JP6164107B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that is mounted on a vehicle and air-conditions a vehicle interior.

  There is known a technique for reducing the capacity by concentrating on a specific seat such as a driver's seat and blowing out air-conditioned air.

  For example, in the technique described in Patent Document 1, it is proposed to improve the passenger comfort by changing the air volume of the conditioned air to the driver's seat according to the air conditioning load. Specifically, when the one-seat concentration switch is operated, the air outlet for blowing air-conditioned air is switched according to the air-conditioning load, and the air volume of the air-conditioned air to the driver's seat is changed, thereby improving the passenger comfort. Early improvement has been realized.

  Further, in the technique described in Patent Document 1, it is proposed to correct the total air volume in order to prevent the air volume from other air outlets from changing due to air volume suppression of the air outlets or the like.

JP 2012-71814 A

  By the way, from the viewpoint of energy saving, in the mode in which the conditioned air is intensively blown to a specific seat, the air volume of the non-specific seat is suppressed or the air flow is stopped, and non- It is conceivable to reduce the total air volume of the air conditioner and reduce the air flow to the specific seat.

  However, in the case of a high air conditioning requirement, there is room for improvement because the occupant in a specific seat may feel uncomfortable by reducing the total air volume.

  The present invention has been made in consideration of the above facts, and aims to achieve both energy saving and comfort.

In order to achieve the above object, the invention described in claim 1 is to suppress the air volume of each of the plurality of outlets for blowing the conditioned air to a plurality of seats including a predetermined specific seat and a non-specific seat or to stop the blowing. In a blowing drive unit for performing, a blowing drive unit for blowing air from the plurality of blowing ports, and a specific seat concentration mode for intensively blowing the specific seat, a predetermined condition for determining that the air conditioning request is high is satisfied. In the case where there is not, the blower drive unit and the blower drive unit are controlled so as to suppress the air volume to blow to the non-specific seats or stop the air flow and lower the total air volume to blow, and when the predetermined condition is satisfied, wherein and a control unit for blowing air amount increase control a predetermined increase the blowing rate of a particular seat, the control section, when blowing is concentrated to the driver's seat as the specific seat concentration mode, the driver's seat When a predetermined condition that causes unwinding of unair-conditioned wind in the passenger compartment generated by blowing in and blowing is performed, air is concentrated on the driver's seat and front passenger seat and the total air volume is reduced. The blowing driving unit and the blowing driving unit are controlled so as to blow air .

  According to the first aspect of the present invention, in the blowing drive unit, the air volume of each of the plurality of outlets that blows the conditioned air to the plurality of seats including the predetermined specific seat and the non-specific seat is suppressed or the blowing is stopped. Done. Moreover, the ventilation from a some blower outlet is performed by the ventilation drive part.

  Then, in the specific seat concentration mode in which the specific seat is intensively blown, the control unit suppresses the amount of air blown to the non-specific seat or stops the blowing when the predetermined condition determined that the air conditioning request is high is not satisfied. At the same time, the blowout drive unit and the blower drive unit are controlled so as to reduce the total air volume and blow the air. On the other hand, when the predetermined condition is satisfied, predetermined air flow increase control for increasing the air flow to the specific seat is performed.

  By controlling the control unit in this way, it is possible to save energy when the air conditioning request is not high, and it is possible to ensure the early comfort of the occupant when the air conditioning request is high. Therefore, both energy saving and comfort can be achieved.

  Note that, as in the invention described in claim 2, the control unit may control the air blowing drive unit so as to increase the total air volume as the air volume increase control. That is, by increasing the total air volume, it is possible to increase the air volume to the specific seat.

  In addition, as in the invention described in claim 3, the control unit may control the blowing drive unit so as to suppress the air volume to the non-specific seat or stop the air flow as the air volume increase control. . That is, the amount of air blown to the specific seat can be increased by the amount that the air flow to the non-specific seat is suppressed or the air blow is stopped.

Further, the control unit, when the blowing is concentrated to the driver's seat as JP Joseki concentration mode, the return winding the wind that is not air-conditioning of the vehicle interior which is generated by blowing concentrated to the driver's seat is predetermined to occur If the condition is satisfied, so as to blow down the total airflow with blowing concentrated to the driver's seat and the front passenger's seat, that controls the balloon driver and the blower drive unit. By controlling in this way, it is possible to prevent unwinding of unair-conditioned wind in the passenger compartment caused by concentrated air blowing to the driver's seat, and to ensure comfort.

