JP2003267039A - Vehicular air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air conditioner capable of preventing air from being mixed in a compressor when starting a hot gas cycle, and capable of enhancing refrigerant/oil return to the compressor at the same time. <P>SOLUTION: This vehicular air conditioner is equipped with a main heater 4 to heat air passing through the inside of an air-conditioning duct 2 by cooling water of an engine E, and a refrigerating cycle 20 having a first refrigerant circulating circuit 21 in a cooler mode and a second refrigerant circulating circuit 22 in a heater mode forming auxiliary heating, and its operation is controlled by an ECU 10. When a heating load is not less than a prescribed value during auxiliary heating in the heater mode, the refrigerant compressor 7 is turned off until a prescribed time T<SB>1</SB>has passed after starting the engine E. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner for heating the interior of a vehicle, and particularly to a high-temperature, high-pressure gas refrigerant discharged from a refrigerant compressor in an outdoor heat exchanger (condenser). An air conditioner for a vehicle equipped with a hot gas cycle in which air is circulated and guided in turn to a pressure reducing means and an indoor heat exchanger (evaporator), and the air flowing through an air conditioning duct is heated by the indoor heat exchanger. Involve

[0002]

2. Description of the Related Art Generally, as a vehicle air conditioner, especially as a vehicle heating system, engine cooling water is introduced to a hot water heater in an air conditioning duct, and the hot water heater heats air flowing in the air conditioning duct. It uses a hot water heater to heat the interior of the vehicle. However, in such a hot water heating system, when the outside air temperature is low and the cooling water temperature is low, when the engine is started to start the hot water heating device, there is a problem that the heating capacity is significantly insufficient at the start-up. There is.

Therefore, in order to solve the above-mentioned problems,
A high-temperature, high-pressure gas refrigerant (hot gas) compressed and discharged by a refrigerant compressor in a normal refrigeration cycle is bypassed to an outdoor heat exchanger (refrigerant condenser) and passed through a decompression device, and then indoors in an air conditioning duct. Auxiliary equipment that supplies heat to the heat exchanger (refrigerant evaporator) and heats the air that flows in the air conditioning duct to assist the heating capacity of the main heating device that uses the cooling water of the engine for heating. BACKGROUND ART A vehicle air conditioner equipped with a hot gas cycle having a heating function has been proposed.
The refrigerant compressor is belt-driven by the engine via an electromagnetic clutch.

When the vehicle is rapidly heated, if the cooling water temperature of the engine is equal to or higher than a predetermined temperature, the heating capacity of the main heating device is sufficiently high. Therefore, the refrigerant compressor is turned off so as to stop the hot gas cycle. When the temperature of the cooling water is equal to or lower than the predetermined temperature, the heating capacity of the main heating device is insufficient, so that the refrigerant compressor is controlled to be turned on so as to start the hot gas cycle.

Here, in the hot gas cycle, unlike a normal heat pump cycle in which the heat exchanger inside the vehicle acts as a refrigerant condenser and the heat exchanger outside the vehicle acts as a refrigerant evaporator, the compression work of the refrigerant compressor is performed inside the vehicle. Since the heat is radiated by the heat exchanger (refrigerant evaporator in the cooling mode),
For example, it is possible to operate up to an extremely low outside temperature near -40 ° C.

However, in the prior art, for example, -2
At a very low temperature of 0 ° C or lower, due to the characteristics of the refrigerant HFC-134a, when the refrigerant has a negative pressure (pressure lower than atmospheric pressure: atmospheric pressure 0 kg / cm ² G at -26 ° C) before starting the refrigerant compressor. There is. Further, due to the characteristics of the hot gas cycle, the suction pressure sucked into the suction portion of the refrigerant compressor immediately after startup tends to decrease once and then gradually rise, so the suction portion of the refrigerant compressor becomes negative pressure. It has been confirmed that the frequency is very high.

By the way, in contrast to the point where the suction portion has a negative pressure, in the engine-driven refrigerant compressor that is generally used at present, the shaft seal portion is weak and the suction pressure of the refrigerant compressor is a predetermined value (for example, If it is lower than −0.5 kg / cm ² G), air may be mixed into the refrigerant compressor from the seal portion. Such mixing of air into the refrigerant compressor causes problems such as corrosion occurring in the cycle and an abnormal increase in high pressure (condensing pressure) during cooling use. It is necessary to prevent this.

