JP2009166529A - Vehicular condenser - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular condenser capable of achieving improvement in cooling ability and cooling efficiency by over-cooling for lowering the refrigerant temperature to the outside air temperature or less without receiving an influence of the speed of wind and without deteriorating condensation performance. <P>SOLUTION: This vehicular condenser A1 integrally includes: a condensation part 4 which cools a high-temperature and high-pressure coolant discharged from a compressor 1 of a refrigeration cycle by radiating heat from the refrigerant by way of heat exchange between the coolant and the external atmospheric air; a liquid tank 5 which stores the coolant that has been liquefied by the condensation part 4; and a supercooling part 6 which cools the high-pressure liquid coolant from the liquid tank 5. The supercooling part 6 is structured to cool the high-pressure liquid coolant from the liquid tank 5 by way of a heat exchange, without using a heat radiating fin, between the low-pressure coolant discharged from an evaporator 3 of the refrigeration cycle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle condenser that is applied to an air conditioning system of a vehicle and includes a condensing unit, a liquid storage unit, and a supercooling unit.

2. Description of the Related Art Conventionally, a vehicular condenser that is applied to a vehicle air-conditioning system and integrally includes a condensing unit, a liquid storage unit (liquid tank), and a supercooling unit is used. As in the case of the condensing unit, there is known a cooling fin that uses heat radiation fins to dissipate and cool by heat exchange with the outside air (for example, see Patent Document 1).
JP 2002-187424 A

However, the conventional vehicle condenser has an air cooling type heat exchange structure in which the supercooling portion dissipates heat by heat exchange with the outside air, and thus has the following problems.
(1) Even if the refrigerant is cooled by the supercooling section, the refrigerant cannot be cooled below the outside air temperature, and if the installation space is limited, the cooling capacity and the cooling efficiency cannot be improved.
(2) The heat exchange performance fluctuates depending on the traveling speed of the vehicle, that is, the wind speed of the traveling wind, and the cooling capacity and cooling efficiency decrease when the vehicle is stopped or traveling in a traffic jam.
(3) If the entire heat exchange area is not changed, if the area of the supercooling part is enlarged, the area of the condensing part is reduced and the condensing performance is lowered. On the other hand, when the area of the condensing part is enlarged, the area of the supercooling part is reduced and the supercooling performance is lowered.

  The present invention has been made paying attention to the above-mentioned problems, and is not affected by the wind speed, does not deteriorate the condensing performance, and does not decrease the cooling temperature by reducing the refrigerant temperature below the outside air temperature. It is an object of the present invention to provide a vehicle condenser that can achieve improvement.

In order to achieve the above object, according to the present invention, a condensing unit that dissipates and cools a high-temperature and high-pressure refrigerant discharged from a compressor in a refrigeration cycle by heat exchange with outside air, and stores the refrigerant liquefied in the condensing unit. In a vehicle condenser that is integrally provided with a liquid storage section that performs cooling, and a supercooling section that cools the high-pressure liquid refrigerant from the liquid storage section,
The supercooling section cools the high-pressure liquid refrigerant from the liquid storage section by heat exchange without using a radiation fin with the low-pressure refrigerant from the evaporator of the refrigeration cycle.

Therefore, in the vehicle condenser of the present invention, the high-pressure liquid refrigerant from the liquid storage unit is cooled by the low-pressure refrigerant from the evaporator of the refrigeration cycle in the supercooling unit.
Therefore, during the high-load cooling operation, the refrigerant temperature at the evaporator outlet is lower than the outside air temperature, so that the refrigerant temperature can be lowered below the outside air temperature in the supercooling section. This supercooling action increases the enthalpy, which is the cooling energy that can be consumed by the evaporator, and can improve the cooling capacity and cooling efficiency.
And in a supercooling part, since heat exchange which does not use a radiation fin is performed, unlike the supercooling part which uses a radiation fin, heat exchange can be performed without being influenced by a wind speed. Furthermore, by not using the radiating fin, the required area of the supercooling part can be made smaller than that of the supercooling part using the radiating fin. In other words, if the heat exchange area of the condensing part is made the same and the condensing performance is maintained, the overall shape can be made compact. Further, if the entire heat exchange area is made the same, the heat exchange area of the condensing part is expanded by the amount of reduction of the heat exchange area of the supercooling part, and the condensation performance can be improved.
As a result, the cooling capacity and the cooling efficiency can be improved by the supercooling that lowers the refrigerant temperature below the outside air temperature without being affected by the wind speed or reducing the condensation performance.

  Hereinafter, the best mode for realizing a vehicle condenser according to the present invention will be described based on Examples 1 to 3 shown in the drawings.

First, the configuration will be described.
FIG. 1 is a perspective view showing a refrigeration cycle of a vehicle to which the vehicle condenser of the first embodiment is applied. FIG. 2 is a front view illustrating the vehicle condenser according to the first embodiment. 3 is an enlarged cross-sectional view of a part A in FIG. 2 illustrating the vehicle condenser according to the first embodiment. FIG. 4 is a cross-sectional view illustrating a condenser tube in the vehicle condenser according to the first embodiment. FIG. 5 is a tube cross-sectional view illustrating a supercooling portion in the vehicle condenser according to the first embodiment. FIG. 6 is a perspective view illustrating a supercooling unit in the vehicle condenser according to the first embodiment.

  The refrigeration cycle of the vehicle to which the vehicle condenser A1 of the first embodiment is applied includes a compressor 1, a vehicle condenser A1, an expansion valve 2, an evaporator 3, and a condensing unit 4, as shown in FIG. The liquid tank 5 (liquid storage part) and the supercooling part 6 are provided.