  As described above, according to the present invention, there is an effect that both energy saving and comfort can be achieved.

It is a block diagram which shows schematic structure of the vehicle air conditioner which concerns on embodiment of this invention. It is a figure which shows an example of a blowing outlet. It is a flowchart which shows an example of the flow of the process performed by the air-conditioner ECU of the vehicle air conditioner which concerns on embodiment of this invention. It is a figure which shows an example of the flow of the process performed by air-conditioner ECU at the time of assuming heating.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a vehicle air conditioner according to an embodiment of the present invention.

  In the vehicle air conditioner 10, a refrigeration cycle is configured by a refrigerant circulation path including a compressor 14 as a compressor, a condenser 16, an expansion valve 18, and an evaporator 20 as an evaporator.

  The compressor 14 compresses the refrigerant and circulates the circulation path. The compressor 14 may be mechanically driven using the power (engine or the like) of the vehicle, or may be driven without the power of the vehicle by applying an electric compressor. In the case of mechanical driving, on / off of the compressor 14 is controlled by an electromagnetic clutch that performs transmission / reception of power. Further, when the compressor 14 is turned on while the engine is stopped using the power of the vehicle as an engine, the compressor 14 can be operated by turning on the compressor 14 after the engine is started. When a mechanically driven compressor is applied, the vehicle air conditioner 10 can be mounted on a vehicle that travels with the power of an internal combustion engine such as an engine, a hybrid vehicle that includes an engine and a motor, or the like. On the other hand, when an electric compressor is applied, the vehicle air conditioner 10 can be mounted on an electric vehicle or the like in addition to the above.

  The evaporator 20 cools the air passing through the evaporator 20 (hereinafter referred to as air after the evaporator) by vaporizing the compressed and liquefied refrigerant. At this time, the evaporator 20 cools the passing air so as to condense moisture in the air, thereby dehumidifying the air after the evaporator 20.

  The expansion valve 18 provided on the upstream side of the evaporator 20 supplies the refrigerant to the evaporator in a mist state by rapidly depressurizing the liquefied refrigerant. The vaporization efficiency of the refrigerant is improved.

  The evaporator 20 of the vehicle air conditioner 10 is provided inside the air conditioning duct 38. The air conditioning duct 38 is open at both ends, and air intake ports 40 and 42 are formed at one opening end. In addition, a plurality of outlets 44 (44A, 44B, and 44C are shown as an example in the present embodiment) are formed at the other opening end. Examples of the air outlet 44 include an air outlet (DEF) that blows out toward the glass, an air outlet (FACE) that blows out toward the occupant, and an air outlet (FOOT) that blows out toward the feet. Each outlet 44 is opened and closed by the outlet switching damper motor 34. In other words, by controlling the driving of the blowout port switching damper motor 34, switching of the blowout ports 44, suppression of the amount of air blown from each of the blowout ports 44, and stop of the blowing can be controlled.

  The air inlet 42 communicates with the outside of the vehicle and can introduce outside air into the air conditioning duct 38. Further, the air intake port 40 communicates with the passenger compartment so that air (inside air) in the passenger compartment can be introduced into the air conditioning duct 38. For example, the outlet 44 is a defroster outlet 44A for blowing air toward a windshield glass (hereinafter simply referred to as glass), a side and center register outlet 44B, and a foot outlet 44C.

  A blower fan 46 is provided in the air conditioning duct 38 between the evaporator 20 and the air intake ports 40 and 42. A mode switching damper 48 is provided in the vicinity of the air intake ports 40 and 42. The mode switching damper 48 opens and closes the air intake ports 40 and 42 by the operation of an actuator such as the mode switching damper motor 24.

  The blower fan 46 is rotated by driving the blower motor 22 and sucked into the air conditioning duct 38 from the air intake 40 or the air intake 42. Further, this air is sent out to the evaporator 20. At this time, outside air or inside air is introduced into the air conditioning duct 38 in accordance with the open / close state of the air intake ports 40 and 42 by the mode switching damper 48. That is, the mode switching damper 48 switches between the inside air circulation mode and the outside air introduction mode.

