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An Experimental Study on a Bus Air Conditioner to Determine its Conformity to

Design and Comfort Conditions

Article · January 2017

DOI: 10.18186/thermal.277288

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Journal of Thermal Engineering, Vol. 3, No. 1, pp. 1089-1101, January, 2017, Manuscript Received 22
January 2016, Accepted 3 March 2016, Yildiz Technical University Press, Istanbul, Turkey

AN EXPERIMENTAL STUDY ON A BUS AIR CONDITIONER TO DETERMINE ITS

CONFORMITY TO DESIGN AND COMFORT CONDITIONS

Şaban Ünal*
Keywords: Bus Air-Conditioning, Cooling Load, Thermal Sensation, Comfort Conditions

ABSTRACT
The air conditioning system for a bus should be selected considering a number of parameters, including
passenger capacity, local climatic conditions, and fuel consumption. It is possible to determine whether a
selected air conditioning system provides desired performance through testing. This study examines how to
verify experimentally whether a bus air conditioning system meets design and comfort requirements. An
experimental study was conducted on a prototype bus and was tested when driving on the Adana-Ceyhan
highway in Turkey. The internal and external temperatures, evaporator inlet and outlet temperatures and relative
humidity values were measured. Thermal sensation values were calculated by using empirical correlations given
by ASHRAE. Furthermore, the instantaneous cooling load of the bus was obtained according to the experimental
data, and the results are compared with the calculated cooling load of the bus by using the radiant time series
method provided by ASHRAE. With respect to the obtained results, the selected air conditioning system
conformed to design and comfort requirements.

TEST SETUP AND METHOD

A bus operates in different climatic conditions; therefore, testing of a bus air conditioning system should
be performed in appropriate locations relative to expected climatic conditions. Intercity buses may be parked
under the sun for a long time before travelling. In this case, the internal temperature of the bus can reach by
60oC. However, upon travel commencement, the internal temperature and humidity of the bus are expected to
reach desired comfort conditions in a short timespan once the air conditioning is switched on. In this work, an
experimental study was performed to determine whether the air conditioning system installed on a prototype bus
meets actual design and comfort requirements. The prototype bus is 12.8 m in length and has a 61 passenger
capacity with two additional staff. For this study, necessary preparations were made according to the air
conditioning test procedure of the bus manufacturer. Before the test, gas leakage of the bus air conditioning
system was checked, as was the amount of refrigerant in the air conditioning system. After passing these checks,
the bus air conditioning system was cleared for testing.
K-type thermocouples, a hygrometer, and an anemometer were used for the temperature, relative
humidity, and air velocity measurements, respectively. The measured values of temperature and relative humidity
were recorded periodically by using a data logger. Air velocities at the evaporator outlet were measured for each
blower speed. The characteristics of the measuring devices used in the experimental study are given in Table 1.

Table 1 Characteristics of the measuring devices

Measured Variable Measuring Device Range Accuracy

Temperature K-Type thermocouple -50/100 oC ±0.3 oC
Relative humidity Hygrometer + 5 / +95 % ±2 %
Air velocity Anemometer 0 / 40 m s-1 ±2 %

K-type thermocouples were calibrated to provide an accuracy of ±0.3oC for the temperature range of
50/100oC. According to the manufacturer’s technical data sheets, the accuracy of the hygrometer used to
measure relative humidity is ±2% for the range of +5%/+95% RH. A vane type anemometer was used to measure
of the air velocity. The measurement range of the anemometer is 0/40 ms-1 and has an accuracy of ±2% for this
range.
This paper was recommended for publication in revised form by Regional Editor Tolga Taner
*
Osmaniye Korkut Ata University, Department of Mechanical Engineering, 80000 Osmaniye, Turkey
E-mail address: saban.unal@osmaniye.edu.tr
 Journal of Thermal Engineering, Research Article, Vol. 3, No. 1, pp. 1089-1101, January, 2017

The internal and external temperatures measurement locations are shown in Fig. 1 schematically.
External temperatures were measured on the left and right sides of the bus. Measuring points of the external
temperature were located at near the outside mirrors. They were indicated as T1 and T2 in Fig. 1. Thermocouples
for the outside temperature were positioned behind a windbreak for not to be affected by air flows while the bus
moving. Also, the internal temperature measurement locations are indicated as T3~T12 in Fig. 1. Thermocouples
used to measure the internal temperature were located at the passenger seat cushions approximately 900mm
above, and they were positioned not to be affected by the sun.

Figure 1. Internal and external temperature measurement locations

Evaporator units are located on the left and right sides of the bus. Air temperature and relative humidity
values at the evaporator inlet and outlet were measured to determine the cooling load of the air conditioning
system. The experimental study was started after preparation of the relevant sensors and equipment. At the
beginning external temperature was measured by 33°C and with the air blowers set at maximum speed. Testing
was performed with three test personnel on a route from Temsa to Yılankale back to Temsa at a constant speed of
90 kmh-1. The study started at 1:00pm, and it was completed in 120 minutes.

