Condenser for use in vehicle

Abstract

 A condenser for use in a vehicle (A1) comprises, in an integrated manner, a condensation part (4), which cools a coolant that is discharged, at a high temperature and a high pressure, to the condensation part (4) from a compressor (1) of a refrigeration cycle, by radiating heat from the coolant by way of a heat exchange between the coolant and the external atmosphere, a reservoir tank (5) that stores the coolant that has been liquefied by the condensation part (4), and a supercooling part (6), which cools the liquid coolant that is discharged to the supercooling part (6) from the reservoir tank (5) at a high pressure. The supercooling part (6) is configured to cool the liquid coolant that is discharged to the supercooling part (6) from the reservoir tank (5) at a high pressure by way of a heat exchange, which does not employ a radiator fin, between the high pressure liquid coolant and a low pressure coolant that is discharged from an evaporator (3) of the refrigeration cycle.

Description

[0001] The present invention relates to a condenser for use in a vehicle, the condenser thereof including a condensation part and a reservoir tank in an integrated manner, and the condenser thereof being suitable to be applied to an air conditioner system for use in a vehicle.

[0002] Conventionally, a condenser for use in a vehicle is known, including a condensation part, a reservoir tank, and a supercooling part, in an integrated manner, the condenser thereof being applied to an air conditioner system for use in a vehicle, wherein a liquid coolant, which is delivered to the supercooling part thereof from the reservoir tank under a high pressure, is cooled within the supercooling part thereof, by employing a radiator fin thereupon to perform a heat exchange with an atmosphere that is external thereto, in a manner similar to the condensation part thereof, refer, as an instance thereof, to Japanese Patent Application Laid Open No. 2002-187424, for particulars.

[0003] A problem that is listed hereinafter arises, however, with regard to the conventional condenser for use in the vehicle, owing to the conventional condenser for use in the vehicle thereof comprising a heat exchange structure with an air cooling format, wherein the supercooling part radiates heat by the heat exchange with the atmosphere that is external thereto:

1. Even if the coolant is cooled with the supercooling part thereof, it is not possible to cool the coolant below a temperature of the atmosphere that is external thereto, and thus, it would not be possible to achieve an improvement of an air cooling capability or an air cooling efficiency in a circumstance wherein a space for an installation of the conventional condenser for use in the vehicle thereof is limited;

2. A heat exchange performance arising from a velocity whereat a vehicle travels, or, put another way, a heat exchange performance arising from a wind velocity of a wind that is caused by a travel of a vehicle, varies, and thus, the air cooling capability or the air cooling efficiency declines in a circumstance such as when the vehicle is stopped or moving slowly, as in a traffic jam; and

3. In a circumstance wherein an overall surface area for a heat exchange is not changed, enlarging a surface area of the supercooling part thereof causes a surface area of the condensation part thereof to be reduced, and thus, a condensation performance thereof declines as a consequence thereof. Conversely, enlarging the surface area of the condensation part thereof causes the surface area of the supercooling part thereof to be reduced, and thus, a supercooling performance declines as a consequence thereof.

[0004] It is an object of the present invention to provide a condenser for use in a vehicle that is capable of achieving an improvement in the air cooling capability or the air cooling efficiency by lowering a temperature of a coolant below the temperature of the atmosphere that is external thereto, without being affected by the wind velocity that is generated by the travel of the vehicle, or causing a decline in the condensation performance thereof.

[0005] In order to accomplish the object, a condenser for use in a vehicle according to an embodiment of the present invention includes, in an integrated manner, a condensation part that cools a coolant, which is discharged at a high temperature and pressure from a compressor of a refrigeration cycle, by radiating heat by way of a heat exchange between the coolant thereof and an atmosphere that is external thereto, a reservoir tank that stores a coolant, which has been liquified by the condensation part, and a supercooling part that cools a liquid coolant that is discharged thereto at a high pressure from the reservoir tank.

[0006] The supercooling part is configured to cool the liquid medium that is discharged thereto at the high pressure from the reservoir tank by way of a heat exchange between the liquid medium that is discharged thereto at the high pressure therefrom and a coolant that is discharged at a low pressure from an evaporator of the refrigeration cycle, and which does not employ a radiator fin thereupon.

FIG. 1 is a perspective view showing a refrigeration cycle of a vehicle, whereupon is applied a condenser for use in a vehicle according to a first embodiment.

FIG. 2 is a frontal view showing the condenser for use in the vehicle according to the first embodiment.

FIG. 3 is an enlarged cutaway view of a portion A of FIG. 2, which depicts the condenser for use in the vehicle according to the first embodiment.

FIG. 4 is a cutaway view showing a condenser part tube according to the condenser for use in the vehicle according to the first embodiment.

FIG. 5 is a tube cutaway view showing a supercooling part according to the condenser for use in the vehicle according to the first embodiment.

FIG. 6 is a perspective view showing the supercooling part according to the condenser for use in the vehicle according to the first embodiment.

FIG. 7 is a perspective view showing a refrigeration cycle of a vehicle, whereupon is applied a condenser for use in a vehicle, which is currently in a conventional use thereof.

FIG. 8 is a Moliere graph, showing a relationship between an enthalpy and a pressure when operating a heavy load air cooling with the refrigeration cycle of the vehicle that is currently in the conventional use.

FIG. 9 is a diagram showing a comparison between a layout of a standard installation of an air conditioning component upon a front end of a vehicle, a layout of an installation of an air conditioning component upon a front end of a vehicle whereupon a supercharger is attached to an engine thereof, and a layout of an installation of an air conditioning component upon a front end of a hybrid vehicle.

FIG. 10 is a diagram showing a manner whereby enlarging a supercooling region causes a condensation region to be reduced, with regard to the condenser for use in the vehicle, which is currently in the conventional use.

FIG. 11 is a Moliere graph, showing a relationship between an enthalpy and a pressure when operating a heavy load air cooling with the refrigeration cycle of the vehicle according to the first embodiment.

FIG. 12 is a diagram showing a circumstance with regard to the condenser for use in the vehicle according to the first embodiment wherein the supercooling region is reduced, and the condensation region is enlarged, when an overall surface area of a heat exchange thereupon is not changed from an overall surface area of a heat exchange of a condenser for use in the vehicle that is currently in the conventional use.

FIG. 13 is an enlarged cutaway diagram showing a supercooling part upon a second header tank according to a condenser for use in a vehicle according to a second embodiment.

FIG. 14 is a cutaway diagram of a line B - B in FIG. 13, showing the supercooling part according to the condenser for use in the vehicle according to a second embodiment.

FIG. 15 is a tube cutaway diagram showing the supercooling part according to the condenser for use in the vehicle according to the second embodiment.

FIG. 16 is an enlarged cutaway diagram showing a supercooling part upon a second header tank according to a condenser for use in a vehicle according to a third embodiment.

FIG. 17 is a tube cutaway diagram according to another instance of a condensation tube according to a condenser for use in a vehicle according to the present invention, wherein FIG. 17A illustrates a bead type tube thereof,

FIG. 17B illustrates an extrusion type tube thereof, comprising a plurality of a rectangular coolant path, and FIG. 17C illustrates an extrusion type tube thereof, comprising a plurality of a rounded coolant path.