  An air mix damper 50 and a heater core 52 are provided downstream of the evaporator 20. The air mix damper 50 is rotated by driving the air mix damper motor 36 to adjust the amount of air after the evaporator 20 that passes through the heater core 52 and the amount that bypasses the heater core 52. The heater core 52 circulates engine coolant and heats the air guided by the air mix damper 50 with the engine coolant. In the case of an electric vehicle that does not use an engine as power, an electric heater or the like is used instead of the heater core 52.

  The air after the evaporator 20 is guided to the heater core 52 and heated according to the opening degree of the air mix damper 50. Further, after being mixed with air that has not been heated by the heater core 52, it is sent out toward the outlet 44. In the vehicle air conditioner 10, the air mix damper 50 is controlled to adjust the amount of air heated by the heater core 52, thereby adjusting the temperature of the air blown out from the outlet 44 toward the vehicle interior.

  In the vicinity of each outlet 44, an outlet switching damper 54 is provided correspondingly. In the vehicle air conditioner 10, the air whose temperature is adjusted can be blown out from a desired position into the vehicle interior by opening and closing the blowout ports 44 </ b> A, 44 </ b> B, and 44 </ b> C by the blowout port switching damper 54.

  The vehicle air conditioner 10 also includes an air conditioner ECU (Electronic Control Unit) 11 for performing various controls of the vehicle air conditioner 10. The air conditioner ECU 11 includes the blower motor 22, the mode switching damper motor 24, the air mix damper motor 36, the outlet switching damper motor 34, the compressor 14, the outside air temperature sensor 32, the inside air temperature sensor 30, the solar radiation sensor 28, glass, and the like. A humidity sensor 13 and a glass temperature sensor 15 are connected.

  The air conditioner ECU 11 is connected to an operation unit 19 for performing various operations of the vehicle air conditioner 10 such as temperature setting of the vehicle air conditioner 10 and selection of the outlet. In the present embodiment, the operation unit 19 is provided with a switch for instructing a specific seat concentration mode in which the conditioned air is intensively blown to the specific seat. For example, a single-seat concentration switch that concentrates and blows air-conditioning air to one of the driver's seats, and a front-seat concentration switch that concentrates and blows air-conditioning air to the front seats (driver's seat and front passenger seat).

  Then, the detected values of the outside air temperature sensor 32, the inside air temperature sensor 30, the solar radiation sensor 28, the glass humidity sensor 13, and the glass temperature sensor 15 are input to the air conditioner ECU 11, and based on the detection result of each sensor, the operation unit 19 Car interior air conditioning is controlled according to the settings. In addition, the glass humidity sensor 13 and the glass temperature sensor 15 are each provided in glass. The glass humidity sensor 13 detects the humidity in the passenger compartment (particularly near the glass surface), and the glass temperature sensor 15 detects the glass atmosphere temperature. Moreover, although the glass humidity sensor 13 and the glass temperature sensor 15 are shown separately, they may be integrated.

  When the power of the vehicle is an engine, the air conditioner ECU 11 is connected to an engine ECU 12 that controls the operation of the engine. In this case, the detected value of the water temperature sensor 17 for detecting the coolant temperature of the engine cooling water input to the engine ECU 12 is input to the air conditioner ECU 11, and the engine is started based on the detection result of the water temperature when heating is performed. It has become. Although FIG. 1 shows an example in which the detected value of the water temperature sensor 17 is input to the air conditioner ECU 11 via the engine ECU 12, the water temperature sensor 17 may be directly connected to the air conditioner ECU 11.

  The air conditioner ECU 11 controls the blower motor 22, the compressor 14, the mode switching damper motor 24, the air mix damper motor 36, the outlet switching damper motor 34, and the like on the basis of the detection values of the sensors. Air conditioning.

  As an example of various controls performed by the air conditioner ECU 11, for example, when the ignition switch is turned on, the target blowing temperature is obtained by the following (1) based on the detection result of each sensor, the setting content of the operation unit 19, and the like. Air-conditioning control is performed so that the target blowing temperature is reached.

  Tao = k1, Tset-k2, Ta-k3, Tr-k4, ST + C (1)

  Here, k1, k2, k3, k4, and C represent constants, Tset represents the set temperature, Tr represents the cabin temperature, Ta represents the outside temperature, and ST represents the amount of solar radiation.

