outside the case 20.

  The temperature adjusting unit 22 is located downstream of the air introducing unit 21 in the air flow direction. A cold air passage 22a is formed inside the temperature adjusting unit 22, and an evaporator 35 as a cooling heat exchanger is accommodated in the cold air passage 22a. The evaporator 35, a compressor 36 (shown in FIG. 3) as an auxiliary machine driven by the engine, a refrigerant condenser (not shown), and an expansion valve (not shown) constitute a known refrigeration cycle. ing. The evaporator 35 is a tube and fin type heat exchanger in which a plurality of tubes and fins (both not shown) are alternately arranged and integrated. A refrigerant as a heat medium is supplied to and discharged from the evaporator 35 via two cooler pipes (not shown), and the refrigerant flows through the tubes. The air passing between the fins of the evaporator 35 exchanges heat with the refrigerant flowing through the tube, thereby cooling the air. Further, an evaporator sensor 37 including a temperature sensor for detecting the temperature state (surface temperature) of the evaporator 35 is disposed on the downstream side of the air flow of the evaporator 35.

  A heating passage 22b is formed on the downstream side of the evaporator 35 inside the temperature adjusting unit 22, and a heater core 43 as a heat exchanger for heating is accommodated in the heating passage 22b. The heater core 43 is a tube and fin type heat exchanger similar to the evaporator 35. Engine heater water as a heat medium is supplied to and discharged from the heater core 43 through two heater pipes (not shown) from a water pump (not shown) as an auxiliary machine driven by the engine. It has become. The air passing through the heater core 43 exchanges heat with the engine coolant flowing through the tube, thereby heating the air. A heater core sensor 38 including a temperature sensor for detecting the temperature state of the heater core 43 is disposed on the downstream side of the air flow of the heater core 43.

  A bypass passage 44 is formed on the side of the heating passage 22b so that the air that has passed through the evaporator 35 flows by bypassing the heater core 43. On the downstream side of the bypass passage 44, an air mix space 45 is formed for mixing the air flowing through the bypass passage 44 and the air flowing through the heating passage 22b to obtain conditioned air (blowout air) at a desired temperature. Yes.

  An air mix door 46 is disposed between the evaporator 35 and the heater core 43 to change the opening / closing degree (opening degree) of the heating passage 22b. The air mix door 46 is operated by an air mix actuator motor 48 (shown in FIG. 3) fixed to the outer surface of the case 20. The air mix actuator motor 48 is configured in the same manner as the inside / outside air actuator motor 28.

  By operating the air mix actuator motor 48 and changing the opening degree of the heating passage 22b by the air mix door 46, the ratio of the amount of air flowing through the bypass passage 44 and the amount of air flowing through the heating passage 22b is changed. As a result, the amount of air passing through the heater core 43 and the amount of air passing through the bypass passage 44 are changed, and the temperature of the conditioned air obtained in the air mix space 45 is changed.

  When the opening of the air mix door 46 is 0%, the heating passage 22b is fully closed and the bypass passage 44 is fully opened. When the opening is 100%, the heating passage 22b is fully opened and the bypass passage 44 is opened. It is supposed to be fully closed. The opening degree of the air mix door 46 is set to an arbitrary value between the above-described 0% to 100%.

  On the downstream side of the temperature adjustment unit 22 in the air flow direction, the conditioned air distribution unit 23 communicating with the air mix space 45 is located. A vent passage 47, a heat passage 49, and a defroster passage 59 extending from the air mix space 45 and extending from the air mix space 45 are formed inside the conditioned air distribution unit 23. The downstream end of the vent passage 47 opens to the outer surface of the case 20 as a vent outlet 50, the downstream end of the heat passage 49 opens similarly as the heat outlet 51, and the downstream end of the defroster passage 59 is the defroster outlet. 52 is similarly opened.

  An upstream end of a vent duct 53 communicating with the center vent port 9 and the side vent 10 of the instrument panel IP is connected to the vent outlet 50. Further, the heat blower outlet 51 is connected to an upstream end of a heat duct 54 (a part of which is shown in FIG. 2) extending to the vicinity of the feet of the front seat occupant and the feet of the rear seat occupant. The defroster outlet 52 is connected to an upstream end of a defroster duct 55 that communicates with the defroster port 7 and the demister port 8 of the instrument panel IP. The vent passage 47, the heat passage 49, and the defroster passage 59 are individually opened and closed by a vent door 56, a heat door 57, and a defroster door 58 disposed inside the conditioned air distribution unit 23.

  Although not shown, the vent door 56, the heat door 57, and the defroster door 58 are connected by a link member so that they operate in conjunction with each other by a blowing mode actuator motor 60 (shown in FIG. 3) for switching the blowing mode. It has become. The blow-out mode actuator motor 60 has a well-known structure with a built-in servo motor, similar to the inside / outside air actuator motor 28, and is fixed to the outer surface of the case 20.