Figure 2. Details of the test route

The route followed during the experimental study is in the form of Temsa-Yılankale-Temsa as shown in
Figure 2. The distance of Temsa-Yılankale is about 50 km. In this route, experimental study lasted until the
internal temperatures reach to the steady state. To reach the steady state condition of the system has been in
about 120 minutes.

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EXPERIMENTAL DATA AND CALCULATIONS

Cooling load calculations were made by using the RTS method. The bus has a 61 passenger capacity
plus two staff, so cooling load calculations should be made according to a total of 63 people. In the calculations,
the external temperature and relative humidity were taken as 35oC and 45%, respectively. The comfort zone for
the summer season is defined according to ASHRAE [10], as shown in the Fig. 3. Accordingly, the internal
temperature and relative humidity were taken as 25oC and 50%, respectively.

Figure 3. Comfort zone defined by ASHRAE for summer season

Variation of the calculated cooling load during the day is shown in Fig. 4. This cooling load was obtained
according to maximum passenger capacity. In the cooling load calculation, sensible and latent heat gain for
people given by ASHRE [9] were taken as 75 W and 55 W per one person, respectively. In addition, 10W
cooling loads per one person were added because of their clothes. Also, outdoor air requirement for ventilation of
the bus was assumed as 20 m3h-1 per one person according to the ASHRAE[21]. So, the maximum cooling load
was calculated as 30.5 kW. This cooling load is derived from surfaces (8 kW, 26%), ventilation (10 kW, 33%),
people (8.82 kW, 29%), infiltration (2.33 kW, 8%), and equipment (1.35 kW, 4%). Accordingly, an air
conditioning providing a 32.5 kW cooling capacity was selected for the bus.

Figure 4. Variation of the cooling load according to maximum passenger capacity during the day

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The results obtained from experiments were evaluated according to the ASHARE [12] thermal sensation
scale given in Fig. 5. The empirical equations given by ASHRAE [11] are shown below to calculate thermal
sensation values for men, women or both sexes.

Figure 5. ASHRAE thermal sensation scale

= 0.221 + 0.27 − 6.024 (1)

= 0.283 + 0.21 − 7.694 (2)

= 0.252 + 0.24 − 6.859 (3)

External temperatures were measured at locations near the outside rearview mirrors on both sides of the
bus. Variations in the external temperatures are shown in Fig. 6 as a function of time. The empirical equation for
the arithmetic average of temperatures and is given in Eq. (4). The external temperature variations are also
shown in Fig. 6 according to Eq. (4) as a function of time.

, = 33.4 − 0,011 ∙ (4)

Figure 6. Variation of the external temperatures with time during the experiment

The internal temperatures were measured at ten different locations labeled as ~ in Fig. 1. Variations
in the internal temperatures are shown in Fig. 7 as a function of time. The empirical equation for the arithmetic

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average of temperatures ~ is given in Eq. (5). The internal temperature variations are also shown according
to Eq. (5) as a function of time.

, = 56.5 − 7.35 ∙ ( ) (5)

Figure 7. Variation of the internal temperatures with time during the experiment

Figure 8. Variation of the temperatures at the evaporator inlet and outlet with time during the experiment

The air conditioning system is mounted on the ceiling of the bus. The system has two separate evaporator
units, one on each side of the bus. Variations in the temperatures at the inlet and outlet of the evaporator units are
shown in Fig. 8 as a function of time. The empirical equations given in Eq. (6) and (7) can be used to determine
the arithmetic average of the temperatures at each evaporator inlet and outlet. Temperature values obtained by
using Eq. (6) and (7) are also shown in Fig. 8.

,, = 50 − 6.548 ∙ ( ) + 57 − 8.4 ∙ ( ) ( ⁄ )
(6)

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, , = . . ∙ ( )
(7)

Relative humidity values of the air at each evaporator inlet and outlet were measured in real time.
Variations in these relative humidity values are shown as a function of time in Fig. 9. The empirical equations for
the relative humidity at each evaporator inlet and outlet are given in Eq. (8) and (9), respectively. The variation
in relative humidity values at each evaporator inlet and outlet are shown in Fig. 9 according to Eq. (8) and (9) as
a function of time.

∅ , = 43.03 + 0.057 ∙ (8)

∅ , = 70 + 2.1 ∙ ( ) + 50 + 8.5 ∙ ( ) ( ⁄ )
(9)

Figure 9. Variation of the relative humidity values at the evaporator inlet and outlet with time during the
experiment

The instantaneous cooling load of the air conditioning system was calculated by using the following
equation.