  Further, when the air conditioner ECU 11 performs the air conditioning control, the compressor 14 is turned on / off according to the target blowing temperature, the air mix damper motor 36 is driven, and the outlet switching damper motor 34 is driven (blow off). (Switching control of the port 44), switching control of the air intake ports 40 and 42 (mode switching control of the inside air circulation mode and the outside air introduction mode) and the like (hereinafter also referred to as an auto air conditioner). Note that switching control of the air intake ports 40 and 42, on / off of the compressor 14, and the like can be manually performed by the occupant operating the operation unit 19. A case where a compressor or the like is manually operated may be referred to as a manual air conditioner.

  The above-described various controls in the case of an auto air conditioner are performed using known techniques using a neural network or the like. For example, a neural network is composed of “input layer”, “intermediate layer”, and “output layer” neurons, and the input layer inputs and processes information such as the outside temperature, solar radiation amount, and room temperature by switches and sensor outputs. , Output to the middle layer. The intermediate layer adjusts the strength (weighting) of each neuron based on this. The output layer calculates the sum as the required blowout temperature, solar radiation correction, target air volume, and blowout port control amount. Thereby, air-conditioner ECU11 controls each servomotor, a blow motor, etc. in order to perform various ventilation modes (after-mentioned) according to each control amount computed by the neural network.

  In addition, as a ventilation mode, it has FACE mode, BI-LEVEL (B / L) mode, FOOT mode, and FOOT / DEF (F / D) mode, for example. Specifically, in the FACE mode, the air is blown out from the side and center register blow-out port 44B. Specifically, it blows out from arrows A and B shown in FIG. In the case of the B / L mode, the air is blown out from the side and center register outlet 44B and the foot outlet 44C. Specifically, it blows out from arrows A, B, and C shown in FIG. In the FOOT mode, the air is blown out from the defroster outlet 44A, the center register outlet of the side and center register outlet 44B, and the foot outlet 44C. Specifically, it blows out from arrows B, C, and D shown in FIG. Further, in the F / D mode, the air is blown out from the defroster outlet 44A, the center register outlet of the side and center register outlet 44B, and the foot outlet 44C. Specifically, the air is blown out from the arrows B, C, and D shown in FIG. 2, but is different from the FOOT mode in that the ratio of the blowout amount of the defroster blowout port 44A is larger than the others.

  Further, the air conditioner ECU 11 preferentially air-conditions the specific seat by suppressing or stopping the air flow to the non-specific seat when the switch for instructing the specific seat concentration mode provided in the operation unit 19 is operated. The above-described air blowing mode is controlled so as to blow air. For example, when the one-seat concentration switch of the operation unit 19 is operated, control is performed so as to concentrate the air to the driver's seat by suppressing the air flow of the seats other than the driver's seat or stopping the air flow. In addition, when the front seat concentration switch of the operation unit 19 is operated, the amount of air blown to the seats other than the front seats (driver seat and front passenger seat) is suppressed or the air blowing is stopped and the air is concentrated to the front seats. To control. In the present embodiment, the air flow is concentrated on the specific seat by suppressing the air flow rate to the non-specific seat or by stopping the air flow, so that the air is concentrated on the specific seat. You may be made to concentrate and blow to a specific seat by turning to a seat.

  By the way, in the specific seat concentration mode, the air flow rate of the specific seat is increased by suppressing the air flow rate to the non-specific seats or stopping the air flow. Therefore, from the viewpoint of energy saving, it is preferable to control the total air volume so as to reduce the air volume of the increase in the air volume of the specific seat by suppressing the air volume to the non-specific seat or stopping the air flow.

  However, when the air conditioning load such as cooling is high, the comfort may be impaired by reducing the total air volume. For example, when the cooling requirement is high (when the cooling load is high), if the air flow rate of the non-specific seat is reduced, the wind is rewound in the passenger compartment, so that comfort is impaired. Therefore, in the present embodiment, when the air conditioning load is low, as described above, the amount of air flow corresponding to the increase in the air flow rate of the specific seat is reduced by suppressing or stopping the air flow rate of the non-specific seat. Control the total air volume to save energy. On the other hand, when the air-conditioning load is high, comfort is ensured at an early stage by performing air volume increase control for increasing the air volume of a specific seat.

  Here, as the air volume increase control, the air volume of the specific seat may be increased by suppressing the air volume to the non-specific seat or stopping the air flow. Alternatively, the maximum output of the blower motor 22 during normal control is driven at a value smaller than the rated output, and the amount of air blown to non-specific seats other than the specific seat is suppressed or air blowing is stopped during the air flow increase control. In addition, the total air volume may be increased by driving the blower motor 22 at the maximum output.