FIG. 18 is a tube cutaway diagram showing a supercooling part according to a variant embodiment of the first embodiment according to the condenser for use in the vehicle according to the present invention.

FIG. 19 is a tube cutaway diagram according to another instance of a supercooling part tube according to a condenser for use in a vehicle according to the present invention, wherein FIG. 19A illustrates a first extrusion type thereof, FIG. 19B illustrates a combination type of a second extrusion type thereof with a first inner fin thereupon, FIG. 19C illustrates a third extrusion type thereof, FIG. 19D illustrates a fourth extrusion type thereof, FIG. 19E illustrates a combination type of the first extrusion type thereof with the first inner fin thereupon and a second inner fin thereupon, FIG. 19F illustrates a combination type of a fifth extrusion type thereof with the first inner fin thereupon, FIG. 19G illustrates a sixth extrusion type thereof, and FIG. 19H illustrates a seventh extrusion type thereof.

[0007] Preferred embodiments of the present invention will now be described in detail, with reference to the accompanying drawings.

(First Embodiment)

[0008] FIG. 1 to FIG. 6 illustrate a first embodiment of a condenser for use in a vehicle according to the present invention.

[0009] A refrigeration cycle of a vehicle, whereupon is applied a condenser for use in a vehicle A1 according to the first embodiment, includes a compressor 1, the condenser for use in the vehicle A1, an expansion valve 2, an evaporator 3, a condensation part 4, a reservoir part, for example, a reservoir tank 5, and a supercooling part 6, such as is shown in FIG. 1.

[0010] The compressor 1 is driven by such as a gasoline engine or an electric motor that is a motive power source that is built into the vehicle, includes a gaseous coolant that is sent thereto at a low temperature and pressure from the evaporator 3, and sends the coolant thus compressed to the condenser for use in the vehicle A1.

[0011] The condenser for use in the vehicle A1 comprises, in an integrated manner, the condensation part 4, which cools the coolant that is discharged thereto at a high temperature and pressure from the compressor 1 of the refrigeration cycle by way of a heat exchange with an atmosphere that is external thereto, the reservoir tank 5, which stores the coolant that is liquefied with the condensation part 4, and the supercooling part 6, which cools the high pressure liquid coolant that is discharged thereto from the reservoir tank 5.

[0012] The condensation part 4 cools, by way of a wind of a motion of the vehicle or a wind that is sent thereto by a fan, the gaseous coolant that is discharged thereto from the compressor 1 at the high temperature and pressure to a condensation point thereof, and treats a resulting product thereof as a liquified coolant at the high pressure and a medium temperature. The reservoir tank 5 removes a moisture or a debris that is included within the liquefied coolant at the high pressure and the medium temperature, and stores the liquified coolant at the high pressure and the medium temperature such that the coolant may be supplied smoothly. The supercooling part 6 cools liquid coolant at the high pressure that is discharged thereto from the reservoir tank 5, by way of a heat exchange between the high pressure liquid coolant and the liquid medium at the low pressure that is discharged from the evaporator 3, which does not employ a radiator fin.

[0013] The expansion valve 2 causes a liquefied coolant at the high pressure and a low temperature that is discharged thereto from the supercooling part 6 to expand rapidly, and sends a product resulting therefrom as a liquefied coolant in a vapor state at a low temperature and pressure to the evaporator 3. It is to be understood that the expansion valve 2 is set upon a path whereby the coolant is sent from the supercooling part 6 to the evaporator 3, and that a path whereby the coolant is sent from the evaporator 3 to the supercooling part 6 is a simple path for transmission of the coolant therebetween, incorporating no such valve function.

[0014] The liquefied coolant in the vapor state is introduced into the evaporator 3 from the expansion valve 2, whereupon the liquefied coolant in the vapor state is evaporated by way of robbing a heat from a wind that is sent into a passenger compartment of the vehicle by a blower fan, and is rendered thereby into the gaseous coolant at the low temperature and pressure. The gaseous coolant at the low temperature and pressure that results therefrom is thereafter sent to the compressor 1, by way of the supercooling part 6. It is to be understood that the evaporator 3 is contained within an air conditioner unit that is installed within an instrument panel (not shown) of the vehicle.

[0015] The supercooling part 6 is set in a flow direction of the coolant from the evaporator 3, by way of a low pressure part coolant path 8, as well as in a reverse flow direction thereof, with respect to a flow direction of the coolant from the reservoir tank 5, by way of a high pressure part coolant path 7 therefrom, such as is shown in FIG. 2.

[0016] A first header tank 11 and a second header tank 12 is located at either end portion of the condenser for use in the vehicle A1, according to the first embodiment, in a left to right direction thereof, such as is shown in FIG. 2. A horizontal partitioning plate 16, i.e., a first partitioning plate thereof, and a vertical partitioning plate 17, i.e., a first partitioning plate thereof, is set within the first header tank 11, dividing an interior of the first header tank 11 into a condensed coolant intake tank chamber 13, a high pressure coolant outflow tank chamber 14, and a low pressure coolant intake tank chamber 15. Conversely, a horizontal partitioning plate 21, i.e., a second partitioning plate thereof, and a vertical partitioning plate 22, i.e., a second partitioning plate thereof, is set within the second header tank 12, dividing an interior of the second header tank 12 into a condensed coolant outflow tank chamber 18, a high pressure coolant intake tank chamber 19, and a low pressure coolant outflow tank chamber 20, such as is shown in FIG. 3.

[0017] Put another way, the supercooling part 6 performs the heat exchange between the high pressure part coolant path 7, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, and the low pressure part coolant path 8, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12.

[0018] A coolant intake port 23 is set into the first header tank 11, at a location that links with the condensed coolant intake tank chamber 13 thereof, by way of the compressor 1. In addition, a coolant intake and outflow port 24, by way of an inflow port part from the evaporator 3 and an outflow port part to the expansion valve 2, is set into the first header tank 11, at a location that links with the condensed coolant intake tank chamber 13 and the high pressure coolant outflow tank chamber 14.

[0019] A reservoir tank intake pipe 25, which links the condensed coolant outflow tank chamber 18 with the reservoir tank 5, and a reservoir tank outflow pipe 26, which links the high pressure coolant intake tank chamber 19 with the reservoir tank 5, is set into the second header tank 12. In addition, a low pressure coolant pipe 27, which links the low pressure coolant outflow tank chamber 20 with the compressor 1, is set into the second header tank 12.

[0020] The condensation part 4 is configured to comprise a plurality of a condensation part tube 28, which links the condensed coolant intake tank chamber 13 of the first header tank 11 with the condensed coolant outflow tank chamber 18 of the second header tank 12, and a radiator fin 29, which is set between an adjacent tube of the plurality of the condensation part tube 28 thereof, such as is shown in FIG. 2 and FIG. 3. The condensation part tube 28 is treated as comprising a compressed flat elliptical cross sectional shape, an inner fin, and a plurality of apertures, i.e., partitions, such as is shown in FIG. 4, in order to perform the heat exchange efficiently between the coolant that passes through an interior part thereof and an atmosphere that is external thereto. The radiator fin 29 is thus set in a location of a compressed flat upper and lower surface of the condensation part tube 28 thereof.