  The blowing mode can be switched by the operation of the blowing mode actuator motor 60. The blowing mode is a vent mode (VENT) in which the vent door 56 is fully opened and the heat door 57 and the defroster door 58 are fully closed, and a bi-level mode (B / L) in which the vent door 56 and the heat door 57 are opened and the defroster door 58 is fully closed. ), A heat mode (HEAT) in which the vent door 56 and the defroster door 58 are fully closed and the heat door 57 is fully opened, and a differential heat mode (D / H) in which the heat door 57 and the defroster door 58 are opened and the vent door 56 is fully closed. There is a defroster mode (DEF) in which the defroster door 58 is fully opened and the vent door 56 and the heat door 57 are fully closed.

  In addition, the air conditioner 1 includes an outside air sensor 65, an inside air sensor 66, and a solar radiation sensor 67 as shown in FIG. The outside air sensor 65 is a temperature sensor for detecting the outside air temperature around the vehicle (the temperature of the air outside the vehicle compartment), and is arranged outside the vehicle compartment near the front grill (not shown) and the door mirror (not shown). It is installed. The inside air sensor 66 is a temperature sensor for detecting the passenger compartment temperature, and is disposed on the driver seat side of the instrument panel IP as shown in FIG. The inside air sensor 66 is provided with a time constant in order to delay the transient response. The said solar radiation sensor 67 is for detecting the solar radiation amount which is the intensity | strength of the sunlight which inserts into a vehicle interior, and is arrange | positioned at the front-end part of instrument panel IP.

  As shown in FIG. 3, the operation panel B of the instrument panel IP includes a temperature setting switch 68, a blow mode switch 69, an air conditioner switch 70, an inside / outside air changeover switch 71, a fan switch 72, an air conditioner priority switch 73, and a DEF switch. 80 is arranged. The temperature setting switch 68 is for an occupant to change the set temperature of the passenger compartment to a desired temperature and set it. The blowing mode switch 69 is operated when an occupant selects a blowing mode of conditioned air.

  The air conditioner switch 70 is for setting the operation mode of the compressor 36 of the refrigeration cycle. The A / C position for selecting the A / C mode in which the compressor 36 is normally operated and the case where weak cooling is sufficient. ECO position for selecting economy mode (ECO mode) and OFF position for selecting OFF mode in which the compressor 36 is not operated are provided so that the occupant can select any one of the three positions. It has become.

  The inside / outside air changeover switch 71 is for switching the air introduction mode between the inside air introduction mode and the outside air introduction mode. The fan switch 72 is for increasing or decreasing the amount of air blown by the fan 32 (the amount of air blown out) in multiple stages. The air conditioner priority switch 73 is for switching between an air conditioner priority mode in which engine idling is not automatically stopped and an idling stop mode in which idling is automatically stopped under a predetermined condition permitting automatic idling. That is, in this vehicle, the idling stop function can be canceled at the will of the passenger.

  The DEF switch 80 is operated to clear the fogging of the window. When the DEF switch 80 is turned on, the defroster mode is set and the air volume is increased.

  Although not shown, the air conditioner control unit 2 includes a central processing unit, a random access memory (RAM), a read only memory (ROM), an input / output port, and the like, and is supplied with power from an in-vehicle battery (not shown). In response to the operation. The switches 68 to 73 are connected to the input / output ports of the air conditioner control unit 2, and the outside air sensor 65, the inside air sensor 66, the solar radiation sensor 67, the EVA sensor 37, the heater core sensor 38, the blower motor 33, the actuator motors 28, 48. , 60 are connected. The air-conditioner control unit 2 has an automatic air-conditioning mode that automatically sets the blow-out mode, the introduction mode, and the air volume to suit the air-conditioning state of the passenger compartment, and a manual mode that is manually set by the passenger. One is selected by.

  An ignition device 4, a fuel injection device 5, and a compressor 36 are connected to the engine control unit 3 via signal lines. The engine control unit 3 controls the electromagnetic clutch of the compressor 36 to be intermittently controlled. When the electromagnetic clutch is connected, the engine power is transmitted to the compressor 36, and when the electromagnetic clutch is disconnected, the power is not transmitted.

  The engine control unit 3 and the air conditioner control unit 2 are connected via a signal line. When the air conditioner control unit 2 determines that it is necessary to operate the compressor 36, it sends a compressor ON signal to the engine control unit 3, and the engine control unit 3 receiving this compressor ON signal connects the electromagnetic clutch of the compressor 36. On the other hand, when the air conditioner control unit 2 determines that it is not necessary to operate the compressor 36, it sends a compressor OFF signal to the engine control unit 3, and the engine control unit 3 receiving this compressor OFF signal disconnects the electromagnetic clutch. It is supposed to be in a state.

  The air conditioner control unit 2 processes the input signals from the sensors 37, 38, 65 to 67 and the input signals from the switches 68 to 73 in accordance with a predetermined program when the automatic air conditioning mode is set. 1 operation mode is determined, and the blower motor 33 and the actuator motors 28, 48, and 60 are controlled.

  In addition, the air conditioner control unit 2 controls the temperature adjusting unit 22 so that the temperature of the conditioned air becomes the desired temperature by obtaining the temperature state of the evaporator 35 and the heater core 43 during the automatic idling of the engine. Based on the temperature state of the evaporator 35 and the heater core 43, the time for which the engine idling is automatically stopped is changed.