  Then, a part of process performed by air-conditioner ECU11 of the vehicle air conditioner 10 which concerns on embodiment of this invention comprised as mentioned above is demonstrated. FIG. 3 is a flowchart illustrating an example of a flow of processing performed by the air conditioner ECU 11 of the vehicle air conditioner 10 according to the embodiment of the present invention.

  In step 100, the air conditioner ECU 11 determines whether or not an automatic air conditioner (auto A / C) is instructed. In the determination, the air conditioner ECU 11 determines whether or not auto A / C is instructed by the operation of the occupant's operation unit 19, and when the determination is affirmed, the process proceeds to step 102, and when the determination is negative. Goes to step 104.

  In step 102, the air conditioner ECU 11 determines whether or not the specific seat concentration mode is selected. In this determination, the air conditioner ECU 11 determines whether or not the one-seat concentration switch or the front-seat concentration switch of the operation unit 19 is operated by an occupant. If the determination is negative, the process proceeds to step 104 and is affirmed. If so, the process proceeds to step 106.

  In step 104, the air conditioner ECU 11 controls to be in the normal outlet mode, returns a series of processing, and performs processing from step 100 and other processing. Note that the normal air outlet mode includes a manual air outlet mode that blows air-conditioned air from the air outlet that is instructed by the operation of the occupant's operation unit 19, and an air blowing mode that blows air from the air outlet selected by the control of auto A / C. And including. If the determination in step 100 is negative, the operation is performed in the manual outlet mode. If the determination in step 102 is negative, the operation is performed in the air blowing mode in which air is blown from the air outlet selected by the auto A / C control. To do.

  In step 106, the air conditioner ECU 11 determines whether the occupant is in the driver's seat (D seat) and is in the FACE mode. If the determination is affirmative, the process proceeds to step 108, and if the determination is negative, the process proceeds to step 110. In the present embodiment, the air conditioner ECU 11 determines that the occupant is only the driver's seat when the one-seat concentration switch of the operation unit 19 is operated, but the occupant operates based on the detection result of the seating sensor or the like. You may determine whether it is only a seat. Further, whether or not the FACE mode is selected is determined by determining whether or not the FACE mode is selected by auto A / C control.

  In step 108, it is determined whether or not the air conditioner ECU 11 has a high cooling load. If the determination is negative, the process proceeds to step 110. If the determination is affirmative, the process proceeds to step 112. This determination determines whether or not a predetermined condition for determining that the cooling request is high is satisfied. For example, it is a high cooling load based on conditions such as the outside air temperature, the temperature of the fins of the evaporator 20, the blower level of the blower motor 22, the opening of the air mix damper 50, the inside air temperature sensor, and the like, and a predetermined threshold for each condition. It is determined whether or not. In this example, if any one of the conditions does not correspond to the high cooling load, the determination in step 108 is denied, and if all the conditions correspond to the high cooling load, the determination in step 108 is affirmed. The

  In step 110, the air conditioner ECU 11 controls to enter the front seat concentration mode, and a series of processing is returned to perform processing from step 100 and other processing. That is, the air conditioner ECU 11 controls the blower outlet switching damper motor 34 so as to suppress the airflow from the air outlets other than the driver's seat or stop the airflow and concentrate the air on the driver's seat. Then, the blower motor 22 is controlled so as to reduce the total air volume corresponding to the increase in the air volume of the specific seat by suppressing the air volume to the seats other than the driver's seat or stopping the air flow. The processing is performed when the occupant is only in the driver's seat or in a mode other than the FACE mode, when the occupant is not only in the driver's seat even in the FACE mode, or when the occupant is not only in the driver's seat but in the FACE mode. This is executed when only the driver's seat is in the FACE mode but not at the high cooling load. Among these, even when the occupant is only the driver's seat, when the vehicle is not in the FACE mode, or when the occupant is only the driver's seat and is in the FACE mode, the process shifts to the processing when the load is not high. It is possible to prevent rewinding of warm air in the passenger compartment caused by a reduction in the amount of air blown from seats other than seats.