[0021] The reservoir tank 5 is positioned in a location so as to be adjacent in a line with the second header tank 12, the coolant is introduced therein from the condensed coolant outflow tank chamber 18 of the second header tank 12 thereof, and the coolant is supplied therefrom to the high pressure coolant intake tank chamber 19 of the second header tank 12, such as is shown in FIG. 1 and FIG. 2.

[0022] The supercooling part 6 is configured from a plurality of a high pressure part tube 30, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, and a supercooling part tube casing 31, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12, such as is shown in FIG. 5 and FIG 6. The high pressure part tube 30 is treated as comprising a compressed flat elliptical cross sectional shape in order to perform the heat exchange efficiently between the high pressure coolant that passes through an interior part thereof and the low pressure coolant that passes through an exterior part thereof, in a manner similar to the condensation part tube 28. The supercooling part tube casing 31 is configured so as to perform a determination of a location of six of the high pressure part tube 30 thereof, while positioning the six of the high pressure part tube 30 thereof by way of an equal spacing therebetween, and enveloping an overall assembly thereof so as to maintain the positioning and the spacing thereof, such as is shown in FIG. 5 and FIG. 6.

[0023] A path that is formed from an interior surface of the high pressure part tube 30 is treated as being the high pressure part coolant path 7, and a path that is formed from an interior surface of the supercooling part tube casing 31 and an exterior surface of the high pressure part tube 30 is treated as being the low pressure part coolant path 8.

[0024] Following is a description of an effect of the condenser for use in the vehicle as described herein.

[0025] First, a description will be performed concerning a condenser technology for use in a vehicle that is currently in a conventional use thereof, followed by a description of an effect with regard to the condenser for use in the vehicle A1 according to the first embodiment, which will be divided into an effect of an improvement of an air cooling capability or an air cooling deficiency, an effect of improving a condensation performance, an effect of increasing a compactness of the condenser for use in the vehicle, and an effect of supercooling that does not involve employing a radiator fin thereupon.

[0026] Concerning a Condenser Technology for Use in a Vehicle that Is Currently in a Conventional Use Thereof

[0027] A refrigeration cycle of a vehicular air conditioning system includes a compressor, a condenser for use in a vehicle, an expansion valve, i.e., a TXV, and an evaporator, such as is shown in FIG. 7. In addition, a condenser for use in a vehicle that is currently in a conventional use thereof includes, in an integrated manner, a condensation part, a reservoir tank, and a supercooling part. A technology is known with regard to the supercooling part thereof wherein a radiator fin is employed, in a manner similar to the condensing part, to cool a liquid coolant at a high pressure, which is introduced thereto from the compressor, by way of the condensation part and the reservoir tank, by performing a heat exchange between the liquid coolant at the high pressure and an atmosphere that is external thereto, and to supply the coolant at the high pressure thus cooled to the evaporator by way of the expansion valve, i.e., the TXV. It is to be understood that the coolant that is discharged from the evaporator thereafter is supplied as is to the compressor.

[0028] A depiction of the refrigeration cycle that is currently in the conventional use thereof by way of a Moliere graph is such as is shown in FIG. 8, wherein a horizontal axis therein is treated as representing an enthalpy, and a vertical axis therein is treated as a pressure. The pressure of a gaseous coolant at a low temperature and pressure at a point A therein is increased, as the enthalpy thereof is elevated, within the compressor, accordingly resulting in a gaseous coolant at a high temperature and pressure as of a point B therein, at an outflow port of the compressor. Thereafter, the coolant at the outflow port of the compressor is cooled, within the condensation part and the supercooling part of the condenser for use in the vehicle, through a heat radiation that is achieved by way of a heat exchange between the coolant thereof and the atmosphere that is external thereto, such that a liquefied coolant at a medium temperature and a high pressure results at an outflow port of the supercooling part thereof, as of a point C therein. Thereafter, the liquefied coolant at the medium temperature and the high pressure is caused to rapidly expand within the expansion valve, i.e., the TXV, resulting in what is treated as a vaporous liquefied coolant at a low temperature and pressure at an outflow port of the expansion valve, i.e., the TXV, as of a point D therein. Thereafter, the vaporous liquefied coolant at the low temperature and pressure steals a heat within the evaporator, thereby resulting in the gaseous coolant at the low temperature and pressure at the outflow port of the evaporator, as of a point E therein. A flow thus described is repeated thereafter.

[0029] As will be understood from the Moliere graph that is shown in FIG. 8, an air cooling performance that is achieved with the evaporator, i.e., an evaporator performance, is determined by a size of an enthalpy differential, which is defined as a differential between a state of the coolant at an intake port of the evaporator and a state of the coolant at the outflow port of the evaporator. Put another way, whereas the expansion valve, i.e., the TXV, controls a flow volume of the intake port of the evaporator, the state of the coolant at the outflow port of the evaporator, i.e., the enthalpy, or a degree of desiccation thereof, is determined by a condensation capability of the condenser for use in the vehicle thereof.

[0030] Conversely, the condenser for use in the vehicle that is currently in the conventional use thereof comprises a heat exchange structure with an air cooling format, wherein the supercooling part radiates the heat by way of the heat exchange between the coolant and the atmosphere that is external thereto. As a consequence thereof, the coolant state at an outflow port of the condenser for use in the vehicle, i.e., the enthalpy thereof, is such that it is not possible to cool a temperature of the coolant below a temperature of the atmosphere that is external thereto, even if an efficiency of 100% of the heat exchange thereof is achieved.

[0031] Accordingly, when, as an instance thereof, a heavy load air cooling operation is an effect, such as when the temperature of the atmosphere that is external thereto is 35 degrees C, it is not possible to cool the temperature of the coolant below the 35 degrees C that is the temperature of the atmosphere that is external thereto. As a consequence thereof, the enthalpy differential between the intake port of the evaporator and the outflow port of the evaporator is not maintained at a significant level, and thus, an air cooling performance or an air cooling efficiency thereof is reduced.

[0032] As a recent automotive trend, on the other hand, there has been an increasing amount of work on implementing such as a low emission vehicle, by way of a gasoline engine with a supercharger attached thereto, or a hybrid vehicle, which implements a combination of a gasoline engine and an electric motor as a motive power source for the vehicle, as a measure for making the vehicle more environmentally friendly. As a consequence thereof, when the low emission gasoline engine with the supercharger attached thereto is employed, a space for an installation of the condenser and a radiator is limited by a space that is used for an installation of a charge air cooler (CAC) therein, such as is shown in FIG. 9. In addition, with a hybrid vehicle, a sub-radiator, which is for cooling a high voltage assembly such as an electric drive motor therein, is installed together with the condenser, and thus, the space for the installation of the condenser is limited. Furthermore, a height limit is also imposed in order to increase a visual clearance upon an upper portion of an engine chamber of a vehicle due to collision regulations, i.e., for reasons of safety in the event of a collision.

