JP2010076517A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce generation frequencies of operating sound of a motor of an air mix door, while securing air-conditioning performance when automatically stopping an engine. <P>SOLUTION: This control device includes an engine control part 10 for automatically stopping the engine EG, an air conditioning unit 110 having a front part blowing part in a cabin, and an air conditioning control part for controlling a room temperature to be close to a target room temperature. The air conditioning unit 110 includes an air passage D1 communicated with the front part blowing part, a blower for forcedly feeding air to the front part blowing part, a cooling part for cooling the air forcedly fed by the blower, a heating part for heating the air forcedly fed by the blower, an air mix door for adjusting a mixing ratio of air cooled by the cooing part and air heated by the heating part of the conditioned air blown out from the front part blowing part, and the motor for driving a door. Controlled variable in relation to the motor for stipulating an opening of the air mix door is increasingly corrected during the automatic stop of the engine EG by the engine control part 10, as compared with a case where the engine EG is not automatically stopped. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control technique, and more particularly to a technique for controlling an air conditioner in a vehicle having a function of automatically stopping an engine.

As a vehicle control device, Patent Document 1 discloses a vehicle having an automatic stop function (so-called idling stop function) for stopping an engine when the vehicle satisfies a predetermined condition, when the engine is stopped by this function. Further, a technique for air-conditioning a vehicle interior by operating a blower fan of an air conditioner is disclosed.
Japanese Patent No. 3624617

  Here, the air conditioner includes a heating heat exchanger and a cooling heat exchanger, and a heating medium and a cooling medium are supplied to each of them using the driving force of the engine. For this reason, when the engine is stopped by the idling stop function, the supply of the heating medium or the cooling medium to the heating heat exchanger or the cooling heat exchanger is stopped. As a result, the heating performance of the heat exchanger for heating or the cooling performance of the heat exchanger for cooling deteriorates. To compensate for this, the mixing ratio of heated air and cooling air is adjusted by operating the air mix door. is doing.

  However, since the air mix door is driven by a motor, it becomes annoying to the occupant when operated frequently. In particular, when the engine is stopped by the idling stop function, this operating sound is remarkably exposed.

  Therefore, an object of the present invention is to reduce the frequency of occurrence of operating noise of the motor of the air mix door while ensuring air conditioning performance when the engine is automatically stopped.

  In order to solve the above-described problem, in the present invention, when a predetermined condition is satisfied, an automatic stop unit that automatically stops the engine, an air conditioning unit that has a blow-out unit that blows conditioned air into the vehicle interior, Air-conditioning control means for controlling the air-conditioning means so that the actual room temperature approaches the target room temperature, the air-conditioning means being provided in the air passage, the air passage being provided with air to the blow-out portion A cooling device provided in the air passage and for cooling air pumped by the blower, a heating device provided in the air passage for heating the air pumped by the blower, and the air Air that is provided in the passage and adjusts the mixing ratio of the air cooled by the cooling means and the air heated by the heating means of the conditioned air blown from the blowing portion And a motor for driving the air mix door, wherein the air conditioning control means is configured to control a control amount for the motor that defines an opening degree of the air mix door by the automatic stop means. There is provided a vehicle control device that performs an increase correction during the automatic stop of the engine as compared with a case where the engine is not.

  According to the present invention, the air conditioning control means corrects the control amount for the motor that defines the opening of the air mix door to be increased during the automatic stop of the engine by the automatic stop means than when it is not. Therefore, it is possible to reduce the frequency of occurrence of the operation sound of the motor that operates the air mix door while ensuring the air conditioning performance of the air conditioner.

  In the present invention, the air mix door includes a first air mix door that adjusts a mixing ratio of the cooled air and the heated air in the conditioned air supplied to the driver's seat, and a passenger seat. A second air mix door that adjusts a mixing ratio of the cooled air and the heated air in the conditioned air supplied to the side, and the motor operates the first air mix door A first motor and a second motor for operating the second air mix door, wherein the air conditioning control means controls the first and second motors independently. Good. Thus, when the air-conditioning control means controls the first and second motors independently, the frequency of operation noise of the motor further increases, but the control amount for the motor is increased and corrected. As a result, the frequency of operation noise of the motor can be reduced.