  The compressor 1 is driven by an engine, a motor, or the like that is a vehicle-mounted power source, compresses the low-pressure / low-temperature vaporized refrigerant sent from the evaporator 3, and sends the compressed refrigerant to the vehicle condenser A1.

  The vehicle condenser A1 stores a high temperature and high pressure refrigerant discharged from the compressor 1 of the refrigeration cycle to dissipate and cool the high temperature and high pressure refrigerant by heat exchange with the outside air, and stores the refrigerant liquefied by the condensation unit 4. And a supercooling unit 6 that cools the high-pressure liquid refrigerant from the liquid tank 5.

  The condensing unit 4 cools the high-temperature and high-pressure vaporized refrigerant from the compressor 1 to the condensing point by running wind or fan blowing to obtain a high-pressure and medium-temperature liquefied refrigerant. The liquid tank 5 removes moisture and dust contained in the high-pressure and intermediate-temperature liquefied refrigerant and stores the liquid so that the refrigerant can be supplied smoothly. The supercooling unit 6 cools the high-pressure liquid refrigerant from the liquid tank 5 by heat exchange with the low-pressure refrigerant from the evaporator 3 without using heat radiation fins.

  The expansion valve 2 rapidly expands the high-pressure and low-temperature liquefied refrigerant from the supercooling section 6 and sends it to the evaporator 3 as a low-pressure and low-temperature mist-like liquefied refrigerant. The expansion valve 2 is set as a passage for sending the refrigerant from the supercooling unit 6 to the evaporator 3, and the passage for sending the refrigerant from the evaporator 3 to the supercooling unit 6 is a simple refrigerant passage having no valve function.

  The evaporator 3 is supplied with the mist-like liquefied refrigerant from the expansion valve 2 and evaporates by removing heat from the blown air sent to the vehicle interior by the blower fan, thereby obtaining a low-pressure low-temperature vaporized refrigerant. Then, the low-pressure and low-temperature vaporized refrigerant is sent to the compressor 1 through the supercooling unit 6. In addition, the evaporator 3 is incorporated in the air conditioning unit arrange | positioned in the instrument panel outside a figure.

  As shown in FIG. 2, the supercooling section 6 has a refrigerant passage direction in the low-pressure side refrigerant passage 8 from the evaporator 3 with respect to the refrigerant passage direction in the high-pressure side refrigerant passage 7 from the liquid tank 5. Are set in opposite directions.

  As shown in FIG. 2, the vehicle condenser A <b> 1 according to the first embodiment has a first header tank 11 and a second header tank 12 disposed on both ends in the left-right direction. A horizontal partition plate 16 (first partition plate) and a vertical partition that define the inside of the first header tank 11 into a condensing refrigerant inlet tank chamber 13, a high-pressure refrigerant outlet tank chamber 14, and a low-pressure refrigerant inlet tank chamber 15. A plate 17 (first partition plate) is set. On the other hand, as shown in FIG. 3, the second header tank 12 is divided into a condensing refrigerant outlet tank chamber 18, a high pressure refrigerant inlet tank chamber 19, and a low pressure refrigerant outlet tank chamber 20. Two partition plates) and a vertical partition plate 22 (second partition plate) are set.

  That is, the supercooling unit 6 includes a high-pressure refrigerant passage 7 that communicates a high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and a high-pressure refrigerant outlet tank chamber 14 of the first header tank 11, and the first header. Heat is exchanged between the low-pressure refrigerant inlet tank chamber 15 of the tank 11 and the low-pressure refrigerant passage 8 communicating with the low-pressure refrigerant outlet tank chamber 20 of the second header tank 12.

  The first header tank 11 is provided with a refrigerant inlet port 23 from the compressor 1 at a position communicating with the condensed refrigerant inlet tank chamber 13. The first header tank 11 has a refrigerant inlet / outlet through an inlet port portion from the evaporator 3 and an outlet port portion to the expansion valve 2 at a position communicating with the condensed refrigerant inlet tank chamber 13 and the high-pressure refrigerant outlet tank chamber 14. Port 24 is set.

  The second header tank 12 is provided with a liquid storage inlet pipe 25 that connects the condensed refrigerant outlet tank chamber 18 and the liquid tank 5, and a liquid storage outlet pipe 26 that connects the high-pressure refrigerant inlet tank chamber 19 and the liquid tank 5. Is set. The second header tank 12 is provided with a low-pressure refrigerant pipe 27 that communicates the low-pressure refrigerant outlet tank chamber 20 with the compressor 1.

  As shown in FIGS. 2 and 3, the condensing unit 4 includes a plurality of condensing units that connect a condensing refrigerant inlet tank chamber 13 of the first header tank 11 and a condensing refrigerant outlet tank chamber 18 of the second header tank 12. And a heat radiating fin 29 set between adjacent tubes of the plurality of condenser tubes 28. As shown in FIG. 4, the condensing unit tube 28 has a flat oval cross-sectional shape and an inner fin or a porous (partition) so as to efficiently exchange heat between the refrigerant passing through and the outside air. And the radiation fin 29 is set in the position of the flat upper and lower surface of the condensation part tube 28. FIG.

  As shown in FIGS. 1 and 2, the liquid tank 5 is disposed at an adjacent position along the second header tank 12, and introduces refrigerant from a condensed refrigerant outlet tank chamber 18 of the second header tank 12. The refrigerant is supplied to the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12.