[0033] Given such a situation as is described herein, a trend emerges wherein a backlash upon an air conditioning component thereof occurs, a height of the condenser thereupon is reduced, and a condensation capability accordingly deteriorates. In such a circumstance, the air cooling performance and the air cooling efficiency deteriorates to a greater extent than would occur in a circumstance wherein a standard condenser height could be maintained.

[0034] In addition, when the space for the installation of the condenser is limited to a given volume, a performance of the supercooling part thereof, i.e., the state of the coolant material, has an impact upon a performance of the evaporator thereof, i.e., a cooling capacity, which is compensated for by increasing a surface area for the heat exchange on the part of the supercooling part thereof in order to improve the performance of the supercooling part thereupon.

[0035] Increasing the area of the heat exchange on the part of the supercooling part thereof in such a circumstance, however, causes a surface area of the heat exchange on the part of the condensation part thereof to decrease to a degree that is proportional to the increase of the area of the heat exchange on the part of the supercooling part thereof, such as is shown in FIG. 10, accordingly resulting in a commensurate deterioration in the condensation performance thereof.

[0036] Furthermore, the supercooling part that is currently in the conventional use employs a radiator fin to cool the coolant by way of the heat exchange with the atmosphere that is external thereto, in a manner similar to the condensation part thereof. Put another way, when the vehicle is traveling at a high velocity, a high degree of heat exchange performance may be obtained, as a result of a wind velocity of a wind that is generated by the travel of the vehicle. In a circumstance such as when the vehicle is stopped or moving slowly, as in a traffic jam, however, the air cooling capability of the air cooling efficiency thereof will deteriorate to a degree that is proportional to the stopping or weakening of the wind that is generated by the travel of the vehicle thereof.

[0037] In response to a demand for increasing the performance of the heat exchange within the supercooling part thereof, in order to facilitate a response to the increasing compactness of the condenser for use in the vehicle thereof, the inventor of the present invention identified an aspect thereof wherein a temperature of a coolant in a low pressure part of the refrigeration cycle is lower than the temperature of the atmosphere that is external thereto when operating under a heavy load thereupon. In accordance with the aspect thus identified, the inventor of the present invention adopted a configuration wherein the supercooling part thereof cools the high pressure liquid coolant from the reservoir tank by way of a heat exchange between the low pressure coolant from the evaporator of the refrigeration cycle and the high pressure liquid coolant from the reservoir tank, and which does not employ the radiator fin thereupon. As a consequence thereof, the inventor of the invention achieved an improvement in the air cooling capability or the air cooling efficiency by way of a supercooling that lowers the temperature of the cooling medium below the temperature of the atmosphere that is external thereto, without being affected by the wind velocity or incurring a deterioration in the condensation performance thereof.

[0038] Effect of Improvement of Air Cooling Capability or Air Cooling Efficiency

[0039] Following is a description of a circumstance wherein an overall size of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same size as the overall size of the condenser for use in the vehicle that is currently in the conventional use thereof, and wherein a ratio of a region of the condensation part 4 thereof to a region of the supercooling part 6 thereof is made to be the same ratio as a ratio of a region of a condensation part thereof to a supercooling part of the condenser for use in the vehicle that is currently in the conventional use thereof.

[0040] A depiction of the refrigeration cycle that applies the condenser for use in the vehicle A1 according to the first embodiment by way of a Moliere graph is such as is shown in FIG. 11, wherein a horizontal axis therein is treated as representing an enthalpy, and a vertical axis therein is treated as a pressure. The pressure of a gaseous coolant at a low temperature and pressure at a point A therein is increased, as the enthalpy thereof is elevated, within the compressor 1, accordingly resulting in a gaseous coolant at a high temperature and pressure as of a point B therein, at an outflow port of the compressor 1 thereupon. Thereafter, the coolant at the outflow port of the compressor 1 thereupon is cooled, within the condensation part 4 of the condenser for use in the vehicle A1, through a heat radiation that is achieved by way of a heat exchange between the coolant thereof and the atmosphere that is external thereto, such that a liquefied coolant at a medium temperature and a high pressure results at the outflow port of the condensation part 4 thereof, as of a point C therein. Furthermore, the liquid coolant at the high pressure that is discharged from the reservoir tank 5 of the condenser for use in the vehicle A1 is cooled in the supercooling part 6 thereof, by way of the coolant at the low pressure that is discharged from the evaporator 3, such that the liquefied coolant at a low temperature and the high pressure results at the outflow port of the supercooling part 6 thereof, as of a point C" therein. Thereafter, the liquefied coolant at the low temperature and the high pressure is caused to rapidly expand within the expansion valve 2 thereof, resulting in what is treated as a vaporous liquefied coolant at a low temperature and pressure at an outflow port of the expansion valve 2 thereof, as of a point D^x therein. Thereafter, the vaporous liquefied coolant at the low temperature and pressure steals a heat within the evaporator 3, thereby resulting in the gaseous coolant at the low temperature and pressure at the outflow port of the evaporator 3, as of a point E therein. A flow thus described is repeated thereafter.

[0041] As will be understood from the Moliere graph that is shown in FIG. 11, an air cooling performance that is achieved with the evaporator 3, i.e., an evaporator performance, is determined by a size of an enthalpy differential, which is defined as a differential between a state of the coolant at an intake port of the evaporator 3 and a state of the coolant at the outflow port of the evaporator 3. Put another way, whereas the expansion valve 2 controls a flow volume of the intake port of the evaporator 3, the state of the coolant at the outflow port of the evaporator 3, i.e., the enthalpy, or a degree of desiccation thereof, is determined by a condensation capability of the condenser for use in the vehicle A1 thereof.

[0042] Conversely, with respect to the condenser for use in the vehicle A1 according to the first embodiment, the liquid coolant at the high pressure that is discharged from the reservoir tank 5 is cooled within the supercooling part 6 thereof when in the heavy load air cooling operation, by way of the coolant at the low pressure that is of an even lower temperature than the temperature of the atmosphere that is external thereto. As a consequence thereof, whereas, with the supercooling part of the condenser for use in the vehicle that is currently in the conventional use thereof, the enthalpy is lowered from the point C° to the point C thereof, it is possible, with the supercooling part 6 according to the first embodiment, for the enthalpy to be lowered from the point C° to the point Cx thereof instead.

[0043] By way of the supercooling effect thereof, the enthalpy, which is a thermodynamic energy that is capable of being consumed with the evaporator 3, transitions from the point D" to the point E therein, a distance from the point D to the point D" therein becomes a degree of enlargement thereof, and it is possible to increase the air cooling efficiency thereupon. It is thus possible to improve the air cooling capability or the air cooling efficiency in the circumstance wherein the overall size of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same size as the overall size of the condenser for use in the vehicle that is currently in the conventional use thereof, and wherein the ratio of the region of the condensation part 4 thereof to the region of the supercooling part 6 thereof is made to be the same ratio as the ratio of the region of the condensation part and to supercooling part of the condenser for use in the vehicle that is currently in the conventional use thereof.