  In the present invention, the air conditioning unit further includes a cooling medium supply unit that supplies a cooling medium to the cooling unit, and a heating medium supply unit that supplies a heating medium to the heating unit, and the cooling medium supply At least one of the means and the heating medium supply means may be configured to supply the cooling medium to the cooling means or supply the heating medium to the heating means by using the driving force of the engine. Good. According to this configuration, since at least one of the heating medium supply unit and the cooling medium supply unit performs the supply process using the driving force of the engine, during the automatic stop of the engine by the automatic stop unit, The supply of the heating medium or the cooling medium is stopped. For this reason, since at least one of the cooling performance of the cooling means and the heating performance of the heating means is lowered, the opening adjustment of the air mix door is frequently performed. In such a state, by increasing and correcting the control amount for the motor, it is possible to more effectively reduce the frequency of occurrence of operating noise of the motor.

  In the present invention, the air conditioning unit includes a first temperature detecting unit that detects a temperature of the cooling medium or the cooled air, and a second temperature that detects a temperature of the heating medium or the heated air. Detecting means, and the air conditioning control means controls the motor based on the amount of change in temperature detected by the first or second temperature detecting means during the automatic stop of the engine by the automatic stopping means. It may be configured to. According to this configuration, while the engine is stopped, the heating performance of the heating heat exchanger or the cooling performance of the cooling heat exchanger decreases, so the motor is driven accordingly. Although it is necessary to increase the control amount for the motor, it is possible to reduce the frequency of the operation noise of the motor.

  ADVANTAGE OF THE INVENTION According to this invention, the frequency of generation | occurrence | production of the operating sound of the motor of an air mix door can be reduced, ensuring air conditioning performance at the time of an engine automatic stop.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The embodiment described below is an example as means for realizing the present invention, and the present invention can be applied to a modified or modified embodiment described below without departing from the spirit of the present invention.

[overall structure]
FIG. 1 is a side view of a vehicle according to an embodiment of the present invention. 2, (a) is an arrow view seen from the A direction of FIG. 1, (b) is a figure which shows the heating intensity setting part 220, (c) is notionally the structure of the heating unit 210. FIG. FIG. 3 is a diagram conceptually showing the configuration of the air conditioning unit 110 according to one embodiment of the present invention. 4A is a diagram illustrating a circulation path of the heating medium W1, and FIG. 4B is a diagram illustrating a circulation path of the cooling medium W2. FIG. 5 is a block diagram showing a functional configuration of the air conditioning control unit 130.

  In the present embodiment, a vehicle (for example, a minivan type) having a long length in the vehicle front-rear direction is assumed, and three rows of seats S1, S2, S3 are arranged in the vehicle front-rear direction. The The seat S1 is a driver seat and a passenger seat. An engine room ER is formed in front of the dashboard DB in the vehicle front-rear direction.

  An engine EG, a torque converter TC, and the like are mounted in the engine room ER. The engine EG is controlled by the engine control unit 10 based on information acquired from various sensors. The engine control unit 10 is, for example, an engine control unit (ECU) having a CPU, a ROM, a RAM, and the like. The engine control unit 10 functions as an automatic stop unit that automatically stops the engine EG by fuel injection control, ignition control, or the like when a predetermined condition is satisfied. That is, the engine control unit 10 has a function of controlling whether or not the engine EG is idling stopped.

  The vehicle is also provided with a vehicle air conditioner S for air conditioning the vehicle interior.

[Configuration of vehicle air conditioner S]
The vehicle air conditioner S includes an air conditioning unit 110 having a front blowing unit 113 that blows conditioned air into a front seat side space in a vehicle interior space, and an air conditioning environment detection unit 120 that detects an air conditioning environment inside and outside the vehicle interior. And an air conditioning control unit 130 that controls the air conditioning unit 110 so that the actual room temperature in the passenger compartment approaches the target room temperature.

  The air conditioning unit 110 is provided in front of the dashboard DB in the vehicle front-rear direction. The air conditioning unit 110 includes an air passage D <b> 1 communicating with the front blowing unit 113, a blower 111 that pumps air inside or outside the vehicle interior, a cooling unit 112 b that cools the air pumped by the blower 111, and the blower 111. The mixing ratio of the air cooled by the cooling unit 112b and the air heated by the heating unit 112a of the heating unit 112a that heats the pressure-fed air and the conditioned air blown from the front blowing unit 113 is adjusted. An air mix door 114 and a motor 115 that drives the air mix door 114 are provided. The air conditioning unit 110 includes a heating medium supply unit 112e that supplies the heating medium W1 to the heating unit 112a, and a cooling medium supply unit 112f that supplies the cooling medium W2 to the cooling unit 112b.