  As shown in FIGS. 5 and 6, the supercooling unit 6 includes a plurality of high pressure refrigerant ports that connect a high pressure refrigerant inlet tank chamber 19 of the second header tank 12 and a high pressure refrigerant outlet tank chamber 14 of the first header tank 11. A side tube 30 and a supercooling section tube case 31 connecting the low-pressure refrigerant inlet tank chamber 15 of the first header tank 11 and the low-pressure refrigerant outlet tank chamber 20 of the second header tank 12 are configured. The high-pressure side tube 30 has a flat oval cross-sectional shape so as to perform efficient heat exchange between the high-pressure refrigerant passing through the inside and the low-pressure refrigerant passing through the outside, like the condensing unit tube 28. As shown in FIGS. 5 and 6, the supercooling section tube case 31 includes six high-pressure tubes 30 arranged through an equally spaced space and surrounding the whole so as to keep the state. The high pressure side tube 30 is positioned.

  A passage formed by the inner surface of the high-pressure side tube 30 is defined as a high-pressure side refrigerant passage 7, and a passage formed by the inner surface of the supercooling tube case 31 and the outer surface of the high-pressure side tube 30 is defined as the low-pressure side refrigerant passage 8. It is said.

Next, the operation will be described.
First, “Current Vehicle Condenser Technology” will be described, and then the effects of the vehicle condenser A1 of the first embodiment will be described as “cooling capacity / cooling efficiency improving action”, “condensing performance improving action”. "," Compact action of the vehicle condenser ", and" Supercooling action without using heat radiating fins ".

[Current condenser technology for vehicles]
As shown in FIG. 7, the refrigeration cycle of the vehicle air conditioner system includes a compressor, a vehicle condenser, an expansion valve (TXV), and an evaporator. The current vehicle condenser is integrally provided with a condenser, a liquid tank, and a subcool condenser. In this supercooling section, the high-pressure liquid refrigerant introduced from the compressor via the condensing section and the liquid tank is radiated and cooled by heat exchange with the outside air using the radiating fin in the same manner as the condensing section. What supplies to an evaporator via is known. Note that the refrigerant from the evaporator is supplied to the compressor as it is.

  The current refrigeration cycle is represented by a Mollier diagram with enthalpy on the horizontal axis and pressure on the vertical axis as shown in FIG. The low-pressure low-temperature vaporized refrigerant at point A is increased in pressure while raising the enthalpy in the compressor, and becomes high-temperature high-pressure vaporized refrigerant at point B at the compressor outlet. The refrigerant at the outlet of the compressor is radiated and cooled by heat exchange with the outside air in the condensing part and the supercooling part of the vehicle condenser, and is converted into a high-pressure and medium-temperature liquefied refrigerant at point C at the outlet of the supercooling part. Then, the high-pressure and intermediate-temperature liquefied refrigerant is rapidly expanded in the expansion valve, so that at the outlet of the expansion valve, a low-pressure and low-temperature mist-like liquefied refrigerant is generated at point D. The low-pressure, low-temperature, mist-like liquefied refrigerant takes heat away from the evaporator, and is converted into a low-pressure, low-temperature vaporized refrigerant at point E at the outlet of the evaporator. This flow is repeated.

  As is apparent from the Mollier diagram shown in FIG. 8, the cooling performance (evaporator performance) exhibited by the evaporator is determined by the magnitude of the enthalpy difference, which is the difference between the refrigerant state at the evaporator inlet and the refrigerant state at the evaporator outlet. That is, the expansion valve controls the refrigerant flow rate at the evaporator inlet, but the refrigerant state (enthalpy / dryness) at the evaporator inlet is determined by the condensing capacity of the vehicle condenser.

On the other hand, the current vehicle condenser has an air-cooled heat exchange structure in which the supercooling section dissipates heat by heat exchange with the outside air, so the outlet refrigerant state (enthalpy) of the vehicle condenser is, for example, Even if the heat exchange efficiency is 100%, the refrigerant temperature cannot be cooled below the outside air temperature.
Therefore, for example, during a high load cooling operation where the outside air temperature is 35 ° C., the refrigerant temperature cannot be cooled below the outside air temperature of 35 ° C., so a large enthalpy difference between the evaporator inlet and the evaporator outlet is not secured. , Cooling capacity and cooling efficiency will be low.

On the other hand, in recent vehicle trends, as an environmental measure, a reduction in the displacement of a supercharged engine and a hybrid using an engine and a motor as power sources are progressing. For this reason, as shown in FIG. 9, in the case of a small displacement engine with a supercharger, the installation space for the condenser and the radiator is limited by the installation space for the CAC (Charge Air Cooler). Further, in the case of hybridization, the capacitor installation space is limited by setting the sub-radiator on the capacitor side for cooling a high voltage system such as a drive motor. Furthermore, there is also a height restriction that the clearance in the upper part of the engine room is expanded due to the collision restriction (collision safety).
Under these circumstances, there is a rebound to the air-conditioning component, the height of the condenser is reduced, and the condensation capacity tends to be reduced. In this case, compared with the case where the standard capacitor height is secured, the cooling capacity and the cooling efficiency are further lowered.

In addition, when the capacitor installation space is limited to a certain height, the performance of the supercooling section (refrigerant state) affects the evaporator performance (cooling power). This is done by expanding the heat exchange area of the cooling section.
However, in this case, as shown in FIG. 10, when the heat exchange area of the supercooling part is enlarged, the heat exchange area of the condensing part is reduced by the amount of enlargement, so that the condensation performance is lowered.

  Furthermore, the current supercooling section uses heat radiation fins as in the condensing section, and dissipates heat by heat exchange with the outside air to cool it. That is, when the vehicle is traveling at a high speed, higher heat exchange performance can be obtained due to the wind speed of the traveling wind. However, when the vehicle is parked or stopped, or when the vehicle is traveling in a traffic jam, the cooling capacity and the cooling efficiency are reduced due to the absence of the driving wind or the weakening of the driving wind.

