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Energy Procedia 6 (2011) 467476

MEDGREEN 2011-LB

Performance and Evaluation of Aqua Ammonia Auto Air Conditioner System Using Exhaust Waste Energy.
Khaled S. AlQdah * Tafila Technical University, Zip code: 66110, Tafila, Jordan.
Abstract

This work presents an experimental study of an aqua-ammonia absorption system used for automobile air conditioning system, this system using the exhaust waste heat of an internal combustion diesel engine as energy source. The energy availability that can be used in the generator and the effect of the system on engine performance, exhaust emissions, auto air conditioning performance and fuel economy are evaluated. Because automotive air conditioning is one the most equipment that heavily uses CFC compounds and the leakage of CFCs from such air conditioners impact on the environment. The main purpose of this investigation to explore the feasibility of using waste energy to design the absorber and generation since these components are the most important components of absorption and they are directly influence the performance of the whole system. It has been found that the aqua -ammonia concentration effect the cooling capacity. The estimated cooling load for the automobile found to be within acceptable ranges which are about 1.37 ton refrigeration. The obtained results show that the coefficient of performance (COP) values directly proportional with increasing generator and evaporator temperatures but decrease with increasing condenser and absorber temperatures. Measured values for generator, absorber, and evaporator and condenser temperature were recorded and the coefficient of performance of the system varied between 0.85 and 1.04. The main components of the absorption cycle were designed and fabricated for optimal performance and could be rapidly transfer to the industry, The system was found to be applicable and ready to produce the required conditioning effect without any additional load to the engine. The proposed system decreases vehicle operating costs and environmental pollution caused by the heating system as well as causing a lower global warming. 2010 Published by Elsevier Ltd. Selection and/or peer-review under responsibility of [name organizer]

Key Words: Absorption; Performance; COP; Waste heat; Aqua Ammonia; Generator.

* Corresponding author. Tel.: 00962 3 22 50 326; fax: 00962 3 22 50 002 E-mail address: kqdah@ttu.edu.jo

18766102 2011 Published by Elsevier Ltd. doi:10.1016/j.egypro.2011.05.054

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Nomenclature A: Cross sectional or surface area (m2 ) COP: Coefficient of Performance; D: Diameter (m) g: Gravitational acceleration (m/s2) H: Specific enthalpy (kJ/kg) h: Convective heat transfer coefficient of tube K: Thermal conductivity (W/m2) m: Mass flow rate (kg/hr) M: Mass flow rate for the mixture (kg/hr) Nu: Nusselt number Pr: Prandtls number P: Pressure (bar) Q: Heat gained or lost in a certain device (kW) Qg: Heat gained in the generator (kW) T: Temperature (C) Toe: Ton oil equivalent TR: Ton Refrigeration U: Overall heat transfer coefficient (W/m2k) !: density (kg/m3) "TLMTD: log mean temperature difference (C) Subscripts a: ammonia g: gas i: inside l: liquid o: outside

(W/m2k)

1. Introduction In 2009, Jordan local crude oil and natural gas production was nearly 163 thousand toe, i.e. 3.3% of Jordans total energy needs. In view of the limited production of local resources, Jordan has depended on imports to meet its energy needs. Crude oil and oil products imported in 2009 were around 4557 thousand toe as shown in figure 1[1]. Jordan is relatively poor in conventional energy resources as illustrated in figure 2 which represents the primary energy resources and usage for the year 2008. Therefore, the long term security requirement of Jordan is to reduce the dependence on imported oil and natural gas and move towards use renewable energy sources. Moreover, the extensive fossil fuel exploitation results in atmospheric and environmental pollution and lead to some undesirable phenomena represented by global warming, greenhouse effect, climate change, ozone layer depletion and acid rain. It is therefore unlikely that that any future scenario for Jordan will not include a significant proportion of its energy to come from other sources such as renewable energy and other alternative energy resources such as waste energy. Much of an internal combustion engines heat from combustion is discarded out of the exhaust or carried away via the engine cooling water. All this wasted energy could be useful. The common automobile, truck or bus air conditioner uses shaft work of the engine to turn a mechanical compressor. Operating the mechanical compressor increases the load on the engine and therefore increases fuel consumption, emissions and engine operating temperature. Nowadays all the scientists and car manufacturers in the world search to solve two main problems in vehicles. The first problem is fuel economy and the reduction of fuel consumption, the second problem is fuel emissions and environmental impact.