  The vehicle control unit 6 includes an inhibitor switch 75 that detects which shift range position the select lever of the automatic transmission operated by the occupant is in, a vehicle speed sensor 76 that detects the vehicle speed of the vehicle, and a depression operation of the brake pedal. A brake switch 77 to be detected is connected via a signal line. Further, the vehicle control unit 6 and the air conditioner control unit 2 are connected by a signal line, and the air conditioner control unit 2 receives one of the idling stop permission signal and the prohibition signal generated by the air conditioner control unit 2. The signal is output to the vehicle control unit 6. Further, the vehicle control unit 6 is configured to output a determination signal indicating whether or not the engine is automatically stopped to the air conditioner control unit 2. If the vehicle is equipped with a manual transmission, a sensor for detecting the position of the shift lever may be provided, and a signal from this sensor may be input to the vehicle control unit 6.

  Further, as shown in FIG. 3, the audio 81, the wiper 82, and the winker 83 mounted on the vehicle are connected to the air conditioner control unit 2. The air conditioner control unit 2 includes a sound detection unit 2a. The sound detection unit 2a is for detecting whether sound is radiated into the vehicle interior. In this embodiment, the sound detection unit 2a is based on the operating state of the audio 81, the operating state of the wiper 82, and the operating state of the winker 83. Thus, it is possible to detect whether sound is radiated into the vehicle interior. Specifically, the sound detection unit 2a detects the operation and non-operation of the audio 81, the wiper 82, and the winker 83. When the audio 81 is in operation, it is assumed that sound such as music is radiated in the vehicle interior, and thus sound is radiated in the vehicle interior. Further, when the wiper 82 is operating, it is assumed that the operating sound of the wiper 82, the sliding sound of the windshield, the sound of rain, etc. are radiated into the vehicle interior. Further, when the winker 83 is operating, it is assumed that the operating sound of the winker 83 is radiated into the passenger compartment. When the audio 81, the wiper 82, and the winker 83 are in an inoperative state, the sound detection unit 2a is assumed that no sound is radiated into the vehicle interior.

  The sound detection unit 2a detects whether sound is radiated into the vehicle interior based on the operation of the electrical equipment that emits sound into the vehicle interior other than the audio 81, the wiper 82, and the winker 83. It can also be configured.

  The vehicle control unit 6 automatically stops idling of the engine for a predetermined time when the idling stop condition on the vehicle side is satisfied and the idling stop permission signal is output from the air conditioner control unit 2. However, when the vehicle stop condition is not satisfied before the predetermined time has elapsed, or when the idling stop prohibition signal is output from the air conditioner control unit 2, the idling automatic stop is terminated at that time, Restart the engine. The idling stop condition on the vehicle side means that the vehicle is stopped when the vehicle speed detected by the vehicle speed sensor 76 is 0, and that the select lever is located in the neutral range or the parking range by the inhibitor switch 75, and This is when a brake pedal depression operation is detected by the brake switch 77. When the vehicle control unit 6 permits the engine to automatically stop idling, it outputs an idling stop permission signal to the engine control unit 3 so that the ignition device 4 and the fuel injection device 5 are deactivated. .

  Next, a specific control operation of the air conditioner control unit 2 will be described with reference to FIGS. This control starts when the ignition switch of the vehicle is turned on, and is repeated at an extremely fast cycle (several ms to several tens of ms).

  When the ignition switch of the vehicle is turned on, the process proceeds to step SA1 in the flowchart shown in FIG. 4, and the air conditioner control unit 2 reads signals from the sensors 37, 38, 65 to 67 and the switches 68 to 73.

  Then, it progresses to step SA2 and the air mix door 46 is controlled. In controlling the air mix door 46, first, a target temperature is calculated. The target temperature is determined based on the air conditioning condition including the set temperature of the temperature setting switch 68. Then, the opening degree (STO) of the air mix door 46 is calculated in consideration of input signals from the EVA sensor 37 and the heater core sensor 38, and the air mix actuator motor 48 is operated to set the air mix door 46 to a desired opening degree. . The opening STO of the air mix door 46 is output as an opening value. Although details will be described later, the control of the air mix door 46 is different between the automatic engine stop and the engine operation.

  Thereafter, the process proceeds to step SA3, the blow mode is selected, the blow mode actuator motor 60 is operated so as to be the selected blow mode, the introduction mode is selected, and the inside and outside are selected so as to be the selected introduction mode. The pneumatic actuator motor 28 is activated. Note that the blowing mode and the introduction mode may be switched at the same timing or may be switched at different timings.

  When the blowing mode is selected in step SA3, the blowing mode is set to the vent mode when the outside air temperature detected by the outside air sensor 65 is, for example, about 30 ° C. or higher and strong cooling is required as in summer. The introduction mode is the inside air introduction mode. By setting the blow-out mode to the vent mode, cool air is directly supplied to the upper body of the occupant, and by setting the introduction mode to the inside air introduction mode, the air in the vehicle interior that is closer to the target temperature than the air outside the vehicle interior can be obtained. It can be taken into the case 20 and efficient cooling becomes possible. Further, when the outside air temperature is, for example, about 20 ° C. and may be a relatively weak cooling, the blowing mode is set to the bi-level mode, and the introduction mode is set to the outside air introduction mode. On the other hand, when the outside air temperature detected by the outside air sensor 65 is low, for example, at a low temperature of about 10 ° C. or lower, and the heating is required, the blowing mode is set to the heat mode or the heat differential mode, and the introduction mode is set to the outside air introduction mode. And By setting the introduction mode to the outside air introduction mode, dry outside air is taken into the passenger compartment and fogging of the window glass is prevented.