= ∙ ∙ ℎ , −ℎ , (10)

Each evaporator has three unit air blowers and each one has 1020 m 3h-1 flow rate. Therefore, the total
air flow rate of the air conditioning system is 6120 m3h-1. This flow rate is valid without any counter pressure.
During testing, the total air flow rate passing through the evaporator fins was measured to be 4950 m3h-1.

Density of the air at the evaporator outlet was calculated by using Eq. (11) [15].

348.1
= (11)
, + 273

Enthalpies of the air at the evaporator inlet and outlet can be calculated by using the measured
temperature and relative humidity values. The empirical equation given in Eq. (12) was used to calculate the
moist air enthalpy [15].

ℎ= , ∙ + ∙ℎ (12)

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Specific heat capacity of the air was assumed to be 1.007 kJ kg-1 K-1. The enthalpy of the water vapor in
humid air was calculated by the empirical equation given below [15].

ℎ = 2501.6 + (1.855 + 2.2147 ∙ 10 ∙ )∙ (13)

Eq. (14) was used to determine the humidity ratio of moist air [11].

∅∙
= 0.622 ∙ (14)
100 ∙ − ∅ ∙

P indicates the atmospheric pressure. Pressure of the saturated water vapor was calculated by using
the empirical equations given in Eq. (15)~(21) [15].

1
∗
= ∗
+ ∗
− (15)
∗
+ ∗

∗
= ⁄ (16)

+ 273
∗
= (17)
+ 273

= 533.83 ∙ (18)
∗ . ⁄( . ∗)

∗
= 107 ∙ 10 ∙ . ⁄ ∗
(19)

∗
= 10 ∙ . ⁄ ∗ (20)

∗
= 3 ∙ 10 ∙ . ⁄ ∗
(21)

So, the thermal sensation values and the instantaneous cooling load of the air conditioning system were
calculated by using the measured data.

UNCERTAINTY ANALYSIS
The thermal sensation values for man, women, and both sexes were calculated by using Eq.(1)~(3),
respectively. For this calculation, we need only internal temperature values of the locations shown in the Fig. 1.
The uncertainty in the thermal sensation values were calculated by using Eq. (22):

= + (22)

The uncertainty in the thermal sensation values can be expressed as a function of measured parameter as
follows:

= + = √2 (23)

The instantaneous cooling load of the air conditioning system was calculated by using Eq. (10). For this
calculation, measured values of the temperature, relative humidity and flow rate of the air were used.
Independent variables measured during the experiment and used in cooling load calculations are listed below:

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a) Air temperature at the evaporator inlet ,, , , ,

b) Air temperature at the evaporator outlet , , , , ,
c) Relative humidity at the evaporator inlet ∅ ,
d) Relative humidity at the evaporator outlet ∅ ,
e) Air velocity of passing through the evaporator fins ( )

The instantaneous cooling load provided by Eq. (10) can be expressed as a function of measured parameters
given in Eq. (24).

= ,, , ,, , , , , , , ,∅ , ,∅ , , (24)

Because of the measurement errors in the measured parameters, the law of propagation of uncertainties
was used to determine of the total error for the instantaneous cooling load calculation as described in [22, 23].
The uncertainty in the instantaneous cooling load of the air conditioning system was calculated by using Eq.
(25):

ℎ ℎ
= + + + (25)
ℎ ℎ

Each term in Eq. (24) can be expressed as a function of measured parameters shown in Eq. (26)~(29).

= + (26)
, , , ,

, , , ,

= (27)

ℎ, ∅,
= + + (28)
,, , ,
ℎ, ,, , , ∅,

ℎ , ∅ ,
= + + (29)
, , , ,
ℎ , , , , , ∅,

Uncertainties of the thermal sensation values and instantaneous cooling load were calculated by using
the accuracy values given in Table 1. Average errors in the thermal sensation values and instantaneous cooling
load were calculated as 1.5% and 4.7%, respectively.

RESULTS AND DISCUSSION

This experimental study was performed on the Adana-Ceyhan highway in August. The average external
temperature was 33oC at the beginning; it was later measured to be 32oC towards the end of the experiment, as
shown in Fig. 6. Unusually large fluctuations in the external temperature are reflections of places such as tunnels
or when in heavy traffic. According to the Fig.6, it can be said that outside temperature is nearly constant during
the experiment.
The internal temperatures were measured to be approximately 50oC at the beginning of the study, as
shown in Fig. 7, as a result of the bus exposed to the sun for a long time prior to the start of the experiment. As
evident, the internal temperatures decreased quickly after the air conditioning was activated. The average internal
temperature decreased to the external temperature after approximately 20 minutes and then decreased to 25oC,
which is the desired comfort condition after approximately 60 minutes. The average internal temperature
remained constant at 22oC after approximately 120 minutes indicating that the system had reached a steady state