In order to solve this problem, Japanese Patent Laid-Open No.
In the prior art disclosed in Japanese Patent Laid-Open No. 0-142094, when the hot gas cycle is started at an extremely low outside temperature, a physical quantity related to the suction pressure sucked into the refrigerant compressor detected by the suction pressure detection means is predetermined. When it becomes smaller than the value, by automatically stopping the refrigerant compressor and stopping the auxiliary heating operation, it is possible to prevent the suction pressure of the refrigerant compressor from decreasing immediately after the refrigerant compressor starts up, and Prevents negative pressure in the suction part.

[0009]

However, the inventors of the present invention have found that the refrigerant temperature in the hot gas cycle (particularly in the refrigerant compressor) tends to always rise from the time of starting the engine. This is because the refrigerant compressor is fixed to the engine, so that heat of the engine is transferred to the refrigerant compressor and heat is transferred to the hot gas cycle due to the warming of the engine room. I thought. Therefore, even if the suction pressure is not estimated,
Since the temperature in the hot gas cycle rises, the weight of the refrigerant per volume ratio increases, which prevents the pressure inside the refrigerant compressor from becoming a large negative pressure and prevents the refrigerant and oil from returning from the refrigerant condenser and the like. I thought it could be improved.

The present invention has been made on the basis of the above findings, and its object is to start a hot gas cycle without providing suction pressure detection means and without improving the shaft seal portion of a refrigerant compressor. At the same time, it is possible to prevent air from entering the inside of the refrigerant compressor and prevent corrosion in the cycle.At the same time, when the hot gas cycle starts, the refrigerant and oil return from the refrigerant condenser to the refrigerant compressor. It is an object of the present invention to provide a vehicle air conditioner that can improve the air conditioning.

[0011]

The present invention provides a vehicle air conditioner according to each of the claims as a means for solving the above problems. The vehicle air conditioner according to claim 1 is a main heating device that heats the air passing through the air conditioning duct with engine cooling water, a first refrigerant circulation circuit in a cooler mode, and a heater mode first heater circuit that is auxiliary heating. A refrigeration cycle device having a two-refrigerant circulation circuit, the operation of which is controlled by an air control device, and during the auxiliary heating operation in the heater mode,
When the heating load is equal to or higher than a predetermined value, the refrigerant compressor is turned off until a predetermined time T ₁ elapses after the engine is started. As a result, the heat of the engine is transferred to the refrigerant compressor and the interior of the engine room is warmed up.
Since the temperature of the refrigerant in the hot gas cycle which is the refrigerant circuit rises and the weight of the refrigerant per volume ratio increases, it is possible to prevent the pressure in the refrigerant compressor from becoming a large negative pressure,
Refrigerant / oil return to the refrigerant compressor can be improved.

In the vehicle air conditioner of the second aspect, the numerical value representing the heating load is any one of the outside air temperature, the inside air temperature, the refrigerant evaporator downstream air temperature and the cooling water temperature. The vehicle air conditioner according to claim 3 is the second
A heater is attached to the path of the refrigerant circulation circuit, and when the heater mode is operated, the heater is turned on from the start of the engine, and at the same time, the refrigerant compressor is turned off for a time T ₂ shorter than the predetermined time T ₁ . In this way, by heating the second refrigerant circulation circuit even with the heater when the engine is started, even if the refrigerant compressor is off for a shorter period of time, the inside of the refrigerant compressor is not greatly negatively pressured, and the hot gas cycle The boot can be started. Therefore, the time for which the occupant can feel the heating is shortened.

In the vehicle air conditioner of the fourth aspect, the heater is provided in the accumulator,
The heating of the refrigerant is effectively performed by providing the heater in the accumulator which is the refrigerant reservoir.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION A vehicle air conditioner according to an embodiment of the present invention will be described below with reference to the drawings. In addition,
Although the present invention is applied to a vehicle air conditioner, it is also applicable to a general air conditioner as appropriate. Figure 1
FIG. 1 is a diagram showing an overall configuration of a vehicle air conditioner of a first embodiment of the present invention.

In the vehicle air conditioner shown in FIG. 1, each air conditioning means in an air conditioning unit 1 for air conditioning the interior of a vehicle equipped with an engine E which is a main heat source for heating is controlled by an air conditioning controller (ECU) 10. Is configured. The air conditioning unit 1 includes an air conditioning duct 2 that forms an air passage 11 that guides conditioned air into the vehicle interior. An outside air inlet, an inside air inlet, and an inside / outside air switching door (none of which are shown) are provided on the most upstream side of the air conditioning duct 2.
A centrifugal blower 3 is provided on the air downstream side of these. Further, a blowout port such as a defroster blowout port, a face blowout port or a foot blowout port, and a mode switching door (not shown) are provided on the most downstream side of the air conditioning duct 2.