  Next, the process proceeds to step SA4, where the air flow rate is set, and the voltage applied to the blower motor 33 is changed so as to be the set air flow rate. This air flow increases as the difference between the vehicle interior temperature detected by the inside air sensor 66 and the target temperature increases. In step SA5, it is determined whether the compressor 36 is to be operated or stopped. In step SA5, the compressor 36 is operated when the air conditioner mode set by the air conditioner switch 70 is the A / C mode or the ECO mode, and is stopped when the air conditioner mode is the OFF mode. If the compressor 36 is activated in step SA5, a compressor ON signal is output from the air conditioner control unit 2 to the engine control unit 3, and the engine control unit 3 puts the electromagnetic clutch of the compressor 36 into a connected state. On the other hand, when the compressor 36 is stopped, the compressor OFF signal is output from the air conditioner control unit 2 to the engine control unit 3, and the electromagnetic clutch is disengaged.

  The compressor ON signal and the OFF signal are output based on the temperature detected by the EVA sensor 37. In other words, the compressor ON signal is output when the temperature detected by the EVA sensor 37 reaches Tof + Diff (° C.), and the compressor OFF signal is output when the temperature detected by the EVA sensor 37 reaches Tof (° C.). It has become. Therefore, the temperature state of the evaporator 35 changes at least between Tof (° C.) and Tof + Diff (° C.).

  In step SA6 following step SA5 in FIG. 4, idling stop determination is performed. In this idling stop determination, if it is determined that cooling can be performed based on the temperature detected by the EVA sensor 37 during cooling, idling stop is permitted, and if it is determined that cooling cannot be performed, idling is determined. Stop is prohibited. Similarly, when it is determined that heating can be performed based on the temperature detected by the heater core sensor 38 during heating, idling stop is permitted, and when it is determined that heating cannot be performed, idling stop is prohibited. And Since this determination method can use a conventionally well-known method, detailed description is abbreviate | omitted.

  In step SA7, the data obtained in the above steps is output.

  The air mix control in step SA2 will be described in detail based on the flowchart shown in FIG. First, in step SB1, it is determined based on a signal output from the vehicle control unit 6 whether or not the engine is automatically stopped. If it is determined NO in step SB1 and the engine is not automatically stopped, the process proceeds to step SB2 where normal air mix control is performed at normal times to calculate the opening of the air mix door 46. Then, the air mix actuator motor 48 is immediately driven until the opening degree calculated by the air mix door 46 is reached. The minimum operating amount of the air mix actuator motor 48 at this time is in the range of 1% to 2% in terms of the opening degree of the air mix door 46.

  On the other hand, if it is determined as YES in step SB1 and the engine is automatically stopped, the process proceeds to step SB3, and whether or not one or more of the audio 81, the wiper 82, and the winker 83 are operating. Is detected. This step SB3 is a step in which it is determined by the sound detection unit 2a and whether or not sound is radiated into the passenger compartment. If any one or more of the audio 81, the wiper 82, and the winker 83 are operating, the process proceeds to step SB7, and the first air mix control is performed when the engine is automatically stopped.

  The first air mix control at the time of engine automatic stop will be described based on the flowchart shown in FIG.

  In step SC1 after the start, various parameters necessary for air mix control are read. These parameters are the output value of the EVA sensor 37, the output value of the heater core sensor 38, the opening degree of the air mix door 46, the predicted temperature Ti of the blown air, and the outside air temperature.

  Here, the procedure for obtaining the predicted temperature Ti of the blown air will be described based on the flowchart of FIG. In step SG1 after the start, various parameters necessary for predicting the blowing temperature are read. These parameters are the output value of the evaporative sensor 37, the output value of the heater core sensor 38, and the opening of the air mix door 46 before idling is stopped.

  In step SG2 following step SG1, the operation mode of the compressor 36 set by the air conditioner switch 70 is determined. If it is determined in step SG2 that the operation mode of the compressor 36 is in the A / C mode or the ECO mode, the process proceeds to step SG3.

  In step SG3, the temperature of the blown air is predicted based on a straight line graph that rises to the right as shown. The horizontal axis of this graph represents the opening degree of the air mix door 46 as a percentage, and the vertical axis represents the temperature (° C.).

  The opening degree of the air mix door 46 at point A is 0%, and the temperature is the temperature Tof (for example, 4 ° C.) when the compressor OFF signal is output. The opening degree of the air mix door 46 being 0% is the maximum cooling time, the bypass passage 44 is fully opened and the heating passage 22b is fully closed, and the introduced air passes only through the evaporator 35. It will be. At the time of this prediction, the temperature is fixed at Tof so that point A does not move. The reason for this is that when the compressor 36 is repeatedly operated and stopped as described above, the temperature state of the evaporator 35 changes. However, if the changing temperature state is used for the temperature prediction of the blown air, the prediction logic is complicated. This is to avoid this.