Effect of Improving Condenser Performance

[0044] Following is a description of a circumstance wherein the overall size of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same size as the overall size of the condenser for use in the vehicle that is currently in the conventional use thereof, and wherein a number of a coolant tube within the supercooling part 6 thereof is made to be the same number of a coolant tube within a supercooling part that is currently in the conventional use thereof

[0045] In the circumstance wherein the supercooling part 6 according to the condenser for use in the vehicle according to the first embodiment is used, the heat exchange is performed without employing the radiator fin thereupon, and it is thus possible for a surface area that is required for the supercooling part 6 thereof to comprise a smaller surface area thereof than the supercooling part that is currently in the conventional use thereof, i.e., which employs the radiator fin thereupon, by the installation space that would have been required for the radiator fin thereupon.

[0046] Accordingly, when the overall size of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same size as the overall size of the condenser for use in the vehicle that is currently in the conventional use thereof, it thus becomes possible to increase the surface area for the heat exchange of the condensation part 4 thereof to be greater than the surface area for the heat exchange of the condensation part that is currently in the conventional use thereof by a degree to which the surface area for the heat exchange of the supercooling part 6 thereof is reduced to be less than the surface area for the heat exchange of the supercooling part that is currently in the conventional use thereof.

[0047] Thus, when the overall size of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same size as the overall size of the condenser for use in the vehicle that is currently in the conventional use thereof, and when the number of the coolant tube within the supercooling part 6 thereof is made to be the same number of the coolant tube within the supercooling part that is currently in the conventional use thereof, it is possible to improve the condensation performance of the condenser part 4 over the condensation performance of the condenser part that is currently in the conventional use thereof, while improving the supercooling performance of the supercooling part 6 over the supercooling performance of the supercooling part that is currently in the conventional use thereof, by increasing the surface area for the heat exchange of the condensation part 4 thereof.

[0048] Effect of Increasing Compactness of Condenser for Use in Vehicle

[0049] Following is a description with regard to a circumstance wherein the surface area for the heat exchange of the condensation part 4 of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same as the surface area for the heat exchange of the condensation part of the condenser for use in the vehicle that is currently in the conventional use thereof.

[0050] Given that the radiator fin is not employed with regard to the circumstance of the condenser for use in the vehicle A1 according to the first embodiment, it would be possible to treat the surface area that is required on the part of the supercooling part 6 thereof as being smaller than the surface area that is required on the part of supercooling part that is currently in the conventional use thereof, which employs the radiator fin thereupon, even if the number of the coolant tube within the supercooling part 6 thereof is made to be the same as the number of the coolant tube within the supercooling part that is currently in the conventional use thereof. Furthermore, treating the supercooling performance with the supercooling part 6 thereof to be of the same level as the supercooling performance with the supercooling part that is currently in the conventional use thereof allows reducing the number of the coolant tube within the supercooling part 6 thereof to below the number of the coolant tube of the supercooling part that is currently in the conventional use thereof, which, in addition, allows treating the surface area of the supercooling part 6 thereof as being even smaller than the surface area of the supercooling part that is currently in the conventional use thereof would be in the circumstance wherein the number of the coolant tube within the supercooling part 6 thereof is made to be the same as the number of the coolant tube within the supercooling part that is currently in the conventional use thereof.

[0051] Thus, when the surface area for the heat exchange of the condensation part 4 of the condenser for use in the vehicle A1 according to the first embodiment is made to be the same as the surface area for the heat exchange of the condensation part of the condenser for use in the vehicle that is currently in the conventional use thereof, it is possible to achieve an increased compactness of the overall shape thereof, while making the surface area for the heat exchange of the condensation part 4 thereof to be unchanged and maintaining the condensation performance thereof at an existing level thereof. It is thus possible to minimize a deterioration in the condensation performance thereof, and to maintain the air cooling capability or the air cooling efficiency at the present level, at a minimum, even if the height of the condenser is reduced in accordance with the advance in the low emission by way of the gasoline engine with the supercharger attached thereto, or the hybrid vehicle, which implements the combination of the gasoline engine and the electric motor as the motive power source for the vehicle, as the measure for making the vehicle more environmentally friendly thereby.

[0052] Effect of Supercooling that Does Not Involve Employing Radiator Fin Thereupon

[0053] With regard to the supercooling part 6 of the condenser for use in the vehicle A1 according to the first embodiment, the coolant at the high pressure flows from the reservoir tank 5, through the plurality of the high pressure part tube 30, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, in, as an instance thereof, from a right to a left direction that is shown in FIG. 2. At the same time, the coolant at the low pressure flows from the evaporator 3 through the supercooling part tube casing 31, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12, in, as an instance thereof, from a left to a right direction that is shown in FIG. 2. Thus, an efficient heat exchange is performed between the coolant at the high pressure that flows through the interior of the high pressure part tube 30 and the coolant at the low pressure that flows through the exterior of the high pressure part tube 30, which is encased by the supercooling part tube casing 31.

[0054] Thus, given that the heat exchange is performed within the supercooling part 6 thereof without employing the radiator fin thereupon, it is possible to perform the heat exchange thereby in a stable manner without being affected by the speed of the wind that is generated by the motion of the vehicle, in contrast to the supercooling part that employs the radiator fin thereupon. Put another way, whereas the wind that is generated by the motion of the vehicle stops or declines in such a circumstance as when the vehicle is stopped or in moving in the traffic jam, it is possible, with the supercooling part 6 thereof, to achieve the air cooling capability and the air cooling efficiency without being affected by the presence of the wind that is generated by the motion of the vehicle, or the lack thereof.

[0055] With regard to the condenser for use in the vehicle A1 according to the first embodiment, it is possible to obtain a result as described hereinafter:

1. The condenser for use in the vehicle A1 comprises, in an integrated manner, a condensation part 4, which cools a coolant at a high temperature and pressure that is discharged from a compressor 1 of a refrigeration cycle, a reservoir tank 5, which stores the coolant that has been liquefied with the condensation part 4, and a supercooling part 6, which cools the liquid coolant at the high pressure that is discharged thereto from the reservoir tank 5, wherein the supercooling part 6 cools the liquid coolant at the high pressure that is discharged thereto from the reservoir tank 5 by way of a heat exchange between the liquid coolant at the high pressure that is discharged thereto from the reservoir tank 5 and a coolant at a low pressure that is discharged thereto from an evaporator 3 of the refrigeration cycle, without employing a radiator fin thereupon. As a consequence thereof, it is possible to achieve an improvement in an air cooling capability or an air cooling efficiency, without being affected by a speed of a wind that is generated by a travel of the vehicle, or without incurring a deterioration of a condensation performance thereof, by a supercooling, wherein the temperature of the coolant is lowered below a temperature of an atmosphere that is external thereto;

2. The supercooling part 6 is set in a flow direction of the coolant from the evaporator 3, by way of a low pressure part coolant path 8, as well as in a reverse flow direction thereof, with respect to a flow direction of the coolant from the reservoir tank 5, by way of a high pressure part coolant path 7 therefrom. As a consequence thereof, it is possible to cool a coolant of a high pressure part by way of a heat exchange that is more efficient than would be possible in a circumstance wherein the heat exchange is performed while causing the coolant of the high pressure part and a coolant of a low pressure part to flow in a common direction thereupon. It is to be understood that, while a differential of a temperature of the coolant thereof is significant at a region of a commencement of the heat exchange when the coolant of the high pressure part and the coolant of the low pressure part flow in the common direction thereupon, the differential of the temperature of the coolant thereof decreases at a region of a termination of the heat exchange thereof Conversely thereto, when the coolant of the high pressure part is caused to flow in the reverse direction to the flow of the coolant of the low pressure part, it is possible to maintain the significant differential of the temperature of the coolant from the region of the commencement of the heat exchange thereof to the region of the termination of the heat exchange thereof;

