[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.