  The opening degree of the air mix door 46 at the point B is 100%, and the temperature is the temperature Th1 detected by the heater core sensor 38 before idling is stopped. When the opening degree of the air mix door 46 is 100%, it is during maximum heating and the heating passage 22b is fully opened, so the temperature of the blown air becomes substantially the same as the temperature detected by the heater core sensor 38.

  And the predicted temperature Ti of blowing air can be calculated | required by following Formula.

Ti (° C.) = Tof + tan θ1 × MIXac (1)
tan θ1 = (Th1−Tof) / 100 (2)

  Here, MIXac is the opening degree of the air mix door 46 immediately before idling is stopped.

  The predicted temperature Ti of the blown air before idling stop predicted in step SG3 is output in the subsequent step SG4.

  If it is determined in step SG2 that the operation mode of the compressor 36 is in the OFF mode, the process proceeds to step SG5. In step SG5, the temperature of the blown air is predicted based on a straight line graph that rises to the right as shown. The horizontal and vertical axes of this graph are the same as those in step SG3. The opening degree of the air mix door 46 at point C is 0%, and the temperature is the temperature Tm output from the evaporation sensor 37 before idling is stopped. The blowing temperature when the opening degree of the air mix door 46 is 0% (the bypass passage 44 is fully open) is substantially the same as the temperature detected by the evaporation sensor 37. Further, the opening degree and temperature of the air mix door 46 at the point D are the same as the point B in the step SG3.

  And the predicted temperature Ti of blowing air can be calculated | required by following Formula.

Ti (° C.) = Tm + tan θ1 × MIXac (3)
tan θ1 = (Th1−Tm) / 100 (4)

  The predicted temperature Ti of the blown air before idling stop predicted in step SG5 is output in the subsequent step SG4.

  After obtaining the predicted temperature Ti as described above, the following equation is calculated in step SC2 following step SC1 shown in FIG.

  Th (° C.) = Th1− (Th1−Thi) × K (5)

  Here, Th is a control value related to the temperature state of the heater core used for air mix control. Th1 is a temperature detected by the heater core sensor 38 before idling is stopped. Thi is a temperature detected by the heater core sensor 38 after idling is stopped. K is a coefficient.

  A method for calculating K will be described with reference to FIGS. K is set to a larger value by comparing K1 obtained based on the graph shown in FIG. 7 and K2 obtained based on the graph shown in FIG.

  First, the graph of FIG. 7 for obtaining K1 will be described. The horizontal axis of the graph of FIG. 7 represents the opening degree (%) of the air mix door 46, and the vertical axis represents the coefficient K1. If the opening degree of the air mix door 46 is 30% or less (can be changed arbitrarily depending on the structure of the air conditioner 1), K1 becomes 0.0. 30% or less is an operating state in which the temperature control unit 22 lowers the temperature of the air in the passenger compartment because most of the air-conditioning air flows through the cool air passage 22a and the conditioned air becomes a low temperature. Is in a cooling state. On the other hand, when the opening degree of the air mix door 46 is 50% or more (can be changed arbitrarily depending on the structure of the air conditioner 1), K1 becomes 1.0. 50% or more means that the amount of air-conditioning air flowing in the heating passage 22b increases and the conditioned air becomes high temperature. Is in a heated state. When the opening degree of the air mix door 46 is larger than 30% and smaller than 50%, the value of K1 is set between 0.0 and 1.0 in proportion to the opening degree of the air mix door 46. The

  Next, the graph of FIG. 8 for obtaining K2 will be described. The horizontal axis of the graph in FIG. 8 represents the outside air temperature (° C.), and the vertical axis represents the coefficient K2. When the outside air temperature is 10 ° C. or lower, K2 becomes 1.0. 10 degrees C or less is the condition where heating is performed. When the outside air temperature is 20 ° C. or higher, K2 becomes 0.0. The condition of 20 ° C. or higher is a situation where cooling is performed. When the outside air temperature is higher than 10 ° C. and lower than 20 ° C., K2 is set to a value between 0.0 and 1.0 in proportion to the outside air temperature.

  In this way, K1 and K2 are obtained, and the larger one is K.

  Substituting 0.0 into K in the above equation (5), the (Th1-Thi) term disappears, so Th = Th1, and Th (control value used for air mix opening correction control) is Th1 (before idling stop). Temperature detected by the heater core sensor 38). Th1 is a fixed value, for example, 85 ° C.

  On the other hand, if 1.0 is substituted for K in Equation (5) and rearranged, Th = Th i, and Th becomes Thi (temperature detected by the heater core sensor 38 after idling is stopped). Since the temperature of the heater core 43 changes with the lapse of time after idling is stopped, Thi is not a fixed value but a changing value. Th also changes when the value to be substituted for K is smaller than 1.0 and larger than 0.0.

  In step SC3 that has proceeded through step SC2, it is determined whether or not the calculation result in step SC2 is Th = Th1. If it is determined in step SC3 that Th = Th1, this means that the air conditioner 1 is in the cooling state. Step SC3 is an air conditioning state determination unit.