  In response to a request to improve the heat exchange performance in the supercooling section so that the vehicle condenser can be made compact, the inventor has a temperature at which the low-pressure side refrigerant temperature of the refrigeration cycle is lower than the outside air temperature at high load. Focused on the point to become. In accordance with this point of interest, the supercooling unit employs a configuration in which the high-pressure liquid refrigerant from the liquid storage unit is cooled by heat exchange with the low-pressure refrigerant from the evaporator of the refrigeration cycle without using the radiation fins. As a result, the cooling capacity and the cooling efficiency are improved by subcooling that lowers the refrigerant temperature below the outside air temperature without being affected by the wind speed or reducing the condensation performance.

[Improvement of cooling capacity and efficiency]
A case will be described in which the overall size of the vehicle condenser A1 of the first embodiment is the same as the current size, and the ratio of the region of the condensing unit 4 and the region of the supercooling unit 6 is the same as the current rate.

  The refrigeration cycle to which the vehicle condenser A1 of Example 1 is applied is represented by a Mollier diagram in which the horizontal axis represents enthalpy and the vertical axis represents pressure, as shown in FIG. The low-pressure low-temperature vaporized refrigerant at point A is increased in pressure while raising the enthalpy in the compressor 1, and becomes a high-temperature high-pressure vaporized refrigerant at point B at the compressor outlet. Then, the compressor outlet refrigerant dissipates heat and cools by heat exchange with the outside air in the condensing unit 4 of the vehicle condenser A1, and at the outlet of the condensing unit 4, it becomes a liquefied refrigerant of high pressure and intermediate temperature due to the C 'point. Further, in the supercooling section 6 of the vehicle condenser A1, the high-pressure liquid refrigerant from the liquid tank 5 is cooled by the low-pressure refrigerant from the evaporator 3, and at the outlet of the supercooling section 6, high-pressure and low-temperature liquefied refrigerant due to the point C ″. Then, the high-pressure and low-temperature liquefied refrigerant is rapidly expanded in the expansion valve 2 to become a low-pressure and low-temperature mist-like liquefied refrigerant at point D ″ at the outlet of the expansion valve. The low-pressure, low-temperature, mist-like liquefied refrigerant takes heat in the evaporator 3 and becomes a low-pressure, low-temperature, vaporized refrigerant at point E at the outlet of the evaporator 3. This flow is repeated.

  As apparent from the Mollier diagram shown in FIG. 11, the cooling performance (evaporator performance) exhibited by the evaporator 3 is the magnitude of the enthalpy difference, which is the difference between the refrigerant state at the evaporator inlet and the refrigerant state at the evaporator outlet. It depends on. That is, the expansion valve 2 controls the refrigerant flow rate at the evaporator inlet, but the refrigerant state (enthalpy / dryness) at the evaporator inlet is determined by the condensing capacity of the vehicle condenser A1.

  On the other hand, in the vehicle condenser A1 of the first embodiment, in the supercooling unit 6, the high-pressure liquid refrigerant from the liquid tank 5 is from the evaporator 3 that becomes lower than the outside air temperature during the high-load cooling operation. Cooled by low-pressure refrigerant. For this reason, in the supercooling part of the current vehicle condenser, the enthalpy is lowered from the C ′ point to the C point, whereas in the supercooling part 6 of Example 1, the enthalpy is changed from the C ′ point to the C ″ point. Due to this supercooling action, the enthalpy, which is the cold energy that can be consumed by the evaporator 3, is from point D "to point E, from point D to point D" compared to the current vehicle condenser. Becomes an enlargement and the cooling performance is improved.

  As described above, when the overall size of the vehicle condenser A1 of the first embodiment is made the same as the current size and the ratio of the region of the condensing unit 4 and the region of the supercooling unit 6 is the same as the current rate, Capability and cooling efficiency can be improved.

[Improvement of condensation performance]
A case will be described in which the overall size of the vehicle condenser A1 of the first embodiment is the same as the current size, and the number of refrigerant tubes in the supercooling unit 6 is the same as the current number.

  In the case of the supercooling section 6 in the vehicle condenser A1 of the first embodiment, by performing heat exchange without using the radiation fins, the amount of excess space for the heat radiation fins is increased compared to the current supercooling section using the radiation fins. The required area of the cooling unit can be a narrow area.

  Therefore, if the overall size of the vehicle condenser A1 of the first embodiment is the same as the current size, as shown in FIG. 12, the heat exchange area of the supercooling section 6 is reduced by the amount corresponding to the current area. The heat exchange area of the part 4 can be expanded from the current area.

  As described above, when the size of the vehicle condenser A1 of the first embodiment is made the same as the current size and the number of refrigerant tubes in the supercooling unit 6 is the same as the current number, the excess in the supercooling unit 6 is obtained. While improving the cooling performance from the current level, the condensation performance can be improved from the current level by expanding the heat exchange area of the condensing unit 4.

[Compact operation of vehicle condenser]
The case where the heat exchange area of the condensation part 4 of the condenser A1 for vehicles of Example 1 is made the same as the present is demonstrated.

  In the case of the vehicle condenser A1 of the first embodiment, even if the number of refrigerant tubes in the supercooling section 6 is the same as the current number by not using the heat radiation fin, the required area of the supercooling section 6 is radiated. Compared to the current supercooling section using fins, the area can be made narrower. Furthermore, if the supercooling performance in the supercooling section 6 is made the same level as the current level, the number of refrigerant tubes in the supercooling section 6 can be reduced from the current level, and the number of refrigerant tubes in the supercooling section 6 is reduced to the current level. As compared with the case where the same number is used, the area can be further reduced.

  Thus, when the heat exchange area of the condensation part 4 of the vehicle condenser A1 of the first embodiment is the same as the current one, the overall shape is maintained while keeping the current condensation performance by making the heat exchange area of the condensation part 4 the same. Can be made compact. As a result, as an environmental measure, the engine with a supercharger has been reduced in size and the hybrid with the engine and motor as the power source has progressed. It is possible to ensure the cooling capacity and cooling efficiency.