  The blower 111 is provided in the air passage D1. Further, the blower 111 can be selected by switching the switching valve B1 between a mode in which the inside air taken in from the passenger compartment is pumped and a mode in which the outside air taken from outside the passenger compartment is pumped.

  The cooling unit 112b is provided on the downstream side in the blowing direction of the blower 111 in the air passage D1. The cooling unit 112b is configured by a cooling heat exchanger, and the cooling medium W2 is supplied to the cooling heat exchanger by using the driving force of the engine EG by the cooling medium supply unit 112f.

  The heating unit 112a is provided on the downstream side in the blowing direction of the blower 111 with respect to the cooling unit 112b in the air passage D1. The heating unit 112a is configured by a heating heat exchanger, and the heating medium W1 is supplied to the heating heat exchanger by the heating medium supply unit 112e.

  The heating medium supply unit 112e supplies the cooling water, which has been deprived of heat from the engine EG, to a high temperature as the heating medium W1, and supplies the cooling water, which has been deprived of heat by the heating unit 112a, to the engine again. It has a water pump H1 that returns to the EG, and a radiator H2 that cools the cooling water that has taken heat from the engine EG and has reached a high temperature.

  In this embodiment, the water pump H1 forcibly circulates the cooling water by operating a motor. The radiator H2 is disposed in the engine room ER in front of the engine EG in the vehicle front-rear direction and behind the capacitor C2, which will be described later, in the vehicle front-rear direction. It is cooled by a fan F1 that operates using

  The cooling medium supply unit 112f sucks and compresses the low-temperature / low-pressure refrigerant gas vaporized by taking the heat of the air in the cooling unit 112b to form a high-temperature / high-pressure gas refrigerant, and the high-temperature / high-pressure refrigerant from the compressor C1. A condenser C2 that cools the gas refrigerant, condenses and liquefies it, and supplies it to the cooling unit 112b.

  A pulley P1 is fixed to the output shaft of the compressor C1, and a belt B1 is wound between the pulley P1 and a pulley P2 fixed to the crankshaft CS of the engine EG. Thereby, the driving force of engine EG is transmitted to compressor C1. In the present embodiment, the capacitor C2 is disposed in the engine room ER in front of the radiator H2 in the vehicle front-rear direction, and is cooled by traveling wind.

  Therefore, when the engine EG is stopped by the engine control unit 10, the crankshaft CS does not rotate, so the compressor C1 does not operate and the supply of the cooling medium W2 is stopped. In this embodiment, the water pump H1 is driven by a motor. However, as with the compressor C1, the water pump H1 may be configured to operate using the driving force of the engine EG. Further, the water pump H1 may be operated using the driving force of the engine EG, and the compressor C1 may be operated by a motor.

  The air mix door 114 and the motor 115 are provided between the cooling unit 112b and the heating unit 112a in the air passage D1. That is, the air mix door 114 defines the rate at which the air cooled by the cooling unit 112b passes through the heating unit 112a. The motor 115 has a rotating shaft 115c, and the air mix door 114 is fixed to the rotating shaft 115c. As the motor 115, for example, a motor capable of controlling the rotation angle such as a stepping motor, a servo motor, a potentiometer motor, or the like can be used.

  The front outlet 113 includes an outlet 113a that blows conditioned air toward the inner surface of the front window FW and an outlet 113b that blows conditioned air toward the passenger in the seat S1 (front seat). The air outlet 113b is an air outlet 113b 'that blows out conditioned air toward the face of the occupant seated in the seat S1 (front seat) and a blowout that blows out conditioned air toward the feet of the occupant seated in the seat S1 (front seat). And an outlet 113b ".

  The air outlet 113a is used in a defroster mode for removing or preventing fogging of the front window FW. The air outlets 113b ′ and 113b ″ are used for the face mode and the foot mode, respectively. The air conditioning unit 110 is a first mode in which conditioned air is blown out from the air outlets 113a and 113b, and a second mode in which conditioned air is blown out only from the air outlet 113a. It is possible to operate in a plurality of operation modes including modes.