A hot water heater 5 of a hot water type heating device (main heating device) 4 for reheating air that has passed through a refrigerant evaporator 6 described later is provided on the upstream side of the air outlet. The hot water heater 5 is installed in the middle of a cooling water circulation circuit 14 in which a circulating flow of cooling water is generated by a water pump (not shown) driven by the engine E. And
When the hot water valve 15 installed in the cooling water circulation circuit 14 is opened, the hot water heater 5 internally circulates the cooling water that has absorbed the exhaust heat of the engine E and reheats the air by using this cooling water as a heat source for heating. Here, the engine E, the hot water heater 5, the cooling water circulation circuit 14, and the hot water valve 15 constitute a hot water heating device (main heating device) 4.

Between the centrifugal blower 3 and the hot water heater 5, a refrigerant evaporator 6 which is a component of the refrigeration cycle device 20 mounted on the automobile is provided in the air passage 1 in the air conditioning duct 2.
It is arranged so as to cover the entire surface of 1. This refrigeration cycle device 20 includes a first refrigerant circulation circuit (refrigeration cycle) 21.
And a second refrigerant circulation circuit (hot gas cycle) 22,
It is provided with first and second solenoid valves 23, 24 for switching between these circuits 21, 22.

The first refrigerant circulation circuit 21 supplies the high temperature and high pressure gas refrigerant discharged from the refrigerant compressor 7 to the first solenoid valve 23.
→ refrigerant condenser 25 → receiver (gas-liquid separator) 26 → first
It is a refrigerant circuit which circulates in the order of the pressure reducing means 27 → refrigerant evaporator 6 → accumulator (gas-liquid separator) 28 → refrigerant compressor 7. In addition, the second refrigerant circulation circuit 22 includes the refrigerant compressor 7
High-temperature, high-pressure gas refrigerant (hot gas) discharged
The second solenoid valve 24 → second pressure reducing means 29 → refrigerant evaporator 6
The refrigerant circuit circulates in the order of the accumulator 28 and the refrigerant compressor 7. The first depressurizing means 27 and the second depressurizing means 29 may be used as one depressurizing means, and the refrigerating cycle and the hot gas cycle may be used as one depressurizing means.

The refrigeration cycle apparatus 20 includes a first solenoid valve 23.
Is opened and the second electromagnetic valve 24 is closed, the refrigerant flows back into the first refrigerant circulation circuit 21. In the refrigeration cycle apparatus 20, when the first electromagnetic valve 23 is closed and the second electromagnetic valve 24 is disclosed, the refrigerant flows back into the second refrigerant circulation circuit 22.
The first and second solenoid valves 23, 24 constitute a circulation circuit switching means. A cooling fan 16 is rotationally driven by a drive motor 17 and forcibly blows outside air onto the refrigerant condenser 25.

The refrigerant evaporator 6 corresponds to an indoor heat exchanger, and when the refrigerant flows through the first refrigerant circulation circuit 21,
It functions as a cooling heat exchanger that evaporates the low-temperature gas-liquid two-phase refrigerant flowing from the first pressure reducing means 27 and cools the passing air. Further, the refrigerant evaporator 6 includes the second refrigerant circulation circuit 22.
When the refrigerant flows through the inside, it functions as a heating heat exchanger (auxiliary heating device) for flowing the high-temperature gas refrigerant flowing from the second pressure reducing means 29 to heat the passing air.

The refrigerant compressor 7 is an engine-driven compressor that compresses the refrigerant sucked from the suction port and discharges a high-temperature, high-pressure gas refrigerant from the discharge port. In this case, either a variable capacitance type or a fixed capacitance type may be used. This refrigerant compressor 7
The rotation power of the engine E is applied to the shaft of the refrigerant compressor 7
An electromagnetic clutch 8 for transmitting and disconnecting to and from is connected. A belt V is attached to the pulley 33 of the electromagnetic clutch 8. The belt V is wound around the crank pulley of the engine E, and the rotational power of the engine E can be transmitted to the refrigerant compressor 7.

