VEHICLE COOLING SYSTEM

AUTOMOTIVE AIR CONDITIONING EXPERIMENT

Prepared for
Dr. Amir Fartaj

by

Faisal SIDDIQUI
101963673
Candidate for Mechanical Engineering
(Automotive Option), 3rd year
 Table of Content

VEHICLE COOLING SYSTEM .................................................................................................2

AUTOMOTIVE AIR CONDITIONING........................................................................................2
Introduction ...........................................................................................................................2
Automotive Air Conditioner Components ..............................................................................3
Experiment Objectives ..........................................................................................................4
Experiment Setup and Apparatus .........................................................................................4
Nomenclatures ......................................................................................................................6
Sequence of Operation and Measurements..........................................................................6
Results ..................................................................................................................................7
T-s Diagram Including Vapor Dome ......................................................................................9
Conclusion ............................................................................................................................9

List of Figures

Figure 1: Components of Automotive Air Conditioning System ................................................3

Figure 2: Components of Automotive Air Conditioning System ................................................4
Figure 3: Front View of the Car Model ......................................................................................5
Figure 4: Passenger Cabin/Controls.........................................................................................5
Figure 5: A/C System Schematic ..............................................................................................5
Figure 6: T-s Diagram Including Vapor Dome...........................................................................9
 VEHICLE COOLING SYSTEM
AUTOMOTIVE AIR CONDITIONING
Introduction

At the turn of the century, the only way to provide comfort cooling in an automobile was by
ventilation. In the early days of motoring automobiles were open body and no special cooling
provisions were required. However In 1908 closed-body automobiles and in turn the need for
comfort cooling was required. Prior to 1940 the only provision for comfort cooling was in the
form of an adjustable windshield that opened only about half an inch vertically. The other
problem with this form of cooling was the poor quality of air due to air not being filtered.

The modern automotive air conditioning is the result of a continuing process of invention and
improvement which started back in 1940s. Since the advent of the automotive air conditioning
system in 1940s many things have undergone extensive change. The purpose of having an
air conditioner/heater in a vehicle is to provide a certain level of comfort to the driver and
passengers of the vehicle. The level of comfort varies from person to person and is based on
a desired temperature. Improvements have been made are computerized automatic
temperature control (which allow you to set the desired temperature and have the system
adjust automatically) and overall durability have added complexity to today’s modern air
conditioning system.

The air conditioner is a system in the vehicle that is responsible for cooling the passenger
compartment. Vehicles in the market today can primarily be divided in 3 categories based on
the air conditioning system installed. Even though the three systems differ, the concept and
design are very similar to one another. The major components of this system are the
compressor, condenser evaporator, accumulator and orifice tube. These components of the
automotive air conditioning are linked to one another by means of continuous path of tubes
and hoses of the refrigerant.

Refrigerant R-12 was used in the 1970s and 80s but was source of major controversy and
debates due to its harmful effect on the environment especially the ozone layer. Due to the
rapid increase in automobile usage and rapid automotive industry wide penetration of
refrigerant R-12 it soon became a major source of concern for the U.S. automotive industry
and need for an alternative in refrigerant became inevitable. In 1976 R-134a was selected as
the likely replacement for R-12. In 1987 Montreal Protocol was signed which paved the way
for replacing R-12 and introduction of R-134a. The 90s were the decade of the conversion
between the two refrigerants.

2
Automotive Air Conditioner Components

An automotive air conditioning system and the components works in the following manner:

Compressor: The compressor is the unit responsible for powering the A/C system. It is
powered by a drive belt connected to the engine's crankshaft. When the A/C is turned on the
compresses pumps out refrigerant vapor under high pressure and high heat to the condenser.

Condenser: After the high pressure vapor leaves the compressor, condenser is the device
used to change the high pressure refrigerant vapor to a liquid. It is mounted ahead of the
engine's radiator and looks similar to the radiator. As the car moves air flows through the
condenser and removes heat from the refrigerant changing it to a liquid state.

Figure 1: Components of Automotive Air Conditioning System

Receiver-drier: After passing through the condenser. The refrigerant moves to the receiver-
drier. This is a storage tank for the liquid refrigerant which removes moisture from the
refrigerant. Moisture in the system can freeze and block the flow of refrigerant.