  The air-conditioning environment detection unit 120 includes an inside air temperature detection sensor 121 that detects the passenger compartment temperature Tr, an outside air temperature detection sensor 122 that detects the outside air temperature Tamb, and a heating air temperature detection that detects the temperature of the heated air heated by the heating unit 112a. A sensor 123 (second temperature detection means), a cooling air temperature detection sensor 124 (first temperature detection means) for detecting the temperature of the cooling air cooled by the cooling unit 112b, and a solar radiation amount detection sensor 125 for detecting the amount of solar radiation. And have.

  The inside air temperature detection sensor 121 is provided in the dashboard DB and detects the passenger compartment temperature on the front seat side. The heating air temperature detection sensor 123 is provided on the downstream side with respect to the blowing direction of the heating unit 112a, and the cooling air temperature detection sensor 124 is provided on the downstream side with respect to the blowing direction of the cooling unit 112b. The heating air temperature detection sensor 123 and the cooling air temperature detection sensor 124 always detect the temperature of the heating air or the cooling air. However, the heating air temperature detection sensor 123 and the cooling air temperature detection sensor 124 may be detected only while the engine EG is stopped by the idling stop function.

  Moreover, although the heating air temperature detection sensor 123 shall detect the temperature of the heating air heated by the heating part 112a, it is good also as what detects the temperature of the heating medium W1. Similarly, the cooling air temperature detection sensor 124 detects the temperature of the cooling air cooled by the cooling unit 112b, but may detect the temperature of the cooling medium W2.

  The air conditioning control unit 130 is, for example, an in-vehicle computer having a CPU, a ROM, a RAM, and the like. The air conditioning control unit 130 corrects the control amount for the motor 115 that defines the opening degree of the air mix door 114 while the engine control unit 10 automatically stops the engine EG more than when it is not. That is, various sensors as the air conditioning environment detection unit 120 are connected to the air conditioning control unit 130. The air conditioning control unit 130 controls the voltage V of the blower 111 and the opening of the air mix door 114, that is, the rotation angle R of the motor 115, based on information input from these sensors. A specific control procedure of the air conditioning control unit 130 will be described later.

  In addition, the vehicle air conditioner S includes a heating intensity setting unit 220 in which the passenger can set the heating intensity of the rear seat side space in the vehicle interior space, and the heating intensity set by the heating intensity setting unit 220, And a heating unit 210 having a rear outlet 213 for blowing warm air into the rear seat side space.

  The heating unit 210 includes an air passage D <b> 2 that communicates with the rear outlet 213, a blower 211 that pumps air in the vehicle interior, and a heating unit 212 that heats the air pumped by the blower 211.

  The blower 211 and the heating unit 212 are provided below the driver seat and the passenger seat in the vertical direction in the air passage D2. The heating unit 212 includes a heating heat exchanger, and the heating heat exchanger is supplied to the heating unit 112a of the air conditioning unit 110 by the heating medium supply unit 112e as illustrated in FIG. 4A. The same heating medium as the heating medium W1 is supplied.

  The rear blowing part 213 is disposed below the seat S1 in the vertical direction, and is provided at the blower outlet 213a for blowing warm air to the feet of the occupant of the seat S2, and below the seat S2 in the up and down direction. And an outlet 213b for blowing out warm air.

  The heating intensity setting unit 220 is disposed on the passenger compartment side of the roof portion R2, and the user can set the blowing capacity of the blower 211. That is, the blowing capacity is the blowing intensity in the present embodiment, and can be set in four stages of “OFF, 1, 2, 3” as shown in FIG. Further, the user can set a mode for blowing the conditioned air to the feet of the passenger in the rear seat (foot mode) and a mode for blowing the conditioned air around the face of the passenger in the rear seat (face mode). Note that these foot mode and face mode can be set simultaneously.

  In the present embodiment, the heating intensity setting unit 220 can set the blowing capacity of the blower 211. However, the heating capacity of the heating unit 212 may be set by the user.

[Control of air conditioning control unit 130]
FIG. 6 is a diagram illustrating a control procedure of the air conditioning control unit 130. First, in step S101, information detected by various sensors is read. Specifically, the passenger compartment temperature Tr, the outside air temperature Tamb, the solar radiation amount Sun, the cooling air temperature Te, the heating air temperature Tw, and the set temperature Tset of the air conditioning unit 110 set by the passenger are read.