  In step SC4, which proceeds after it is determined that Th = Th1 in step SC3, the opening degree of the air mix door 46 is corrected based on a straight line graph ascending to the right as shown. The horizontal axis of this graph represents the opening degree of the air mix door 46, and the vertical axis represents the temperature. The opening of the air mix door 46 at point E is 0%, and the temperature is the temperature of the evaporator 35 immediately before idling is stopped, that is, the temperature Tof when the OFF signal of the compressor 36 is output. Accordingly, the evaporator 35 is raised by being warmed. A case where the temperature state of the evaporator 35 is increased to Tm is indicated by F point.

  The opening of the air mix door 46 at point G is 100%, and the temperature is the temperature Th1 output from the heater core sensor 38 before idling is stopped. This Th1 is fixed at 85 ° C. as described above.

  That is, when the air conditioner 1 is in the cooling state, air-conditioning air mainly passes through the evaporator 35, so that the temperature of the heater core 43 decreases even when the supply of engine cooling water to the heater core 43 is stopped. It is hard to do. At this time, since the amount of air passing through the heater core 43 is small and the flow velocity of air is low, the detection result of the heater core sensor 38 on the downstream side may be a temperature state of the surrounding air different from the temperature state of the heater core 43. The correlation with the temperature state of the heater core 43 decreases. If this low correlation detection result is reflected in the control, the temperature of the conditioned air deviates from the desired temperature. In this embodiment, since the air mix door 46 is controlled with the temperature of the heater core 43 set to a predetermined fixed value in the cooling state, a detection result with low correlation by the heater core sensor 38 is not reflected in the control.

  In addition, since the temperature change of the heater core 43 at the time of cooling is not so large as described above, the fixed value does not cause a problem in terms of control.

  Further, the predicted temperature Ti of the blown air in step SC4 is a value obtained in the flowchart shown in FIG.

  The graph used in step SC4 in FIG. 6 is a straight line connecting the point E and the point G immediately after idling is stopped, but the temperature state of the evaporator 35 increases as time elapses while idling is stopped. Therefore, the slope of the graph gradually becomes gentle, and at a certain point, it becomes a straight line connecting the F point and the G point. At this time, MIXi, which is the opening corresponding to the predicted temperature Ti of the blown air, becomes the corrected opening of the air mix door 46.

  The opening degree of the air mix door 46 obtained in step SC4 is output in the subsequent step SC5.

  Further, when Th = Th1 is not satisfied in step SC3, this means that the air conditioner 1 is in the heating state. In this case, the process proceeds from step SC3 to step SC6. In this step SC6, the opening degree of the air mix door 46 is corrected based on a straight line graph ascending to the right as shown. The horizontal and vertical axes of this graph are the same as in step SC4.

  The opening of the air mix door 46 at point H is 0%, and the temperature is the temperature Te output from the evaporation sensor 37. The opening degree of the air mix door 46 at the point I is 100%, and the temperature is the temperature Th1 output from the heater core sensor 38 after idling is stopped. This value decreases as the heater core 43 is cooled over time. To go. The case where it falls to Th is indicated by point J.

  The graph used in step SC6 is a straight line connecting the H point and the I point immediately after idling stops. However, since the temperature state of the heater core 43 decreases as time elapses with idling stopped, The inclination becomes gentler, and at a certain point in time, a straight line connecting the H point and the J point is obtained. At this time, MIXi which is the opening degree of the air mix door 46 corresponding to the predicted temperature Ti becomes the corrected opening degree of the air mix door 46.

  That is, when the air conditioner 1 is in the heating state, the amount of air-conditioning air passing through the heater core 43 increases, and when idling is stopped, the supply of engine cooling water to the heater core 43 is stopped. The temperature of the heater core 43 tends to decrease quickly. At this time, since the opening degree of the air mix door 46 is large and the amount of air passing through the heater core 43 is large and the flow velocity of the air is high, the detection result of the heater core sensor 38 on the downstream side is substantially correlated with the temperature state of the heater core 43. ing. And when idling is stopped and in the heating state, correction control of the air mix door 46 is performed based on the temperature change of the heater core sensor 38, so even if the supply of engine cooling water is stopped The temperature of the conditioned air can be set to a desired temperature suitable for heating.

  The air mix opening obtained in step SC6 is output in subsequent step SC5. The air mix door 46 is controlled in step SA2 of FIG. 4 so that the output opening degree is obtained.

  Further, when the air conditioner 1 is not operating, such as when the fan switch 72 is OFF, an idling stop permission signal is output.

  That is, if it is determined as YES in step SB3 of the flowchart shown in FIG. 5, one or more of the audio 81, the wiper 82, and the winker 83 are operating, and their operating sounds (music, Wiper motor sound, sliding sound, blinker operation sound, etc.) are generated, so that the operation sound of the air mix actuator motor 48 is drowned out by other sounds and is difficult for the passenger to hear. In this case, the air mix actuator motor 48 is operated at any time so that the opening calculated by the first air mix control at the time of engine automatic stop is obtained. The minimum operating amount of the air mix actuator motor 48 at this time is in the range of 1% to 2% in terms of the opening degree of the air mix door 46.