Thermostatic Expansion Valve: As the compressor continues to pressurize the system, liquid
refrigerant under high pressure is circulated from the receiver-drier to the thermostatic
expansion valve. The valve removes pressure from the liquid refrigerant so that it can expand
and become refrigerant vapor in the evaporator.

3
Evaporator: An Evaporator consists of tubes and fins and is usually mounted inside the
passenger compartment. It is very similar to the condenser in design. As the cold low-
pressure refrigerant is released into the evaporator, it vaporizes and absorbs heat from the air
in the passenger compartment. As the heat is absorbed, cool air will be available for the
occupants of the vehicle. A blower fan inside the passenger compartment helps to distribute
the cooler air.

Finally the heat laden, low-pressure refrigerant vapor is then drawn into the compressor to
start another refrigeration cycle.

Experiment Objectives

Perform Energy balance analysis for the condenser and the evaporator.

Compare heat absorbed/rejected by the refrigerant and air through both of these
devices.

Account for any differences in heat absorbed and rejected by the refrigerant and air
through both of these devices.

Calculate the coefficient of performance (COP) for the system.

Produce a to-scale T-s diagram including the vapor dome.

Experiment Setup and Apparatus

Figure 2: Components of Automotive Air Conditioning System

4
Figure 3: Front View of the Car Model

Figure 4: Passenger Cabin/Controls

Figure 5: A/C System Schematic

5
Nomenclatures

1. Compressor (belt driven)

2. Electrical motor enclosure 10. 3-Phase disconnect switch
3. Connecting hose between compressor and 11. Motor VFD
…condenser 12. Starter ON/OFF switch
4. Condenser 13. VFD ON/OFF switch
5. Connecting hose between condenser and 14. VFD Enclosure
expansion valve (EX valve not shown) 15. Battery charger (ON all the time)
6. Evaporator compartment (Evaporator not shown) 16. Refrigeration cycle panel
7. Connecting hose between evaporator and 17. Evaporator cold air outlet
…compressor
8. 3-Phase socket outlet for the electrical motor.
9. Single phase socket outlet for the battery charger

Sequence of Operation and Measurements

Turn off the compressor, and connect the heater to the inlet of the evaporator to
simulate hot outside air, and provide a load to the AC system.

Make sure that under these conditions, temperatures at points 5 and 7 should be
equal. Record this temperature from the computer monitor.

Turn on the compressor and wait for the temperatures to reach steady-state.

Measure the air velocity at points 5 and 6 using the handheld hotwire anemometer.

Measure the air temperature at each side of the condenser (points 6 and 8) using the
handheld hotwire probe in temperature mode.

Temperatures at points 1-5 are to be measured using thermal probes connected to a
computer with LabJack software. After exiting LabJack, the data is to be written to a
file. Open this file and record steady-state temperatures 1-5.

Turn off the compressor, and the evaporator and condenser blowers.

6
Results
Recorded Data:

Compressor Speed: ω = 3122rpm

•
Refrigerant (R-134) mass flow rate: mh = 0.03kg / s
Ph = 105 psi (gage ) = 723.950kPa (gage ) = 825.275kPa(abs )
PL = PSAT @ T6 = 0 psi (gage ) = 101.325kPa(abs )
Air Velocity through Evaporator Outlet: VE = 5m / s
Cross section area of Evaporator Outlet: AE = 0.0071m 2
Blocky Factor = 0.65
Air Velocity through Condenser Outlet: VC = 3.5m / s
Cross section area of Condenser Outlet: AC = 0.2516 × 0.65
= 0.16354m 2

R-134a Temperatures Air Temperatures

R1 = −8.8
C A1 = 21.5
C
R2 = 43.6
C A2 = 25.0
C
R3 = 41.0
C A3 = 64.0
C
R4 = 25.2
C A4 = 63.5
C
R5 = 24.0
C
R6 = −15.6
C
R7 = −14.3
C