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Figure1.Imported crude oil and oil products during the period 2005-2009 in Jordan (000 metric tons)

Figure2. The primary energy resources and usage for the year 2008 for Jordan.

2. Literature Review The most available studies that conducted the auto air conditioners using waste energy as thermally driven are Robert and Frosch [4], Binghadi et al [5], Frank et al [2]; Alhusein and Inayatallah [6] designed a simple aqua ammonia absorption system for automobile air conditioning utilizing the exhaust waste heat from a spark ignition engine. Gui et al [7], Masadeh [8], Carried out the analysis and investigation of an automobile aqua- ammonia air conditioner using the available energy from spark ignition engines. Al-Aqeeli and Gandhidasan [3], the feasibility and design of an air conditioning system for automobiles using the Open Cycle Absorption System, with LiBr-H2O as the working fluid has been carried out. Shah Alam[9], Proposed a model for utilizing the exhaust waste heat to run automobile air-conditioner In his work three fluid ( Ammonia Hydrogen and Water) Vapor absorption systems is used for air conditioning of four strokes, four cylinders passenger car. Silva et al [10]. Crepinsek et al [11], Comparison of the performances of absorption refrigeration cycles were carried at for different working fluid. Koehler et al [12] studied the performance of absorption cycle for mobile system.

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3. Objective The main objective of this work is to investigate the feasibility to utilize the waste heat from the diesel engine from the exhaust for automobile air conditioning system and to explore the advantages of this system over conventional air-conditioning system. Feasibility study should make to decide the units chances to be produced on commercial scales in Jordan, because it has many advantages such as low emissions and environmental impact in addition to less engines fuel consumption and more economic. 4. Experimental Investigation and Thermodynamics analysis A Four cylinder diesel engine installed in the Mechanical Engineering Department Laboratory at the Faculty of Engineering/ Tafila Technical University was used for the experiment. Several sample tests were prepared or carried out. Like other air conditioner systems, the automobile air conditioner must provide adequate comfort cooling to the passenger in the conditioned space under a wide variety of ambient conditions. In automobile air conditioning load factors are constantly and rapidly changing as the automobile moves over highways at different speeds and through all kinds of surroundings [3]. As the car moves faster there is greater amount of infiltration into the car and the heat transfer between the outdoor air and the car surface is increased. The physical sizing of the air-conditioning system is critical, since space must be used efficiently to hold the design system. Cooling capacity is the amount of heat that the air-conditioning system is able to remove from the vehicle. It is measured in kilowatts (kW). Previous studies and experiments were performed by researchers. The results obtained described the effect of each heat source inside the automobile [13]. Different designers may make different assumptions and follow different aspects, but the best design is the one that takes all factors, which affect the load calculations into account. Cooling load for the temperature difference between 40C and 20C for automobile holds 5 passengers has been estimated and found to be 4.8 kW which corresponds to 1.37 ton refrigeration (TR). This value falls into the range mentioned previously in the literature [3]. It is stated in the literature that the cooling capacity required for the typical automobile is from 1 to 1.5 tons of refrigeration. Based on cooling load calculations, the cooling capacity or heat that must be removed from the evaporator space approximately 5 kW. In order to measure the exhaust waste energy to know the amount of heat that can be utilize by the generator (Qg). Shell and tube heat exchanger has been used. Water passed through the tube and hot gases from the exhaust flow in the shell and touch the pipe wall .The waste heat from the exhaust which can be transferred to the water and the heat gain by water can be estimated from the following formula [14]

Qg = m C

(T out

T in

) ............................... (1)

Where Qg is the generator heat (kW)

m : Water mass flow rate.