[Supercooling action without using heat radiation fins]
In the supercooling section 6 of the vehicle condenser A1 of the first embodiment, a plurality of high-pressure side tubes connecting the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and the high-pressure refrigerant outlet tank chamber 14 of the first header tank 11. 30, the high-pressure refrigerant from the liquid tank 5 flows, for example, from right to left in FIG. At the same time, the low-pressure refrigerant from the evaporator 3 passes through the inside of the supercooling section tube case 31 connecting the low-pressure refrigerant inlet tank chamber 15 of the first header tank 11 and the low-pressure refrigerant outlet tank chamber 20 of the second header tank 12, for example, It flows from left to right in FIG. Then, efficient heat exchange is performed between the high-pressure refrigerant passing through the inside of the high-pressure side tube 30 and the low-pressure refrigerant passing through the outside surrounded by the supercooling section tube case 31.

  Thus, in the supercooling section 6, heat exchange is performed without using the radiation fins, and unlike the supercooling section using the radiation fins, heat exchange can be performed stably without being affected by the wind speed. Can do. That is, the traveling wind disappears or the traveling wind becomes weak when parked or stopped, or when traveling in a traffic jam, etc., but the cooling capacity and the cooling efficiency can be exhibited without being affected by the presence or absence of the traveling wind.

Next, the effect will be described.
In the vehicle condenser A1 of the first embodiment, the effects listed below can be obtained.

  (1) A condensing unit 4 that dissipates and cools the high-temperature and high-pressure refrigerant discharged from the compressor 1 of the refrigeration cycle by heat exchange with the outside air, and a liquid storage unit that stores the refrigerant liquefied in the condensing unit 4 ( In the vehicle condenser A1 that integrally includes a liquid tank 5) and a supercooling unit 6 that cools the high-pressure liquid refrigerant from the liquid storage unit (liquid tank 5), the supercooling unit 6 includes the refrigeration unit 6 The high-pressure liquid refrigerant from the liquid storage part (liquid tank 5) is cooled by heat exchange without using heat radiation fins with the low-pressure refrigerant from the evaporator 3 of the cycle. For this reason, without being influenced by the wind speed or reducing the condensation performance, it is possible to achieve improvement in cooling capacity and cooling efficiency by supercooling that lowers the refrigerant temperature below the outside air temperature.

  (2) The supercooling section 6 passes the refrigerant in the low pressure side refrigerant passage 8 from the evaporator 3 with respect to the refrigerant passage direction in the high pressure side refrigerant path 7 from the liquid storage section (liquid tank 5). The directions were set in opposite directions. For this reason, compared with the case where heat exchange is performed while flowing the high-pressure side refrigerant and the low-pressure side refrigerant in the same direction, the high-pressure side refrigerant can be cooled by efficient heat exchange. Incidentally, when the high-pressure side refrigerant and the low-pressure side refrigerant flow in the same direction, the refrigerant temperature difference is large in the heat exchange start region, but the refrigerant temperature difference is small in the heat exchange end region. On the other hand, when the high-pressure side refrigerant and the low-pressure side refrigerant flow in opposite directions, a large refrigerant temperature difference can be ensured from the heat exchange start region to the heat exchange end region.

  (3) The first header tank 11 and the second header tank 12 are arranged at both ends in the left-right direction, and the inside of the tank is condensing refrigerant inlet tank chamber 13, high-pressure refrigerant outlet tank chamber 14, and low-pressure inside the first header tank 11. A horizontal partition plate 16 and a vertical partition plate 17 which are defined in the refrigerant inlet tank chamber 15 are set, and in the second header tank 12, the inside of the tank is condensed with a condensed refrigerant outlet tank chamber 18, a high pressure refrigerant inlet tank chamber 19, and a low pressure refrigerant outlet. A horizontal partition plate 21 and a vertical partition plate 22 that are defined in the tank chamber 20 are set, and the supercooling unit 6 is configured so that the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and the high-pressure refrigerant of the first header tank 11 are set. A high-pressure side refrigerant passage 7 communicating with the outlet tank chamber 14, a low-pressure refrigerant inlet tank chamber 15 of the first header tank 11, and a low-pressure refrigerant outlet of the second header tank 12. Heat is exchanged with the low-pressure side refrigerant passage 8 communicating with the mouth tank chamber 20. For this reason, the existing first header tank 11 and the second header tank 12 arranged at both ends in the left-right direction are used as they are, and the header tanks 11 and 12 are defined in three chambers so that the refrigerant passes. The high-pressure side refrigerant passage 7 and the low-pressure side refrigerant passage 8 of the supercooling unit 6 whose directions are opposite to each other can be easily set.

  (4) The condensing unit 4 includes a plurality of condensing unit tubes 28 connecting the condensing refrigerant inlet tank chamber 13 of the first header tank 11 and the condensing refrigerant outlet tank chamber 18 of the second header tank 12, and the plurality of condensing unit tubes 28. A heat sink fin 29 set between adjacent tubes of the condensing unit tube 28, and the liquid storage unit is disposed at a position adjacent to the second header tank 12, The liquid tank 5 is configured to introduce the refrigerant from the condensed refrigerant outlet tank chamber 18 of the two header tanks 12 and supply the refrigerant to the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12. For this reason, it is set as the vehicle condenser A1 with which the condensation performance by the heat exchange with external air and the compactness at the time of attaching the liquid tank 5 were ensured, without requiring a big design change from the present vehicle condenser. be able to.