  Next, in step S102, the target vehicle compartment temperature Ttarget is calculated using (Equation 1). Note that f in (Expression 1) indicates an arithmetic expression.

Ttarget = f (Tamb, Sun, Tset) (Formula 1)
Next, in step S103, the air volume of the blower 111 of the air conditioning unit 110 and the temperature of the conditioned air are calculated so that the passenger compartment temperature Tr becomes equal to the target passenger compartment temperature Ttarget. In step S104, the voltage of the blower 111 and the opening degree of the air mix door 114 are calculated based on the air volume of the blower 111 and the temperature of the conditioned air calculated in step S103.

  Next, in step S105, it is determined whether or not the difference (absolute value) between the passenger compartment temperature Tr and the target passenger compartment temperature Ttarget is equal to or less than a threshold th1. If it is determined in step S105 that the difference is equal to or smaller than the threshold th1, an idling stop permission is transmitted to the engine control unit 10 in step S106. On the other hand, when it is determined in step S105 that the difference is larger than the threshold th1, the process proceeds to step S109 without performing the processes in steps S106 and S107.

  Next, in step S107, it is determined whether or not the air conditioning control unit 130 has received an idling stop execution from the engine control unit 10. If it is determined in step S107 that the idling stop has been received, an opening correction process for the air mix door 114 is performed in step S108. The details of the air mix door opening correction process will be described later. On the other hand, if it is determined in step S107 that the idling stop execution has not been received, the process proceeds to step S109 without performing the air mix door opening correction process.

  In step S109, the blower 111 and the motor 115 are controlled based on the voltage V of the blower 111 and the opening X of the air mix door 114.

  FIG. 7 is a diagram illustrating a detailed operation procedure of the air mix door opening correction process (step S108) according to the first embodiment.

  First, in step S108a, it is determined whether the heating air temperature Tw detected by the heating air temperature detection sensor 123 has decreased or the cooling air temperature Te detected by the cooling air temperature detection sensor 124 has increased. If it is determined in step S108a that the heating air temperature Tw has decreased or the cooling air temperature Te has increased, in step S108b, the amount of decrease in the heating air temperature Tw or the amount of increase in the cooling air temperature Te is corrected. Therefore, an opening correction amount ΔX of the air mix door 114 is calculated. That is, the opening correction amount ΔX is a value for correcting the amount of change caused by the engine EG being stopped idling. On the other hand, if it is determined in step S108a that the heated air temperature Tw has not decreased and the cooling air temperature Te has not increased, the process of step S108 is performed without performing the opening correction process of the air mix door 114. Exit. This is because even if the engine EG is idling stopped, the temperature of the conditioned air is not affected if there is no change in the heating air temperature Tw or the cooling air temperature Te.

  Therefore, the air conditioning control unit 130 determines the heating air temperature Tw detected by the heating air temperature detection sensor 123 and the cooling air temperature Te detected by the cooling air temperature detection sensor 124 while the engine EG is stopped by the engine control unit 10. The motor 115 is controlled based on the change amount ΔX.

  In step S108a, if the heating air temperature Tw has risen even a little after the engine EG has automatically stopped or the cooling air temperature Te has fallen even a little, the process proceeds to step S108b. A threshold value may be set in advance, and the determination may be made based on whether or not the amount of change exceeds the threshold value.

  Next, in step S108c, it is determined whether or not the opening correction amount ΔX of the air mix door 114 calculated in step S108b is larger than the threshold th2. When it is determined in step S108c that the opening correction amount ΔX is larger than the threshold th2 (ΔX> th2), in step S108d, the opening X of the air mix door 114 is corrected using (Expression 2).

X = X + ΔX (Formula 2)
On the other hand, when it is determined in step S108c that the opening correction amount ΔX is equal to or less than the threshold th2 (ΔX <= th2), the opening correction process of the air mix door 114 is not performed, and the process of step S108 is terminated. .

  Thereafter, in step S108e, the control amount unit of the air mix door 114 is changed from x to x 'larger than x. Finally, in step S109 described above, based on the corrected opening degree X of the air mix door 114, the rotation angle of the motor 115 of the air mix door X is controlled in the control amount unit x ′ changed in step S108e. .