3. A first header tank 11 and a second tank 12 is positioned at each end of the condenser for use in the vehicle A1, in a left and a right direction thereof, respectively, wherein a horizontal partitioning plate 16 and a vertical partitioning plate 17 is set within the first header tank 11, dividing an interior of the first header tank 11 into a condensed coolant intake tank chamber 13, a high pressure coolant outflow tank chamber 14, and a low pressure coolant intake tank chamber 15, a horizontal partitioning plate 21 and a vertical partitioning plate 22 is set within the second header tank 12, dividing an interior of the second header tank 12 into a condensed coolant outflow tank chamber 18, a high pressure coolant intake tank chamber 19, and a low pressure coolant outflow tank chamber 20, and the supercooling part 6 performs the heat exchange between the high pressure part coolant path 7, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, and the low pressure part coolant path 8, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12. As a consequence thereof, it is possible to easily set the high pressure part coolant path 7 and the low pressure part coolant path 8 of the supercooling part 6, which is both the direction of the flow of the coolant and the reverse direction thereof, by using, as is, the pre-existing first header tank 11 and the pre-existing second header tank 12 that is positioned at each end of the condenser for use in the vehicle A1 in the left and the right direction thereof, respectively, and dividing each respective header tank 11 and 12 into three chambers as described herein;

4. The condensation part 4 is configured to comprise a plurality of a condensation part tube 28, which connects the condensed coolant intake tank chamber 13 of the first header tank 11 with the condensed coolant outflow tank chamber 18 of the second header tank 12, and a radiator fin 29, which is set between an adjacent tube of the plurality of the condensation part tube 28 thereof, and the reservoir tank part is configured from a reservoir tank 5, which is positioned in a location that is adjacent thereto in a line with the second header tank 12, wherein the coolant is introduced thereto from the condensed coolant outflow tank chamber 18 of the second header tank 12 thereupon, and the coolant is supplied therefrom to the high pressure coolant intake tank chamber 19 of the second header tank 12. As a consequence thereof, it is possible to treat the condenser for use in the vehicle as the condenser for use in the vehicle A1 wherein a condensation performance by way of the heat exchange between the coolant therein and the atmosphere that is external thereto is maintained, as is the compactness thereof when the reservoir tank 5 is attached thereto, without requiring a significant design change from the condenser for use in the vehicle that is currently in the conventional use thereof; and

5. The supercooling part 6 is configured from a plurality of a high pressure part tube 30, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, and a supercooling part tube casing 31, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12, wherein a path that is formed from an interior surface of the high pressure part tube 30 is treated as a high pressure part coolant path 7, and a path that is formed from an interior surface of the supercooling part tube casing 31 and an exterior surface of the high pressure part tube 30 is treated as a low pressure part coolant path 8. As a consequence thereof, it is possible to achieve a supercooling performance by way of a wide surface area for the heat exchange thereof while treating the configuration of the supercooling part 6 as being compact, and keeping the space required thereupon from growing unnecessarily.

(Second Embodiment)

[0056] Following is a description of a second embodiment of a condenser for use in a vehicle according to the present invention, with reference to FIG. 13 , FIG.14 and FIG. 15. The second embodiment of the condenser for use in the vehicle is an embodiment that treats a coolant tube of a supercooling part thereof as a dual tube configuration. A condenser for use in a vehicle A2 according to the second embodiment includes a condensation part 4, a supercooling part 6, a second header tank 12, a condensed coolant outflow tank chamber 18, a high pressure coolant intake tank chamber 19, a low pressure coolant outflow tank chamber 20, a horizontal partitioning plate 21, a vertical partitioning plate 22, a reservoir tank intake pipe 25, a reservoir tank outflow pipe 26, a low pressure coolant pipe 27, a condensation part tube 28, a radiator fin 29, an interior part tube 32, and an exterior part tube 33, such as is shown in FIG. 13 and FIG.14.

[0057] The supercooling part 6 is treated as comprising a dual tube configuration, which is formed from a plurality of the interior part tube 32, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, and a plurality of the exterior part tube 33, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12, such as is shown in FIG. 13.

[0058] A path that is formed from an interior surface of the interior part tube 32 is treated as a high pressure part coolant path 7, and a path that is formed from an interior surface of the exterior part tube 33 and an exterior surface of the interior part tube 32 is treated as a low pressure part coolant path 8, such as is shown in FIG. 15. It is to be understood that another configuration element thereof is similar to the configuration element according to the first embodiment, and thus, a corresponding configuration element thereof will be labeled with an identical reference numeral, and a description thereof will be omitted hereinafter.

[0059] Following is a description of an effect of the condenser for use in the vehicle according to the second embodiment.

[0060] With regard to the supercooling part 6 of the condenser for use in the vehicle A2 according to the second embodiment, the high pressure coolant flows from the reservoir tank 5, through the plurality of the interior part tube 32, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, in, as an instance thereof, from a right to a left direction that is shown in FIG. 13.

[0061] At the same time, the coolant at the low pressure flows from an evaporator 3 through the exterior part tube 33, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12, in, as an instance thereof, from a left to a right direction that is shown in FIG. 13. Thus, with regard to each respective combination tube that is a combination of the interior part tube 32 and the exterior part tube 33 by way of the dual tube configuration thereof, an efficient heat exchange is performed between the coolant at the high pressure that flows through the interior of the interior part tube 32 and the coolant at the low pressure that flows through the exterior thereof, which is encased by the exterior part tube 33 thereupon. It is to be understood that another effect thereof is similar to the effect thereof according to the first embodiment, and thus, a description thereof will be omitted hereinafter.

[0062] With regard to the condenser for use in the vehicle according to the second embodiment, it is possible to obtain a result as described hereinafter, in addition to the result 1 to 5 according to the first embodiment:

6. The supercooling part 6 is treated as a dual tube configuration that is formed from a plurality of an interior part tube 32, which connects the high pressure coolant intake tank chamber 19 of the second header tank 12 with the high pressure coolant outflow tank chamber 14 of the first header tank 11, and a plurality of an exterior part tube 33, which connects the low pressure coolant intake tank chamber 15 of the first header tank 11 with the low pressure coolant outflow tank chamber 20 of the second header tank 12, wherein a path that is formed from an interior surface of the interior part tube 32 is treated as a high pressure part coolant path 7, and a path that is formed from an interior surface of the exterior part tube 33 and an exterior surface of the interior part tube 32 is treated as a low pressure part coolant path 8. As a consequence thereof, it is possible, as an instance thereof, to achieve a supercooling performance by way of a heat exchange effect that is isolated on a per dual tube configuration basis while treating a cost effective configuration of the supercooling part 6 as being capable of simultaneously using the condensation part tube 28 as the exterior part tube 33.