The electromagnetic clutch 8 is in the energized state (O
In N), the rotational power of the engine E is transmitted to the refrigerant compressor 7 via the belt V and the electromagnetic clutch 8.
As a result, the refrigerating cycle device 20 is activated to perform the air cooling action or the air heating action by the refrigerant evaporator 6. When the energization of the electromagnetic clutch 8 is stopped (OFF), the power of the engine E is not transmitted to the refrigerant compressor 7, and the air cooling action or the air heating action by the refrigerant evaporator 6 is stopped.

Each switch signal from each switch on an operation panel (not shown) provided on the front surface of the vehicle compartment is input to an ECU (air conditioning control means) 10 for controlling each air conditioning means in the air conditioning unit 1. . In addition, on the operation panel,
A hot gas switch, a mode switch for switching the air conditioning mode to either a cooler mode (cooling operation) or a heater mode (heating operation), a temperature setting switch for setting the temperature inside the vehicle compartment to a desired temperature, and a refrigeration cycle device 20. An air conditioner switch for instructing start or stop, a blower switch for instructing ON / OFF of the centrifugal blower 3, and the like are installed.

Further, inside the ECU 10, CPU, R
A well-known microcomputer including an OM, a RAM and the like is provided, and a signal from each sensor is A / D converted by an input circuit (not shown) and then input to the microcomputer. The ECU 10
When the ignition switch (IG) that controls the start and stop of the engine E of the automobile is turned on (ON), direct-current power is supplied from a battery (not shown) which is a vehicle-mounted power source mounted on the automobile. It is configured to initiate the control process.

The air conditioner ECU 10 includes an inside air temperature sensor 104 for detecting an air temperature inside the vehicle (inside air temperature) and an outside air temperature sensor 1 for detecting an air temperature outside the vehicle (outside air temperature).
05, post-evaporator temperature sensor 10 for detecting the air temperature (air temperature downstream of the evaporator) immediately after passing through the refrigerant evaporator 6
7. Each signal from the cooling water temperature sensor 108 or the like that detects the temperature of the cooling water flowing into the hot water heater 5 is input. The above switches and sensors detect the air-conditioning environmental factors necessary for air-conditioning the interior of the vehicle.The inside air temperature sensor, the outside air temperature sensor, the post-evaporation temperature sensor, and the cooling water temperature sensor are , Thermistors, etc. are used.
The ECU 10 is also provided with a measuring unit that calculates the time after the engine is started.

Next, the hot gas operation of the vehicle air conditioner of the first embodiment configured as described above, which is a feature of the present invention, will be described based on the flowchart of FIG. In step S1, the ignition switch (IG) is turned on, and DC power is supplied to the ECU 10. First, in step S2, a signal is read from each switch on the air conditioner operation panel. Step S3
At, the signal from each sensor is read. Specifically, the outside air temperature, the inside air temperature, the evaporator downstream air temperature,
Read the cooling water temperature, etc.

Next, it is determined whether or not the air conditioning mode is the heater (heating) mode (step S4). That is, it is determined whether or not the heater mode is set by the mode switch. If the determination result is NO, the routine exits from FIG. If the decision result in the step S4 is YES, that is, if the air conditioning mode is the heater mode,
It is determined whether or not the hot gas switch is turned on (step 5). If the result of this determination is NO, the energization of the electromagnetic clutch (Mg / Cl) 8 is stopped (OF
F), the refrigerant compressor 7 is automatically stopped, and the routine of FIG. 2 ends.

Further, if the decision result in the step S5 is YES, that is, if the hot gas switch is turned on, the process advances to a step S6 to decide whether or not the heating load is equal to or more than a predetermined value. For example, as the heating load, it is determined whether the outside air temperature is below a predetermined value (−30 ° C.). As the heating load, in addition to the outside air temperature, the inside air temperature, the evaporator downstream air temperature, the cooling water temperature, or the like may be adopted. The predetermined value can also be set as appropriate. When the determination result of step S6 is YES, that is, when the outside air temperature is −30 ° C. or higher, the electromagnetic clutch (Mg / Cl) 8 is turned on (step S7), the refrigerant compressor 7 is started, The first electromagnetic valve 23 is closed, the second electromagnetic valve 24 is opened, and the hot gas operation is started as it is in the second refrigerant circulation circuit (hot gas cycle) 22.

When the result of the determination in step S6 is NO, that is, when the outside air temperature is lower than -30 ° C, the time after engine start, which is a feature of the present invention, is calculated, and step S8 is performed.
Then, it is determined whether the time T ₁ after starting the engine is 60 seconds or more. Then, after 60 seconds have passed from the engine start, the process proceeds to step S7, the electromagnetic clutch 8 is turned on, the refrigerant compressor 7 is started, the first electromagnetic valve 23 is closed, and the second electromagnetic valve 23 is closed.
The solenoid valve 24 is opened, and the hot gas operation in the second refrigerant circulation circuit starts.