  On the other hand, if it is determined NO in step SB3 of the flowchart shown in FIG. 5 and none of the audio 81, the wiper 82, and the winker 83 is operating, the process proceeds to step SB4 and the introduced air temperature is calculated from the predicted temperature Ti of the blown air. Based on the value obtained by subtracting (Tintake), it is determined whether or not the opening degree of the air mix door 46 needs to be corrected, and if it is corrected, it is determined whether the direction is the + direction or the − direction. Tintake is the temperature (° C.) of air introduced from the air introduction part 21 of the case 20.

  The correction of the opening degree of the air mix door 46 means that the air mix door 46 is moved from a position immediately before the engine is automatically stopped immediately after the engine is automatically stopped, and this movement amount is set as a correction amount. Immediately after the engine is automatically stopped, for example, it is within 1 second after the engine stop signal is output. Even if the ignition device 4 and the fuel injection device 5 are inactivated, it takes time until the engine is completely stopped due to inertia, during which sound, vibration, and the like are generated.

  In step SB4, the determination is made based on the graph shown in FIG. That is, the vertical axis of the graph of FIG. 9 is the correction amount (%) of the opening degree of the air mix door 46, and the horizontal axis is a value (° C.) obtained by subtracting the introduction air temperature Tintake from the predicted temperature Ti. The introduction air temperature Tintake is the vehicle interior temperature detected by the inside air sensor 66 in the inside air introduction mode, and the outside air temperature detected by the outside air sensor 65 in the outside air introduction mode.

  When Ti-Tintake is in the range of −5 ° C. or higher and + 5 ° C. or lower, it is determined that the correction amount is 0, that is, correction is unnecessary, and the process proceeds to step SB7 in the flowchart shown in FIG. The first air mix control is performed when stopped. When Ti-Tintake is in the range of −5 ° C. or higher and + 5 ° C. or lower, the difference between the outside air temperature and the passenger compartment temperature is small. Therefore, even if the first air mix control is performed during engine automatic stop, Almost no need to move the mix door 46.

  As shown in FIG. 9, when Ti-Tintake is in the range of −20 ° C. or more and less than −5 ° C., the correction amount is less than −5%. “−” Means that the opening degree of the air mix door 46 is corrected to 0%. When Ti-Tintake is in a range lower than −20 ° C., the correction amount is uniformly set to −5%.

  Further, when Ti-Tintake is higher than 5 ° C. and in a range of 25 ° C. or lower, the correction amount is set to less than 10%. “+” Means that the opening degree of the air mix door 46 is corrected to 100%. When Ti-Tintake is in a range higher than 25 ° C., the correction amount is 10%.

  In step SB4 of the flowchart shown in FIG. 5, if correction in the-direction is necessary, the process proceeds to step SB5, whereas if correction in the + direction is necessary, the process proceeds to step SB6.

  In step SB5, the second air mix control (− direction) is performed when the engine is automatically stopped. In the second air mix control (− direction) at the time of automatic engine stop, first, the opening degree of the air mix door 46 is calculated using a method of calculating the opening degree of the air mix door 46 in the first air mix control at the time of automatic engine stop. Calculate. At this stage, only the opening degree is calculated, and the air mix actuator motor 48 is not operated.

  The second air mix control (− direction) during engine automatic stop will be described based on the graph shown in FIG. 10. The vertical axis of the graph of FIG. 10 is the opening degree of the air mix door 46, with 100% on the top and 0% on the bottom. The horizontal axis is a time axis. The slanted line in the graph is the opening degree of the air mix door 46 calculated by the first air mix control method when the engine is automatically stopped.

  MIXfc is the correction amount in the negative direction obtained in step SB3. Therefore, in the second air mix control (− direction) at the time of automatic engine stop, the opening degree of the air mix door 46 calculated by the method of the first air mix control at the time of automatic engine stop is uniformly obtained in step SB3. Only the correction amount is corrected, and the air mix actuator motor 48 is operated so that the air mix door 46 has the corrected opening.

  After the air mix actuator motor 48 is operated in the-direction by a predetermined operating amount, the opening of the air mix door 46 is automatically controlled by the first air mix control method when the engine is automatically stopped while the engine is automatically stopped. It is obtained by calculating as the opening during stop, and when the calculated opening during automatic engine stop becomes the corrected opening, the air mix door 46 becomes the calculated opening during automatic engine stop. The air mix actuator motor 48 is operated at any time. Thereby, fine temperature control becomes possible.

  Next, the second air mix control (+ direction) during engine automatic stop will be described based on the graph shown in FIG. The vertical axis of the graph of FIG. 11 is the opening degree of the air mix door 46, with 100% on the top and 0% on the bottom. The horizontal axis is a time axis. The slanted line in the graph is the opening degree of the air mix door 46 calculated by the first air mix control method when the engine is automatically stopped.

  MIXfw is the correction amount in the + direction obtained in step SB3. Therefore, in the second air mix control at the time of engine automatic stop (+ direction), the opening degree of the air mix door 46 calculated by the method of the first air mix control at the time of engine automatic stop is uniformly calculated in the + direction obtained in step SB3. Only the correction amount is corrected, and the air mix actuator motor 48 is operated so that the air mix door 46 has the corrected opening.