(Third Embodiment)

[0063] Following is a description of a third embodiment of a condenser for use in a vehicle according to the present invention, with reference to FIG. 16. The third embodiment of the condenser for use in the vehicle is an embodiment that dispenses with a radiator fin that is set upon a boundary part between a condensation part and a supercooling part thereof.

[0064] A condenser for use in a vehicle A3 according to the third embodiment comprises a condensation part 4, a supercooling part 6, a second header tank 12, a condensed coolant outflow tank chamber 18, a high pressure coolant intake tank chamber 19, a low pressure coolant outflow tank chamber 20, a horizontal partitioning plate 21, a vertical partitioning plate 22, a reservoir tank intake pipe 25, a reservoir tank outflow pipe 26, a low pressure coolant pipe 27, a condensation part tube 28, a radiator fin 29, an interior part tube 32, and an exterior part tube 33, such as is shown in FIG. 16.

[0065] Whereas a configuration of the condenser for use with the vehicle A3 according to the third embodiment is fundamentally identical to the configuration of the condenser for use with the vehicle A2 according to the second embodiment, the radiator fin that is set upon the boundary part between the condensation part 4 and the supercooling part 6 thereof is dispensed with herein, and a space S is set between a condensation part tube 28' of a lowermost edge location of the condensation part 4, and an exterior part tube 33 of an uppermost edge location of the supercooling part 6. It is to be understood that another configuration element thereof is similar to the configuration element according to the first and the second embodiment, and thus, a corresponding configuration element thereof will be labeled with an identical reference numeral, and a description thereof will be omitted hereinafter.

[0066] Following is a description of an effect of the condenser for use in the vehicle according to the third embodiment, wherein the condenser for use in the vehicle A3 according to the third embodiment has dispensed with the radiator fin that is set upon the boundary part between the condensation part 4 and the supercooling part 6 thereof, and, as a consequence thereof, it is possible to avoid receiving a heat on the part of the supercooling part 6 between the supercooling part 6 thereof and an atmosphere that is external thereto, and it is further possible to avoid receiving the heat on the part of the supercooling part 6 between the supercooling part 6 thereof and the condensation part 4 thereof. An environment for the heat exchange is treated wherein the supercooling part 6 is isolated from the condensation part 4, and it is possible thereby to avoid the effect of the wind that is generated by the travel of the vehicle thereupon, and thus, to improve the supercooling performance thereof. It is to be understood that another effect thereof is similar to the effect thereof according to the first and the second embodiment, and thus, a description thereof will be omitted hereinafter.

[0067] With regard to the condenser for use in the vehicle according to the third embodiment, it is possible to obtain a result as described hereinafter, in addition to the result 1 to 5 according to the first embodiment, and the result 6 according to the second embodiment:

7. The condensation part 4 dispenses with the radiator fin that is set upon the boundary part between the condensation part 4 and the supercooling part 6, and, as a consequence thereof, the environment for the heat exchange wherein the supercooling part 6 is isolated from the condensation part 4 is maintained, and it is possible thereby to avoid the effect of the wind that is generated by the travel of the vehicle thereupon, as well as to improve the supercooling performance thereof

[0068] While the condenser for use in the vehicle according to the present invention has been described herein with reference to the first through the third embodiment, it is to be understood that a particular configuration thereof is not limited to the embodiments thus described, and alterations, additions, etc., to the design thereof are to be allowed, provided that any such alterations, additions, etc., to the design thereof do not deviate from the concept of the present invention according to the scope of each respective claim that is claimed herein.

[0069] According to the first through the third embodiment, an instance is shown as a condensation part tube 28 wherein an inner fin is installed within a tube thereof that comprises a compressed flat elliptical cross sectional shape, such as is shown in FIG. 4. It is to be understood, however, that the cross sectional shape or a structure of the condensation part tube is not limited to the cross sectional shape or the structure thereof that is shown in FIG. 4. A treatment such as a condensation part tube 28a, wherein a bead is embedded within a tube thereof that includes a compressed flat elliptical cross sectional shape, such as is shown in FIG. 17 A, would also be permissible, as an instance thereof. A treatment thereof such as a condensation part tube 28b, by way of an extrusion formation that partitions an interior part of the tube thereof into a plurality of a rectangular coolant path, would also be permissible thereupon, such as is shown in FIG. 17 B. A treatment thereof such as a condensation part tube 28c, by way of an extrusion formation that partitions an interior part of the tube thereof into a plurality of rounded coolant paths, would also be permissible thereupon, such as is shown in FIG.17 C.

[0070] According to the first embodiment, an instance is shown wherein a supercooling part 6 is configured from a plurality of a high pressure part tube 30 and a supercooling part tube casing 31 that encases the plurality of the high pressure part tube 30 thereof. It would be also permissible, however, as an instance thereof, for the supercooling part 6 thereof to be configured from a plurality of a high pressure part tube 30', by way of an extrusion formation that partitions an interior part of the tube thereof into a plurality of a rounded coolant path, and a supercooling part tube casing 31 that encases the plurality of the high pressure part tube 30' thereof, such as is shown in FIG. 18.

[0071] According to the second and the third embodiment, an instance is shown wherein a tube configuration of the supercooling part 6 is treated as being a dual tube configuration by way of an interior part tube 32 and an exterior part tube 33, such as is shown in FIG. 15. It is to be understood, however, that the configuration of the supercooling part tube thereof is not limited to the configuration that is thus shown in FIG. 15. It would also be permissible, as an instance thereof, for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34a, by way of an extrusion formation that forms two flat compressed coolant paths, a high pressure part coolant path 7 and a low pressure part coolant path 8, such as is shown in FIG. 19 A. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34b, by way of a combination of an extrusion formation that forms two flat compressed coolant paths, a high pressure part coolant path 7 and a low pressure part coolant path 8, and an inner fin thereupon, such as is shown in FIG. 19 B. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34c, by way of an extrusion formation that forms two flat compressed coolant paths, a rectangular high pressure part coolant path 7 and a low pressure part coolant path 8, which surrounds an exterior part of the rectangular high pressure part coolant path 7 thereof, such as is shown in FIG. 19 C. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34d, by way of an extrusion formation that forms two flat compressed coolant paths, a rounded high pressure part coolant path 7 and a low pressure part coolant path 8, which surrounds an exterior part of the rounded high pressure part coolant path 7 thereof, such as is shown in FIG. 19 D. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34e, by way of a combination of an extrusion formation tube that forms two flat compressed coolant paths, a high pressure part coolant path 7 and a low pressure part coolant path 8, and an inner fin thereupon, within each respective coolant path, such as is shown in FIG. 19 E. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34f, by way of a combination of an extrusion formation tube that forms two flat compressed coolant paths, a high pressure part coolant path 7 and a non-contiguous low pressure part coolant path 8, and an inner fin thereupon, such as is shown in FIG. 19 F. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34g, by way of an extrusion formation that forms a high pressure part coolant path 7 and a low pressure part coolant path 8, by way of a plurality of a rounded compressed coolant path, such as is shown in FIG. 19 G. It would also be permissible for the tube configuration of the supercooling part 6 to be configured as a supercooling part tube 34h, by way of an extrusion formation that forms a high pressure part coolant path 7 by way of a plurality of a rounded compressed coolant path, and a low pressure part coolant path 8 by way of a plurality of an elliptical compressed coolant path, such as is shown in FIG. 19 (H).