As described above, in the first embodiment of the present invention,
When the heating load is equal to or higher than a predetermined value, the hot gas cycle operation is started after a predetermined time T _{1 has} elapsed from the engine start, for example, 60 seconds. As a result, the heat of the engine is directly transmitted to the refrigerant compressor and the inside of the engine room is warmed, the heat is transmitted to the hot gas cycle, and the temperature in the cycle rises. Therefore, even if the suction pressure of the refrigerant compressor is not estimated as in the prior art, the temperature in the cycle increases and the refrigerant weight per volume ratio increases after a certain period of time, so the pressure in the refrigerant compressor is large. It is possible to prevent a negative pressure and improve the refrigerant / oil return.

FIG. 3 is a graph showing how the cooling water temperature of the engine and the surface temperature of the compressor rise after the engine is started. The horizontal axis represents time (minutes) and the vertical axis represents temperature (° C). The line G1 represents the engine coolant temperature, G
The line 2 indicates the surface temperature of the compressor when the variable capacity compressor is used and hot gas operation is performed 1 minute after the engine is started. The line G3 indicates the hot gas temperature when the variable capacity compressor is used. The surface temperature of the compressor without operation, the G4 line is
The surface temperature of the compressor when a fixed capacity compressor was used and hot gas operation was performed 5 minutes after the engine was started, and the G5 line shows a case where the fixed capacity compressor was used and there was no hot gas operation. The surface temperature of the compressor is shown respectively. The variable displacement compressor has a larger gradient of the surface temperature rise of the compressor than the fixed displacement compressor because the shaft of the variable displacement compressor is idle at the same time as the engine starts. This is because heat is generated and the temperature of the compressor rises significantly. Therefore, in FIG. 2, the electromagnetic clutch is turned on.
And OFF means that the capacity control is 0 in the variable capacity compressor.
% And the capacity control is 0%.

FIG. 4 is a diagram showing the overall construction of a vehicle air conditioner according to a second embodiment of the present invention. In the second embodiment, the heater 40 is attached to a path in the hot gas cycle that is the second refrigerant circulation circuit 22, for example, around or inside the accumulator 28 in FIG. And
The accumulator 28 is operated for a predetermined time by a command from the ECU 10.
So that it can be heated. Other configurations are similar to those of the first embodiment. As the heater 40, P
Electric heaters such as TC heaters, nichrome wire heaters and glow plug heaters are suitable.

Next, the hot gas operation of the air conditioner of the second embodiment of the present invention will be described based on the flowchart of FIG. In step T1, the ignition switch (IG) is turned on and DC power is supplied to the ECU 10. First, a signal is read from each switch on the air conditioner operation panel (step T2). In addition, the signal from each sensor is also read (step T3). Specifically, the outside air temperature, the inside air temperature, the evaporator downstream air temperature, the cooling water temperature, etc. are read.

Next, at step T4, it is judged if the heating load is equal to or more than a predetermined value. For example, as the heating load, it is determined whether the outside air temperature is below a predetermined value (−30 ° C.). The selection of the heating load and the setting of the predetermined value thereof are the same as in the first embodiment. If the determination result in step T4 is YES, that is, if the outside air temperature is -30 ° C or higher, the process proceeds to step T5, and it is determined whether the air conditioning mode is the heater mode. If the determination result is NO, the routine in FIG. 5 is exited and the determination result is YE.
In the case of S, the process proceeds to step T6 and it is determined whether or not the hot gas switch is turned on. If the determination result is NO, the process proceeds to step T7, the electromagnetic clutch (Mg / Cl) 8 is turned off, and the refrigerant compressor 7 is stopped. The judgment result is YES
In the case of, the electromagnetic clutch 8 is turned on, the refrigerant compressor 7 is started, and the hot cycle operation is started. The above routine is the same as that of the first embodiment.

The routine of the second embodiment is characterized by the following routines. That is, in step T4, when the determination result is NO and the heating load is equal to or higher than the predetermined value, for example, when the outside air temperature is lower than −30 ° C., the process proceeds to step T9, and the heater 40 of the accumulator 28 is turned on. Next, in step T10, it is determined whether the air conditioning mode is the heater mode. If the decision result in the step T10 is YES, the process advances to a step T11 to decide whether or not the hot gas switch is ON. If the heating heater is turned on in step T9, the heating time of the heating heater 40 is calculated in step T13. If the heating time exceeds 600 seconds in step T14, the heating heater 40 is turned off in step T15.