  Therefore, while the engine EG is stopped by the engine control unit 10, the air conditioning control unit 130 drives the motor 115 in a control amount unit that is larger than the control amount unit during operation of the engine EG. For example, if the rotation angle per rotation of the motor 115 during engine operation is 3 °, the rotation angle per rotation of the motor 115 is set to 6 ° while the engine EG is idling stopped. In addition, the frequency of operation noise of the motor 115 can be halved.

  As described above, according to the present embodiment, it is possible to reduce the frequency of operation noise of the motor 115 of the air mix door 114 while ensuring air conditioning performance while the engine EG is idling stopped.

  In the present embodiment, the engine control unit 10 and the air conditioning control unit 130 are configured by separate control devices, but one control device may have these functions. In the present embodiment, the heating unit 210 for heating the rear seat side is provided. However, the heating unit 210 is not an essential component for carrying out the present invention.

[Modification of First Embodiment]
In the above-described embodiment, the air conditioning unit 110 is configured to supply conditioned air of the same temperature between the driver seat side and the passenger seat side. However, as shown in FIG. It is good also as a structure which can supply the conditioned air of a different temperature between sides. FIG. 8 is a diagram conceptually showing an air conditioning unit 310 according to a modification of the embodiment.

  The air mix door 114 includes an air mix door 114a (first air mix door) that adjusts the mixing ratio of heated air and cooling air in the conditioned air supplied to the driver seat side, and the conditioned air supplied to the passenger seat side. It includes an air mix door 114b (second air mix door) that adjusts the mixing ratio of heated air and cooling air.

  The motor 115 includes a motor 115a (first motor) that operates the air mix door 114a and a motor 115b (second motor) that operates the air mix door 114b.

  On the upstream side of the air mix door 114 with respect to the blowing direction, the cooling part 112b is disposed over the entire width of the duct, and on the downstream side of the air mix door 114 with respect to the blowing direction, the heating part 112a is provided over the entire width of the duct. It is arranged across. Further, a mode damper 116 for selecting a blowing mode such as the above-described face mode or foot mode is provided on the downstream side of the heating unit 112a with respect to the blowing direction. The mode damper 116 is operated by a motor 117 that is driven in accordance with a user operation.

  The air conditioning control unit 130 independently controls the motors 115a and 115b of the air mix doors 114a and 114b. Thus, by changing the set temperature Tset between the driver seat and the passenger seat, it becomes possible to supply conditioned air having different temperatures between the driver seat and the passenger seat. When such control is performed, operating noise is generated from each of the two motors 115a and 115b. Therefore, by applying the present invention, the frequency of generating operating noise can be more effectively reduced. .

<Second Embodiment>
In the first embodiment described above, the opening correction process is performed only when the opening correction amount ΔX of the air mix door 114 is larger than the threshold th2. On the other hand, in this embodiment, the timer starts counting from when the engine EG stops idling, and the opening degree correction process is performed only when the timer completes counting for a predetermined time. That is, in the present embodiment, when the engine EG has stopped idling and a predetermined time has elapsed, the opening degree correction process is always performed, thereby performing control with an emphasis on maintaining the target compartment temperature when the engine is stopped. Do.

  FIG. 9 is a diagram illustrating a detailed control procedure of the air mix door opening correction process (step S108) according to the second embodiment. First, when the idling stop execution is received from the engine control unit 10 in step S107, the timer starts counting in step S108a '.

  In step S108b ′, it is determined whether the heating air temperature Tw detected by the heating air temperature detection sensor 123 has decreased or the cooling air temperature Te detected by the cooling air temperature detection sensor 124 has increased. . When it is determined in step S108b ′ that the heating air temperature Tw has not decreased and the cooling air temperature Te has not increased, the process of step S108 is performed without performing the opening correction process of the air mix door 114. finish. On the other hand, if it is determined in step S108b 'that the heating air temperature Tw has decreased or the cooling air temperature Te has increased, it is determined in step S108c' whether or not the timer has completed counting a predetermined time. To do.

  If it is determined in step S108c 'that the timer has not completed counting the predetermined time, the process of step S108 is terminated without performing the opening correction process of the air mix door 114. On the other hand, if it is determined in step S108c 'that the timer has completed counting the predetermined time, the opening correction amount ΔX of the air mix door 114 is calculated in step S108d'.