  On the other hand, in step 112, the air conditioner ECU 11 controls the blower motor 22 so as to be in the driver seat (D seat) air volume increasing mode, and a series of processing is returned to perform processing from step 100 and other processing. In the driver's seat air volume increase mode, the air conditioner ECU 11 performs the air volume increase control described above. For example, as described above, the air flow rate of the driver seat as the specific seat may be increased by suppressing the air flow rate to other than the driver seat as the non-specific seat or stopping the air flow. Alternatively, the maximum output of the blower motor 22 at normal time is driven at a value smaller than the rated output, and the blower motor is controlled while stopping the blown air while suppressing the blown amount to non-specific seats other than the specific seat during the air flow increase control. The total air volume may be increased by driving 22 at the maximum output. As a result, the maximum air volume can be given to the driver's seat occupant, the hot air in the driver's seat can be removed, and the early comfort of the driver's seat occupant can be ensured.

  In the above-described embodiment, an example in which cooling is assumed has been described. However, the same control as in the above-described embodiment may be performed for heating. In this case, for example, as shown in FIG. 4, step 107 is performed instead of step 106 of FIG. 3, and step 109 is performed instead of step 108. FIG. 4 is a diagram showing an example of the flow of processing performed by the air conditioner ECU 11 when heating is assumed. The same processing as in FIG.

  That is, in step 107, the air conditioner ECU 11 determines whether or not the occupant is in the driver's seat (D seat) only and is not in the FACE mode. If the determination is affirmative, the process proceeds to step 109, and if the determination is negative, the process proceeds to step 110. As in step 106, the air conditioner ECU 11 determines that the occupant is only the driver's seat when the one-seat concentration switch of the operation unit 19 is operated, but the occupant operates based on the detection result of the seating sensor or the like. You may determine whether it is only a seat. Whether or not the mode is other than the FACE mode is determined by determining whether or not the mode other than the FACE mode is selected by auto A / C control.

  In step 109, it is determined whether the air conditioner ECU 11 has a high heating load. If the determination is negative, the process proceeds to step 110. If the determination is affirmative, the process proceeds to step 112. This determination determines whether or not a predetermined condition for determining that the heating request is high is satisfied. For example, it is a high heating load based on conditions such as outside air temperature, engine water temperature (water temperature sensor), blower motor 22 air flow level, air mix damper 50 opening, internal air temperature sensor, and predetermined thresholds for each condition. It is determined whether or not. In the case of this example, if any one condition does not correspond to the high heating load, the determination in step 109 is denied, and if all the conditions correspond to the high cooling load, the determination in step 109 is affirmed. The

  Further, both cooling and heating may be assumed. In this case, if the determination in step 102 is affirmed, a determination is made as to whether it is cooling or heating. In the case of cooling, the processing after step 106 in FIG. In this case, the processing after step 107 in FIG. 4 may be performed.

  Note that the processing performed by the air conditioner ECU 11 in the above embodiment may be stored and distributed as a program in a storage medium or the like.

  Further, the present invention is not limited to the above, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

10 Vehicle Air Conditioner 11 Air Conditioner ECU (Control Unit)
22 Blower motor (fan drive unit)
34 Blower outlet damper motor (Blowout drive unit)

Claims (3)

A blowout drive unit for suppressing the air volume of each of the plurality of blowout openings for blowing air-conditioned air to a plurality of seats including a predetermined specific seat and a non-specific seat or stopping air blowing,
A blowing drive unit for blowing air from the plurality of outlets;
In the specific seat concentration mode in which the specific seat is intensively blown, when the predetermined condition for determining that the air conditioning request is high is not satisfied, the air flow to the non-specific seat is suppressed or the air flow is stopped and the total air flow is reduced. A control unit that controls the blowing driving unit and the blowing driving unit to lower and blow, and performs a predetermined blowing amount increase control for increasing the blowing amount to the specific seat when the predetermined condition is satisfied;
Equipped with a,
When the control unit concentrates and blows air to the driver's seat as the specific seat concentration mode, unwinding of unair-conditioned wind in the passenger compartment caused by the concentrated air blowing to the driver's seat occurs in advance. An air conditioner for a vehicle that controls the blowing drive unit and the blower drive unit so as to concentrate and blow air to the driver's seat and front passenger seat and lower the total air volume when the condition is satisfied .   The said control part is a vehicle air conditioner of Claim 1 which controls the said ventilation drive part so that the total air volume may be increased as said ventilation volume increase control.   The said control part is a vehicle air conditioner of Claim 1 which controls the said blowing drive part so that the air volume which blows to a non-specific seat is suppressed or the ventilation is stopped as said ventilation volume increase control.

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