Calculated Data:
EES Commands: EES Outputs:
h_A1=Enthalpy(Air,T=21.5) hA1 = 295.1kJ / kg
h_A2=Enthalpy(Air,T=25)
hA 2 = 298.6kJ / kg
h_A3=Enthalpy(Air,T=64)
h_A4=Enthalpy(Air,T=63.5) hA 3 = 337.8kJ / kg
P_R6=Pressure(R134a,T=-15.6,x=0) hA 4 = 337.3kJ / kg
P_R7=Pressure(R134a,T=-14.3,x=1)
PR 6 = 160kPa
h_R1=Enthalpy(R134a,T=-8.8,P=168.8)
h_R2=Enthalpy(R134a,T=43.6,P=825.275) PR 7 = 168.8kPa
h_R3=Enthalpy(R134a,T=41,P=825.275) hR 3 = 276.9kJ / kg
h_R4=Enthalpy(R134a,T=25.2,P=825.275)
hR 4 = 86.71kJ / kg
h_R6=Enthalpy(R134a,T=-15.6,P=160)
h_R7=Enthalpy(R134a,T=-14.3,P=168.8) hR 6 = 241.1kJ / kg

7
Calculated Data (Continued):

Refrigerant (Inside)
Work Input to the Compressor:
• • •
Q R ,COMPRESSOR = mR ∆h = mR ( h2 − h1 ) = 0.03 ( 279.7 − 246.5 ) = 1.23kW
Heat Absorbed by Evaporator:
• • •
Q R ,E = mR ∆h = mR ( h7 − h6 ) = 0.03 ( 241.9 − 241.1) = 4.728kW
Heat Rejected by Condenser:
• • •
Q R ,E = mR ∆h = mR ( h3 − h4 ) = 0.03 ( 276.9 − 86.71) = 5.544kW
• • •
Energy Balance: Qin − WC = Q out = 4.728 − 1.23 = 3.498kW

Air (Outside)
Mass flow rate of Air through Evaporator:
•
ma = ρEVE AE = 1.26 ( 5 )( 0.0071) = 0.04473kg / s
c p = 1.005kJ / kg
C
Heat Rejected by Air to the Evaporator:
• • •
Q A,E = ma c p ∆T = ma c p (T3 − T4 ) = 0.04473 (1.005 )( 64.0 − 63.5 ) = 1.61kW
Mass flow rate of Air through Condenser:
•
ma = ρCVC AC = 1.17 ( 3.5 )( 0.16354 ) = 0.6696963kg / s
c p = 1.005kJ / kg
C
Heat Absorbed by Air from the Condenser:
• • •
Q A,C = ma c p ∆T = ma c p (T2 − T1 ) = 0.6696963 (1.005 )( 25.0 − 21.5 ) = 8.716kW
• • •
Energy Balance: Qin − WC = Q out = 8.716 − 1.23 = 7.486kW

• •
QE Q EVAPORATOR 4.728
COPR = •
= •
= = 3.84
W net in W COMPRESSOR 1.23

8
T-s Diagram Including Vapor Dome

Figure 6: T-s Diagram Including Vapor Dome

Conclusion

The main objectives of this experiment were to perform energy balance analysis for the
condenser and the evaporator, compare heat absorbed/rejected by the refrigerant and air
through both of these devices, account for any differences in heat absorbed and rejected by
the refrigerant and air through both of these devices, Calculate the coefficient of performance
(COP) for the system and produce a to-scale T-s diagram including the vapor dome.

While analyzing the energy balance for the condenser and the evaporator it was found that
the heat absorbed and rejected by air and the refrigerant through the condenser and
evaporator was not equal in practical life, even thought they are assumed to be equal in
theory.

The difference can be explained in terms of many sources of experimental errors such as
error in measuring the heat absorbed and rejected by air, and by the refrigerant R-134a,
measuring the cross section area of the condenser and the evaporator, measuring wrong
mass flow rate the refrigerant and velocities of air flow (which can provide error in heat
absorbed and rejected), measuring the atmospheric temperature and pressure, gage
pressure, high pressure and low pressure etc (which can provide error in heat absorbed and
rejected), lack of moisture in the air and heat being absorbed by other components.

The Coefficient of Performance calculated was average compared modern A/C units however
to design a good A/C unit we must take into account issues that can lead to wrong readings
and calculations.