  In step S108e ', correction is performed by adding the opening correction amount ΔX to the opening X of the air mix door 114 calculated in step S104 as shown in (Equation 3), and the timer is reset in step S108f'. .

X = X + ΔX (Formula 3)
Thereafter, in step S108g ′, the control amount unit of the air mix door 114 is changed from x to x ′ larger than x. Finally, in step S109 described above, based on the corrected opening degree X of the air mix door 114, the rotation angle of the motor 115 of the air mix door X is controlled in the control amount unit x ′ changed in step S108g ′. To do.

  As described above, according to the present embodiment, when the engine EG is idling stopped, it is possible to reduce the frequency of operation noise of the motor 115 of the air mix door 114 while ensuring air conditioning performance.

1 is a side view of a vehicle according to an embodiment of the present invention. (A) is an arrow view seen from the A direction of FIG. 1, (b) is a figure which shows the heating intensity setting part 220, (c) is a figure which shows notionally the structure of the heating unit 210. . It is a figure which shows notionally the structure of the air conditioning unit 110 which concerns on one Embodiment of this invention. (A) is a figure which shows the circulation path | route of the heating medium W1, (b) is a figure which shows the circulation path | route of the cooling medium W2. 3 is a block diagram illustrating a functional configuration of an air conditioning control unit 130. FIG. It is a figure which shows the control procedure of the air-conditioning control part. It is a figure which shows the detailed control procedure of the air mix door opening correction | amendment process (step S108) which concerns on 1st Embodiment. It is a figure which shows notionally the structure of the air conditioning unit 310 which concerns on the modification of 1st Embodiment. It is a figure which shows the detailed control procedure of the air mix door opening correction | amendment process (step S108) which concerns on 2nd Embodiment.

Explanation of symbols

C2 Capacitor D1 Air passage DB Dashboard EG Engine ER Engine room FW Front window H2 Radiator 10 Engine control unit 110 Air conditioning unit 111 Blower 112a Heating unit 112b Cooling unit 113 Front blowing unit 114 Air mix door 115 Motor 120 Air conditioning environment detection unit 130 Air conditioning control unit

Claims (4)

Automatic stop means for automatically stopping the engine when a predetermined condition is satisfied;
Air-conditioning means having a blowing section for blowing out conditioned air into the vehicle interior;
Air conditioning control means for controlling the air conditioning means so that the actual room temperature in the passenger compartment approaches the target room temperature,
The air conditioning means
An air passage communicating with the blowing portion;
A blower that is provided in the air passage and that pumps air to the blowing section;
A cooling means provided in the air passage for cooling air pumped by the blower;
A heating means provided in the air passage for heating the air pumped by the blower;
An air mix door for adjusting the mixing ratio of the air cooled by the cooling means and the air heated by the heating means of the conditioned air blown out from the blowing portion provided in the air passage;
A motor for driving the air mix door;
In a vehicle control device comprising:
The air conditioning control means includes
A control apparatus for a vehicle, wherein the control amount for the motor that defines the opening of the air mix door is corrected to be increased during the automatic stop of the engine by the automatic stop means than when it is not. The air mix door
A first air mix door for adjusting a mixing ratio of the cooled air and the heated air in the conditioned air supplied to the driver's seat side;
A second air mix door for adjusting a mixing ratio of the cooled air and the heated air in the conditioned air supplied to the passenger seat side,
The motor is
A first motor for operating the first air mix door;
A second motor for operating the second air mix door,
2. The vehicle control device according to claim 1, wherein the air conditioning control unit independently controls the first and second motors. The air conditioning means includes:
A cooling medium supply means for supplying a cooling medium to the cooling means;
A heating medium supply means for supplying a heating medium to the heating means,
At least one of the cooling medium supply means and the heating medium supply means supplies the cooling medium to the cooling means or supplies the heating medium to the heating means by using the driving force of the engine. The vehicle control device according to claim 1 or 2. The air conditioning means includes:
First temperature detecting means for detecting a temperature of the cooling medium or the cooled air;
A second temperature detecting means for detecting the temperature of the heating medium or the heated air,
The air conditioning control means controls the motor based on the amount of change in temperature detected by the first or second temperature detecting means while the engine is automatically stopped by the automatic stopping means. Item 4. The vehicle control device according to Item 3.

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