[0072] With regard to the condenser for use in the vehicle according to the present invention as per the description provided herein, a liquid coolant under a high pressure is discharged from a reservoir tank and cooled within a supercooling part thereof by a coolant under a low pressure that is discharged thereto from an evaporator of a refrigeration cycle thereof.

[0073] Accordingly, when the condenser for use in the vehicle according to the present invention is operating a heavy load air cooling thereupon, the temperature of the coolant at an outflow port of the evaporator thereof is reduced below a temperature of an atmosphere that is external thereto, and, as a consequence thereof, it is possible to reduce the temperature of the coolant below the temperature of the atmosphere that is external thereto, with regard to the supercooling part thereof. An enthalpy, which is a thermodynamic energy that may be consumed with the evaporator, increases by way of the supercooling effect thus described, and it is possible thereby to improve an air cooling capability and an air cooling efficiency thereof. A heat exchange is performed with regard to the supercooling part thereof that does not employ a radiator fin thereupon, and thus, it is possible to perform a heat exchange thereupon that is not affected by a wind speed that is generated by a travel of the vehicle thereof, unlike a supercooling part that does employ a radiator fin thereupon.

[0074] Furthermore, not employing the radiator fin thereupon allows treating a surface area that is required for the supercooling part thereof to be smaller than would be required for the supercooling part that does employ the radiator fin thereupon. Put another way, it is possible to maintain a condensation performance and achieve a greater compactness of an overall shape of the condenser for use in the vehicle, by treating a surface area that is required for the heat exchange of the condensation part thereof as identical to the surface area that is required for the supercooling part thereof. In addition, treating an overall surface area for the heat exchange thereof as being unchanged causes the surface area for the heat exchange of the condensation part thereof to be enlarged by a degree that is commensurate with a degree to which the surface area for the heat exchange of the supercooling part thereof is reduced, thereby facilitating improving the condensation performance thereupon.

[0075] As a result thereof, it is possible to achieve an improvement of the air cooling capability or the air cooling efficiency by way of the supercooling that reduces the temperature of the cooling medium below the temperature of the atmosphere that is external thereto, without being affected thereupon by the speed of the wind that is generated by the travel of the vehicle thereof, or without causing a decline in the condensation performance thereof.

Claims

1. A condenser (A1, A2, A3) for use in a vehicle, comprising, in an integrated manner:

a condensation part (4) configured to cool, by radiating heat from, a coolant at a high temperature and a high pressure that is discharged thereto from a compressor (1) of a refrigeration cycle, by way of a heat exchange between the coolant at the high temperature and the high pressure and an atmosphere that is external thereto;

a reservoir part (5) configured to store a coolant that is liquefied by the condensation part; and

a supercooling part (6) configured to cool a high pressure liquid coolant that is discharged thereto from the reservoir part;

wherein:

the supercooling part (6) is configured to cool the high pressure liquid coolant that is discharged thereto from the reservoir part, by way of a heat exchange, between the high pressure liquid coolant that is discharged thereto from the reservoir part and a coolant at a low pressure that is discharged thereto from an evaporator of the refrigeration cycle, which does not employ a radiator fin thereupon.

2. The condenser for use in the vehicle according to claim 1, wherein:

the supercooling part (6) is configured to be set in a flow direction of the coolant from the evaporator, by way of a low pressure part coolant path, as well as in a reverse flow direction thereof, with respect to a flow direction of the coolant from the reservoir part, by way of a high pressure part coolant path therefrom.

3. The condenser for use in the vehicle according to claim 1, further comprising:

a first header tank (11) and a second header tank (12) configured to be positioned at either end of the condenser for use in the vehicle, in a left hand and a right hand direction thereof, respectively;

a first partitioning plate (16, 17) configured to be installed into the first header tank, and to divide an interior part of the first header tank into a condensed coolant intake tank chamber, a high pressure coolant outflow tank chamber, and a low pressure coolant intake tank chamber; and

a second partitioning plate (21, 22) configured to be installed within the second header tank, and to divide an interior of the second header tank into a condensed coolant outflow tank chamber, a high pressure coolant intake tank chamber, and a low pressure coolant outflow tank chamber;

wherein:

the supercooling part (6) causes a heat exchange to be performed between a high pressure part coolant path, which connects the high pressure coolant intake tank chamber of the second header tank with the high pressure coolant outflow tank chamber of the first header tank, and a low pressure part coolant path, which connects the low pressure coolant intake tank chamber of the first header tank with the low pressure coolant outflow tank chamber of the second header tank.

4. The condenser for use in the vehicle according to claim 3, wherein:

the condensation part is configured to further comprise:

a plurality of condensation part tubes (28) configured to connect the condensed coolant intake tank chamber of the first header tank with the condensed coolant outflow tank chamber of the second header tank; and

a radiator fin (29) configured to be set between adjacent tubes of the plurality of condensation part tubes;

wherein:

the reservoir part (5) is configured to be positioned in a location that is adjacent in a line with the second header tank, the coolant is introduced therein from the condensed coolant outflow tank chamber of the second header tank thereof, and the coolant is supplied therefrom to the high pressure coolant intake tank chamber of the second header tank.

5. The condenser for use in the vehicle according to claim 3, wherein:

the supercooling part (6) is configured to further comprise:

a plurality of high pressure part tubes (30) configured to connect the high pressure coolant intake tank chamber of the second header tank with the high pressure coolant outflow tank chamber of the first header tank; and

a supercooling part tube casing (31) configured to connect the low pressure coolant intake tank chamber of the first header tank with the low pressure coolant outflow tank chamber of the second header tank;

wherein:

a path that is formed from each of the high pressure part tubes is configured to be treated as a high pressure part coolant path (7); and

a path that is formed from an interior surface of the supercooling part tube casing and an exterior surface of the high pressure part tube is configured to be treated as a low pressure part coolant path (8).

6. The condenser for use in the vehicle according to claim 3, wherein:

the supercooling part is configured to further comprise a dual tube configuration, the dual tube configuration thereof further comprising:

a plurality of interior part tubes (32) configured to connect the high pressure coolant intake tank chamber of the second header tank with the high pressure coolant outflow tank chamber of the first header tank; and

a plurality of exterior part tubes (33) configured to connect the low pressure coolant intake tank chamber of the first header tank with the low pressure coolant outflow tank chamber of the second header tank;

wherein:

a path that is formed by way of an interior surface of each of the interior part tubes is configured to be treated as a high pressure part coolant path (7); and

a path that is formed by way of an interior surface of each of the exterior part tubes and an exterior surface of each of the interior part tubes is configured to be treated as a low pressure part coolant path (8).

7. The condenser for use in the vehicle according to claim 4, wherein:

the condensation part (4) is configured to dispense with a radiator fin (29) that is set upon a boundary part between the condensation part and the supercooling part.

Drawing