  After the air mix actuator motor 48 is operated in the + direction by a predetermined operating amount, the first air mix control method during the automatic engine stop is performed while the engine is automatically stopped, as in the case of operating in the-direction. Is obtained by calculating the opening of the air mix door 46 as the opening during engine automatic stop, and when the calculated opening during engine automatic stop becomes the corrected opening, the air mix door 46 is calculated. The air mix actuator motor 48 is operated at any time so that the opening degree during the automatic engine stop is obtained.

  That is, in both the control of the second air mix control (− direction) when the engine is automatically stopped and the second air mix control (+ direction) when the engine is automatically stopped, the sound detection unit 2a immediately enters the vehicle interior immediately after the engine is automatically stopped. When it is detected that no sound is being emitted, the air mix actuator motor 48 is operated with the operation amount of the air mix actuator motor 48 set as a predetermined operation amount larger than that before the engine is automatically stopped. Immediately after the engine is automatically stopped, there is a lingering sound after engine stop, engine vibration, etc. At this time, even if the operation amount of the air mix actuator motor 48 is large, the operation sound is a sound after the engine stops. It is worn out by the lingering sound and engine vibration, and reaches the passenger's ear.

  As described above, according to the vehicle air conditioner 1 according to this embodiment, immediately after the engine is automatically stopped, when no sound is radiated from the electrical equipment or the like in the vehicle interior, the air mix actuator motor 48 is increased. It is made to operate as an operation amount. Thereby, it is possible to prevent the operating sound of the air mix actuator motor 48 from becoming annoying.

  Further, while the engine is automatically stopped, the opening degree of the air mix door 46 is calculated to obtain the opening degree during engine automatic stop, and the calculated opening degree during engine automatic stop becomes the corrected opening degree. The air mix actuator 46 can be operated so that the air mix door 46 has an opening degree during automatic engine stop. Thereby, since the opening degree of the air mix door 46 is obtained during the automatic stop of the engine and the air mix door 46 can be operated so as to be the opening degree, passenger comfort can be improved.

  The above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the vehicle air conditioner according to the present invention is, for example, a heat exchanger that heats or cools air blown into the vehicle interior by heat exchange with a heat medium supplied from an auxiliary machine driven by an engine. This is useful when the engine idling is automatically stopped when the vehicle is stopped.

1 Air conditioner 2 Air conditioner control unit (air conditioner controller)
2a Sound detector 3 Engine control unit 6 Vehicle control unit (engine automatic stop control device)
22a Cooling passage 22b Heating passage 35 Evaporator (cooling heat exchanger)
36 Compressor (auxiliary machine)
37 EVA sensor (cooling side temperature detector)
38 Heater core sensor (heating side temperature detector)
43 Heater core (heat exchanger for heating)
44 Air mix space 46 Air mix door 48 Air mix actuator motor

Claims (5)

A cooling heat exchanger that cools blown air into the vehicle interior of the vehicle by heat exchange with a heat medium supplied from an auxiliary machine driven by the vehicle engine, and a heating heat exchanger that heats the blown air Prepared,
A signal output from an engine automatic stop control device that automatically stops the engine when a predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when a predetermined engine restart condition is satisfied. In a vehicle air conditioner configured to be input,
The air conditioner includes: a cooling passage in which the cooling heat exchanger is disposed; a heating passage in which the heating heat exchanger is disposed; and an opening degree of the cooling passage or the heating passage to change the amount of blown air An air mix door for adjusting the temperature, a motor for driving the air mix door, a target temperature of the blown air is set, and the opening degree of the air mix door is calculated so as to be the target temperature, the air mix door An air conditioning control device that controls the motor so that the calculated opening is
The air conditioning control device includes a sound detection unit that detects whether sound is radiated into the vehicle interior, and immediately after the engine is automatically stopped by the engine automatic stop control device, the sound detection unit causes the sound detection unit to enter the vehicle interior. When it is detected that no sound is radiated, the motor is operated with a predetermined operating amount that is larger than that before the engine is automatically stopped, while the sound detector emits sound into the vehicle interior. When it is detected that the motor is operated, the motor is operated so that the operating amount of the motor is set to an operating amount equivalent to that before the engine is automatically stopped . In the vehicle air conditioner according to claim 1,
The air conditioning controller calculates the opening of the air mix door while the engine is automatically stopped to obtain an opening during engine automatic stop, and the calculated opening during engine automatic stop is the predetermined operation. The vehicle air conditioner is configured to operate the motor so that the air mix door has the calculated opening during engine automatic stop when the opening corresponding to the amount is reached. . The vehicle air conditioner according to claim 1 or 2,
The sound detection unit determines that sound is radiated into the vehicle interior when the vehicle wiper is operating, and determines that no sound is radiated into the vehicle interior when the wiper is inactive. An air conditioner for a vehicle. In the vehicle air conditioner according to any one of claims 1 to 3,
The sound detection unit determines that sound is radiated into the vehicle interior when the vehicle audio is operating, and determines that no sound is radiated into the vehicle interior when the audio is inactive. An air conditioner for a vehicle. In the vehicle air conditioner according to any one of claims 1 to 4,
The sound detection unit determines that sound is radiated into the vehicle interior when the turn signal of the vehicle is operating, and determines that sound is not radiated into the vehicle interior when the turn signal is not operated. An air conditioner for a vehicle.

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