  (5) The supercooling unit 6 includes a plurality of high-pressure side tubes 30 connecting the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and the high-pressure refrigerant outlet tank chamber 14 of the first header tank 11, and the first The low-pressure refrigerant inlet tank chamber 15 of the first header tank 11 and the supercooling portion tube case 31 connecting the low-pressure refrigerant outlet tank chamber 20 of the second header tank 12 are formed by the inner surface of the high-pressure side tube 30. The passage formed by the inner surface of the supercooling section tube case 31 and the outer surface of the high pressure side tube 30 is defined as the low pressure side refrigerant passage 8. For this reason, the supercooling performance can be exhibited with a wide heat exchange area while adopting a compact configuration of the supercooling section 6 with a reduced space.

  Example 2 is an example in which the refrigerant tube of the supercooling section has a double tube configuration.

First, the configuration will be described.
FIG. 13 is an enlarged cross-sectional view illustrating a supercooling portion on the second header tank side in the vehicle condenser of the second embodiment. 14 is a cross-sectional view taken along the line BB of FIG. 13 showing a supercooling portion in the vehicle condenser of the second embodiment. FIG. 15 is a tube cross-sectional view showing a supercooling section in the vehicle condenser of the second embodiment.

  As shown in FIG. 13, the vehicle condenser A <b> 2 of the second embodiment includes a condensing unit 4, a supercooling unit 6, a second header tank 12, a condensing refrigerant outlet tank chamber 18, a high-pressure refrigerant inlet tank chamber 19, Low pressure refrigerant outlet tank chamber 20, horizontal partition plate 21, vertical partition plate 22, liquid storage inlet pipe 25, liquid storage outlet pipe 26, low pressure refrigerant pipe 27, condenser tube 28, radiating fin 29, and inner tube 32 And an outer tube 33.

  The supercooling unit 6 includes a plurality of inner tubes 32 connecting the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and the high-pressure refrigerant outlet tank chamber 14 of the first header tank 11, and the first header tank 11. The low-pressure refrigerant inlet tank chamber 15 and a plurality of outer tubes 33 connecting the low-pressure refrigerant outlet tank chamber 20 of the second header tank 12 are configured as a double pipe.

  As shown in FIG. 15, the passage formed by the inner surface of the inner tube 32 is a high-pressure side refrigerant passage 7, and the passage formed by the inner surface of the outer tube 33 and the outer surface of the inner tube 32 is a low-pressure side refrigerant. A passage 8 is provided. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
In the supercooling section 6 of the vehicle condenser A2 of the second embodiment, a plurality of inner tubes 32 connecting the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and the high-pressure refrigerant outlet tank chamber 14 of the first header tank 11. The high-pressure refrigerant from the liquid tank 5 flows from right to left in FIG. 13, for example. At the same time, the low-pressure refrigerant from the evaporator 3 passes through the inside of the outer tube 33 connecting the low-pressure refrigerant inlet tank chamber 15 of the first header tank 11 and the low-pressure refrigerant outlet tank chamber 20 of the second header tank 12, for example, as shown in FIG. It flows from left to right. And in each combined tube of the inner tube 32 and the outer tube 33 by a double tube structure, it is efficient between the high pressure refrigerant | coolant which passes the inside of the inner tube 32, and the low pressure refrigerant | coolant which passes the outer side enclosed by the outer tube 33. Heat exchange takes place. Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle condenser of the second embodiment, in addition to the effects (1) to (4) of the first embodiment, the following effects can be obtained.

  (6) The supercooling unit 6 includes a plurality of inner tubes 32 connecting the high-pressure refrigerant inlet tank chamber 19 of the second header tank 12 and the high-pressure refrigerant outlet tank chamber 14 of the first header tank 11, and the first A double pipe configuration is formed by a low pressure refrigerant inlet tank chamber 15 of the header tank 11 and a plurality of outer tubes 33 connecting the low pressure refrigerant outlet tank chamber 20 of the second header tank 12, and is formed by the inner surface of the inner tube 32. The passage formed is the high-pressure side refrigerant passage 7, and the passage formed by the inner surface of the outer tube 33 and the outer surface of the inner tube 32 is the low-pressure side refrigerant passage 8. For this reason, for example, while the condenser tube 28 can be shared as the outer tube 33, the supercooling unit 6 can be shared, and the supercooling performance can be achieved by an independent heat exchange action for each double tube configuration. It can be demonstrated.

  Example 3 is an example which abolished the radiation fin set to the boundary part between a condensation part and a supercooling part.

First, the configuration will be described.
FIG. 16 is an enlarged cross-sectional view illustrating a supercooling portion on the second header tank side in the vehicle condenser of the third embodiment.

  As shown in FIG. 16, the vehicle condenser A <b> 3 of the third embodiment includes a condensing unit 4, a supercooling unit 6, a second header tank 12, a condensing refrigerant outlet tank chamber 18, a high-pressure refrigerant inlet tank chamber 19, Low pressure refrigerant outlet tank chamber 20, horizontal partition plate 21, vertical partition plate 22, liquid storage inlet pipe 25, liquid storage outlet pipe 26, low pressure refrigerant pipe 27, condenser tube 28, radiating fin 29, and inner tube 32 And an outer tube 33.

  The third embodiment is basically the same as the configuration of the vehicle condenser A2 of the second embodiment, but the heat dissipating fins set at the boundary between the condensing unit 4 and the supercooling unit 6 are abolished. A space S is set between the condensing unit tube 28 ′ at the lowermost position of the condensing unit 4 and the outer tube 33 at the uppermost position of the supercooling unit 6. Since other configurations are the same as those of the first and second embodiments, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described. In the vehicle condenser A3 of the third embodiment, the heat dissipating fins set at the boundary between the condensing unit 4 and the supercooling unit 6 are abolished. Heat exchange between the subcooling unit 6 and the subcooling unit 6 is avoided. The supercooling unit 6 is a heat exchange environment independent of the condensing unit 4, and the influence of traveling wind can be avoided and the supercooling performance can be improved. Since other operations are the same as those of the first and second embodiments, the description thereof is omitted.