If the decision result in the step T11 is NO, the process proceeds to a step T15, the heater 40 is turned off, and if the decision result is YES, that is, if the hot gas switch is turned on, the process proceeds to a step T12 to start the engine. It is determined whether the subsequent time is a predetermined value T ₂ , for example, 40 seconds or more, and when 40 seconds or more has passed, the electromagnetic clutch (Mg
/ Cl) 8 is turned on, and the refrigerant compressor 7 starts the hot gas cycle operation.

As described above, in the second embodiment of the present invention, after the engine is started, the heater 40 is turned on when the outside air temperature, which is the heating load, is below a predetermined value (eg, -30 ° C). After that, if the hot gas switch is not turned on within a predetermined time T ₁ (for example, 600 seconds), the heater 40
Turn off. When the hot gas switch is turned on, the heater 40 remains in the ON state (up to 600 seconds).

As described above, in the second embodiment, the heater 40 is turned on before the operation of the hot gas cycle operation, so that the temperature rise of the refrigerant in the hot gas cycle is improved at the time of starting at an extremely low outside temperature. However, the time until the hot gas cycle operation is started becomes shorter than that in the first embodiment. As a result, the time required for the passenger to get a feeling of heating is shortened.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a vehicle air conditioner of a first embodiment of the present invention.

FIG. 2 shows a flowchart of hot gas operation during heater mode operation of the vehicle air conditioner of the first embodiment.

FIG. 3 is a graph showing an increasing tendency of a cooling water temperature of an engine and a surface temperature of a compressor after the engine is started.

FIG. 4 is a diagram showing an overall configuration of a vehicle air conditioner of a second embodiment of the present invention.

FIG. 5 shows a flowchart of hot gas operation during heater mode operation of the vehicle air conditioner of the second embodiment.

[Explanation of symbols]

2 ... Air conditioning duct 4. Hot water heating system (main heating system) 6 ... Refrigerant evaporator 7 ... Refrigerant compressor 8 ... Electromagnetic clutch 10 ... Air conditioning control unit (ECU) 20 ... Refrigeration cycle device 21 ... First refrigerant circulation circuit (cooler mode) 22 ... Second refrigerant circulation circuit (heater mode) 25 ... Refrigerant condenser 28 ... Accumulator (gas-liquid separator) 40 ... Heater

Claims (4)

[Claims] 1. An air-conditioning duct for sending air into a passenger compartment, a main heating device for heating air passing through the air-conditioning duct by engine cooling water, and a high-temperature refrigerant discharged from a refrigerant compressor, Refrigerant condenser,
The first refrigerant circulation circuit in the cooler mode, which is sequentially guided to the pressure reducing means and the refrigerant evaporator, and is then returned to the refrigerant compressor after cooling the air flowing in the air conditioning duct by the refrigerant evaporator, and the refrigerant compressor. The discharged high-temperature refrigerant bypasses the refrigerant condenser, is sequentially guided to the pressure reducing means and the refrigerant evaporator, and the refrigerant evaporator auxiliary heats the air flowing in the air-conditioning duct, and then to the refrigerant compressor. A refrigerating cycle device having a second refrigerant circulation circuit in a heater mode which is an auxiliary heating device to be returned, and an air control device (E
In the vehicle air conditioner whose operation is controlled by the CU), during the auxiliary heating operation in the heater mode, when the heating load is equal to or higher than a predetermined value, the refrigerant compression is performed until a predetermined time T ₁ elapses after the engine is started. A vehicle air conditioner characterized by turning off the machine. 2. A numerical value representing the heating load is an outside air temperature,
The vehicle air conditioner according to claim 1, wherein the temperature is any one of an inside air temperature, a refrigerant evaporator downstream air temperature, and a cooling water temperature. 3. A heating heater is provided in a path of the second refrigerant circulation circuit.
The engine is installed and the
The heat heater is turned on, and at the same time, the predetermined time T ₁ Shorter
Time T₂ Only to turn off the refrigerant compressor.
The vehicle air conditioner according to claim 1, wherein the air conditioner is a vehicle. 4. The vehicle air conditioner according to claim 3, wherein the heater is attached to an accumulator provided between the refrigerant evaporator and the refrigerant compressor.