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condition. The consistently lowest internal temperature was . This thermocouple was located near the
evaporator blowers. The warmest place within the internal environment was the engine room, represented by .
Due to the bus sun exposure prior to the start of the experiment, the temperature of the evaporator fins was also
high to start. Furthermore, the air temperature at the evaporator outlet was actually higher than the air
temperature at the evaporator inlet at the beginning of the experiment, as shown in Fig. 8. The air temperature at
the evaporator outlet dropped below that of the evaporator inlet after approximately 2 minutes. At the end of the
experiment, i.e., steady state, the temperature difference between the evaporator inlet and outlet was
approximately 10oC. This means that it is sufficient temperature difference at the evaporator unit to make
necessary cooling for internal environment of the bus.
In the beginning, while the relative humidity value at the evaporator inlet is nearly 43%, and then it is
50% in steady-state condition as shown in Fig. 9. The relative humidity at the evaporator outlet is measured
initially approximately 35%. It is observed that the relative humidity at the evaporator outlet is rapidly
increasing, and it is 80% in steady-state condition. According to the experimental results, the instantaneous
cooling load increased rapidly in the first eight minutes, and it reached a maximum value, as shown in Fig. 10. It
can be seen that the air conditioning system of the bus has reached approximately 32 kW of cooling capacity in
the first 20 minutes. The experimental study was made with 3 person, and after reaching steady state, the
cooling load was obtained as about 22 kW. Accordingly, it is clear that the air conditioning system of the bus has
the required cooling capacity, if the bus has maximum passenger capacity.

Figure 10. Variation of the instantaneous cooling load of the air conditioning with time during the
experiment

Variation of the thermal sensation values for men, women and both sexes with time during the
experiments are shown in Fig. 11, 12 and 13, respectively. In these figures, thermal sensation values are given for
the passengers seated at the points shown in Fig.1 as (3)-(12). Accordingly, after the system reaches steady state,
the lowest thermal sensation values are obtained at the mid-points of bus. This is because; evaporator units of the
air-conditioning are located at the midpoint of the bus. Due to the evaporator units are positioned at the middle
of the bus, cold air in the duct is given to the internal environment at the lower temperature than the other
locates. Accordingly, the thermal sensation values at the midpoints are calculated as lower than the other points.
Also, the maximum thermal sensation values are obtained at the rear of the bus. The reason for this situation,
engine of the bus is located at the rear of the bus and cold air in the duct is warming through the channel.

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Figure 11. Variations of the thermal sensation values for men with time during the experiment

Figure 12. Variations of the thermal sensation values for women with time during the experiment

Figure 13. Variations of the thermal sensation values for both sexes with time during the experiment

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Figure 14. Variations of the thermal sensation values with time during the experiment

Thermal sensation values were initially notably high, as shown in Fig. 14. This value decreased to +3,
which is the maximum value given in the ASHRAE thermal sensation scale, after approximately 20 minutes; it
fell to zero 80 minutes later. Thermal sensation values for men and women were -0.6 and -0.85 during steady
state, respectively. Accordingly, it can be said that the internal environment would have been perceived as
slightly cool. Therefore, it is concluded that the air conditioning system performed satisfactorily in terms of
thermal sensation values.

CONCLUSIONS
1) There are not any experimental data about the bus air conditioning system in the open literature. In this
work, all the experimental results are provided including external and internal temperatures, temperatures
and relative humidity values at the inlet and outlet of the evaporator.
2) Using the method explained in this work, it is possible to determine whether a selected air conditioning
system meets its design and comfort requirements through on-vehicle prototype testing.
3) Intercity buses often park in parking areas that are exposed to direct sunlight. Consequently, internal bus
temperatures may reach 60oC in regions with warmer climates, such as Adana. Such a high temperature
should be reduced before the traveling. As shown by Fig. 8, the variation in the average internal temperature
decreased to the external temperature in 20 minutes. Therefore, it can be said that the air conditioning
should be run for at least 30 minutes before traveling.

ACKNOWLEDGMENTS
This study is supported by TEMSA Global Industry and Trade Inc. The author would like to thank TEMSA
Global for their contributions.

NOMENCLATURE
Specific heat capacity of air, kJ kg-1 K-1
ℎ Enthalpy, kJ kg-1
Pressure, kPa
Cooling load, kW
Time, min.
Temperature, oC
Volumetric flow rate, m3 s-1
Humidity ratio, kg kg-1

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Thermal sensation value

Density, kg m-3
∅ Relative humidity, %
Subscripts
Average
Critical point
Evaporator
External
Grill
Inlet
Internal
Outlet
Saturated vapor

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