Next, the effect will be described.
In the vehicle condenser of the third embodiment, the following effects can be obtained in addition to the effects of (1) to (5) of the first embodiment and (6) of the second embodiment.

  (7) Since the condensation unit 4 eliminates the heat dissipating fins set at the boundary with the supercooling unit 6, a heat exchange environment in which the supercooling unit 6 is independent from the condensation unit 4 is secured, and traveling wind Can be avoided and the supercooling performance can be improved.

  As mentioned above, although the vehicle condenser of this invention has been demonstrated based on Example 1-3, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention.

  In Examples 1-3, the example which has arrange | positioned the inner fin in the tube of the flat oval cross-sectional shape as shown in FIG. However, the cross-sectional shape and structure of the condenser tube are not limited to those shown in FIG. For example, as shown in FIG. 17 (a), a condensing part tube 28a in which a bead is incorporated in a tube having a flat oval cross-sectional shape may be used. As shown in FIG. 17 (b), a condensation tube 28b by extrusion forming a large number of rectangular refrigerant passages may be used. As shown in FIG. 17 (c), a condensing part tube 28c by extrusion forming a large number of circular refrigerant passages may be used.

  In Example 1, as shown in FIG. 5, the example which comprised the supercooling part 6 by the several high voltage | pressure side tube 30 and the supercooling part tube case 31 surrounding this was shown. However, for example, as shown in FIG. 18, the supercooling section 6 is made of a high pressure side tube 30 ′ by extrusion forming a large number of circular refrigerant passages, and a supercooling section tube case 31 surrounding the plurality of high pressure side tubes 30. And may be configured as follows.

  In Examples 2 and 3, as an example of the tube configuration of the supercooling unit 6, as shown in FIG. However, the tube configuration of the supercooling section is not limited to that shown in FIG. For example, as shown in FIG. 19A, a supercooling section tube 34a by extrusion forming two flat high-pressure side refrigerant passages 7 and low-pressure side refrigerant passages 8 may be used. As shown in FIG. 19 (b), a supercooling section tube 34b may be formed by a combination of an extruded tube and an inner fin that form a flat high-pressure refrigerant passage 7 and a low-pressure refrigerant passage 8 on the outer periphery. As shown in FIG. 19 (c), a supercooling section tube 34c by extrusion forming a rectangular high-pressure side refrigerant passage 7 and an outer peripheral low-pressure side refrigerant passage 8 may be used. As shown in FIG. 19 (d), a supercooling section tube 34d by extrusion forming a circular high-pressure side refrigerant passage 7 and an outer peripheral low-pressure side refrigerant passage 8 may be used. As shown in FIG. 19 (e), a supercooling section tube 34e may be formed by a combination of an extruded tube and inner fins that form two flat high-pressure refrigerant passages 7 and low-pressure refrigerant passage 8. As shown in FIG. 19 (f), a supercooling section tube 34f formed by a combination of an extruded tube and an inner fin that form a flat high-pressure side refrigerant passage 7 and an intermittent low-pressure side refrigerant passage 8 may be used. As shown in FIG. 19 (g), a supercooling section tube 34g by extrusion forming a plurality of circular high-pressure side refrigerant passages 7 and low-pressure side refrigerant passages 8 may be used. As shown in FIG. 19 (h), a supercooling section tube 34h by extrusion forming a plurality of circular high-pressure side refrigerant passages 7 and a plurality of oval low-pressure refrigerant passages 8 may be used.

It is a perspective view which shows the refrigerating cycle of the vehicle to which the condenser for vehicles of Example 1 was applied. 1 is a front view showing a vehicle condenser of Example 1. FIG. It is the A section expanded sectional view of Drawing 2 showing the condenser for vehicles of Example 1. FIG. 3 is a cross-sectional view showing a condenser tube in the vehicle condenser according to Embodiment 1. FIG. FIG. 3 is a tube cross-sectional view showing a supercooling portion in the vehicle condenser of the first embodiment. It is a perspective view which shows the supercooling part in the condenser for vehicles of Example 1. FIG. It is a perspective view which shows the refrigerating cycle of the vehicle to which the existing vehicle condenser was applied. It is a Mollier diagram which shows the relationship between enthalpy and a pressure at the time of the high load air_conditionaing | cooling operation in the present vehicle refrigeration cycle. It is a figure which shows the arrangement layout of the air-conditioning components in the front end of a reference vehicle, the arrangement layout of the air-conditioning components in the front end of the engine vehicle with a supercharger, and the arrangement layout of the air-conditioning components in the front end of the hybrid vehicle. It is explanatory drawing which shows that a condensing part area | region will reduce, if a supercooling area | region is expanded in the existing vehicle condenser. It is a Mollier diagram which shows the relationship between the enthalpy and the pressure at the time of the high load air_conditionaing | cooling operation in the refrigeration cycle for vehicles of Example 1. FIG. FIG. 5 is an explanatory diagram showing that the supercooling region decreases and the condensing part region expands in the vehicle condenser of Example 1 when the overall heat exchange area is not changed from the current vehicle condenser. It is an expanded sectional view which shows the supercooling part by the side of the 2nd header tank in the condenser for vehicles of Example 2. FIG. It is the BB sectional view taken on the line of FIG. 13 which shows the supercooling part in the condenser for vehicles of Example 2. FIG. 6 is a tube cross-sectional view showing a supercooling section in a vehicle condenser of Example 2. FIG. It is an expanded sectional view which shows the supercooling part by the side of the 2nd header tank in the condenser for vehicles of Example 3. FIG. The tube section of the other example of the condensation part tube in the condenser for vehicles of the present invention is shown, (a) shows an inner fin type, (b) shows a bead type, (c) shows the 1st extrusion type, (d) shows a 2nd extrusion type. It is tube sectional drawing which shows the supercooling part by the modification of Example 1 in the condenser for vehicles of the present invention. FIG. 6 shows a tube cross section of another example of the supercooling section tube in the vehicle condenser of the present invention, wherein (a) shows the first extrusion type, (b) shows the combination type of the second extrusion and the first inner fin, (c) shows the third extrusion type, (d) shows the fourth extrusion type, (e) shows the combination type of the first extrusion, the first inner fin, and the second inner fin, and (f) shows the second extrusion type. The combination type of 5 extrusion and the 1st inner fin is shown, (g) shows the 6th extrusion type, and (h) shows the 7th extrusion type.

Explanation of symbols

A1, A2, A3 Condenser for vehicle 1 Compressor 2 Expansion valve 3 Evaporator 4 Condensing part 5 Liquid tank (liquid storage part)
6 Supercooling section 7 High-pressure side refrigerant passage 8 Low-pressure side refrigerant passage 11 First header tank 12 Second header tank 13 Condensed refrigerant inlet tank chamber 14 High-pressure refrigerant outlet tank chamber 15 Low-pressure refrigerant inlet tank chamber 16 Horizontal partition plate (first partition) plate)
17 Vertical partition plate (first partition plate)
18 Condensed refrigerant outlet tank chamber 19 High-pressure refrigerant inlet tank chamber 20 Low-pressure refrigerant outlet tank chamber 21 Horizontal partition plate (second partition plate)
22 Vertical partition plate (second partition plate)
28 Condensing unit tube 29 Radiating fin 30 High-pressure side tube 31 Supercooling unit tube case 32 Inner tube 33 Outer tube

Claims (7)

A condensing unit that radiates and cools the high-temperature and high-pressure refrigerant discharged from the compressor of the refrigeration cycle by heat exchange with the outside air, a liquid storage unit that stores the refrigerant liquefied in the condensing unit, and a liquid storage unit And a supercooling section that cools the high-pressure liquid refrigerant of the vehicle,
The supercooling section cools the high-pressure liquid refrigerant from the liquid storage section by heat exchange with a low-pressure refrigerant from the evaporator of the refrigeration cycle without using a radiation fin. . The vehicle condenser according to claim 1,
The supercooling section sets the refrigerant passing directions in the low-pressure side refrigerant passage from the evaporator to be opposite to each other with respect to the refrigerant passing direction in the high-pressure side refrigerant path from the liquid storage section. A vehicle condenser. The vehicle condenser according to claim 2,
The first header tank and the second header tank are arranged on both ends in the left-right direction,
In the first header tank, a first partition plate that defines the inside of the tank into a condensing refrigerant inlet tank chamber, a high-pressure refrigerant outlet tank chamber, and a low-pressure refrigerant inlet tank chamber is set.
In the second header tank, a second partition plate that defines the inside of the tank into a condensed refrigerant outlet tank chamber, a high-pressure refrigerant inlet tank chamber, and a low-pressure refrigerant outlet tank chamber is set,
The supercooling section includes a high-pressure refrigerant passage communicating the high-pressure refrigerant inlet tank chamber of the second header tank and the high-pressure refrigerant outlet tank chamber of the first header tank, and a low-pressure refrigerant inlet tank chamber of the first header tank; A vehicle condenser characterized by exchanging heat with a low-pressure refrigerant passage communicating with a low-pressure refrigerant outlet tank chamber of the second header tank. The vehicle condenser according to claim 3,
The condensing unit includes a condensing refrigerant inlet tank chamber of the first header tank, a plurality of condensing unit tubes connecting the condensing refrigerant outlet tank chamber of the second header tank, and a space between adjacent tubes of the plurality of condensing unit tubes. And a heat radiating fin set to
The liquid storage unit is disposed at a position adjacent to the second header tank, introduces a refrigerant from a condensed refrigerant outlet tank chamber of the second header tank, and enters a high-pressure refrigerant inlet tank chamber of the second header tank. A vehicle condenser comprising a liquid tank for supplying a refrigerant. The vehicle condenser according to claim 3 or 4, wherein:
The supercooling section includes a plurality of high-pressure side tubes connecting the high-pressure refrigerant inlet tank chamber of the second header tank and the high-pressure refrigerant outlet tank chamber of the first header tank, and the low-pressure refrigerant inlet tank chamber of the first header tank. And a supercooling portion tube case connecting the low-pressure refrigerant outlet tank chamber of the second header tank,
The passage formed by the inner surface of the high-pressure side tube is a high-pressure side refrigerant passage, and the passage formed by the inner surface of the supercooling section tube case and the outer surface of the high-pressure side tube is a low-pressure side refrigerant passage. Condenser for vehicles. The vehicle condenser according to claim 3 or 4, wherein:
The supercooling section includes a plurality of inner tubes connecting the high-pressure refrigerant inlet tank chamber of the second header tank and the high-pressure refrigerant outlet tank chamber of the first header tank, and the low-pressure refrigerant inlet tank chamber of the first header tank; A plurality of outer tubes connecting the low-pressure refrigerant outlet tank chamber of the second header tank, and a double pipe configuration,
A vehicle condenser characterized in that a passage formed by the inner surface of the inner tube is a high-pressure side refrigerant passage, and a passage formed by the inner surface of the outer tube and the outer surface of the inner tube is a low-pressure side refrigerant passage. The vehicle condenser according to any one of claims 4 to 6,
The condenser for a vehicle is characterized in that a heat dissipating fin set at a boundary between the condenser and the supercooling unit is eliminated.

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