Cp: specific heat at constant pressure Figure 3 shows the heat flow for a typical ammonia-water absorption cycle [15]; this figure also indicates the heat flow direction in each component. In order to analyze this cycle based in thermodynamic and heat transfer laws the data were recorded to be easily compared to the other works reported in literature.

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Author name / Energy Procedia 00 (2011) 000000

Figure3. Heat flow direction for the absorption cycle The state of the substances described in figure 4 shows that pure ammonia vapor at point 1 mixed with liquid water in the absorber and the strong solution of aqua ammonia pumped to the generator as shown at point 3. vaporization of ammonia occurs inside the generator and pure ammonia vapor enters the condenser and leaves as hot liquid at point 5. The coefficient of performance of the cycle can be found from the following relation [16].

COP

Qe ....................... (2) Qg

4.1. System Design The generator is used to create the same task of the compressor in the conventional compression refrigeration cycle. It is located where the heat is available from the exhaust gases, and the important limiting factor the space occupied by generator. The generator used to evaporate the mixture of ammonia that react with water and leaves pure ammonia or mixture with high ammonia concentration. The generator is design to have a capacity of 4.8kW with temperature around 90 C and pressure of 19 bars. The maximum space available in the automobile that this component can be installed is 50 cm long, 25 cm wide and 15 cm high. Due to limited space the full design details and consideration will not presented in this paper, but the general and basic heat transfer , thermodynamics and fluid mechanics and other formula from references[15, 17,18,19,20] were used to design all the system components generator, absorber, condenser, evaporator and expansion valve The value of overall heat transfer coefficient U found to be as U = 7.196 w/m2C . It is know that the amount of heat required to be rejected by the absorber to achieve good absorption process must be not less than 1739 kJ/ kg of refrigerant. Then the total heat transfer area was calculated A = 0.3978463 m2. Which represents a tube having 6.65 meters long [6, 8]. 5. Results and Discussion Before operating the air conditioning system it is needed to study the performance of the engine at variable speeds in order to evaluate the available energy in the exhaust gases.

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The effects of different engine parameters on the performance of air conditioner are investigated, these parameters are the engine speed, exhaust gases temperature and exhaust gas flow rates. Moreover, the effect of the generator, condenser absorber and evaporator temperatures on the capacity of the system were observed. It is clear that as the engine speed increases the flow gases temperature and flow rates and hence energy available will increase so the engine speed will directly affect the performance of the air conditioning unit through increasing the energy produced by the engine exhaust as shown in figures 4 and 5. These figures show that the generator temperature and generator capacity and the refrigeration effect of the unit will increased by increasing the engine speed this trend of increase is expected to vanish and only small variations are expected to occur after speed of 2100 RPM, this is because when strong solution is heated in the generator and ammonia vapor is separated there will be a maximum limit to this separation over which any increase in the generator temperature or heat input to the system will not be more effective.
6.5 6 Qg(Kw) 5.5 5 4.5 4 800 1300 1800 2300 Engine Speed RPM 2800 3300

Figure 4. Effect of diesel engine speed on the exhaust heat generation (Qg).

Exhaust Temperature C

320 300 280 260 240 220 200 180 800 1300 1800 2300
Engine Speed RPM

2800

3300

Figure 6. The effect of diesel engine speed on the exhaust gas temperature

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The above figures show the variation of the exhaust gas temperature with the diesel engine speed at different loads. This temperature increases with the engine speed and the vehicle load. This means that the higher the engine speed and vehicle load, the higher the amount of heat provided to the passenger compartment. For the vehicle loads of 20% and 80%, the maximum exhaust gas temperatures were 230 and 280 C, respectively. It is seen that this temperature had sufficiently high values when the engine speed was between 1500 and 2100 rpm. Furthermore, exhaust gas temperatures at different vehicle loads diverge with the increasing engine speed. Consequently, the heat generated or energy available in the exhaust gases variation with the engine speed explored in figure 4, directly proportional relation between Qg and engine speed as a result of exhaust gas temperature increasing. Therefore, absorption refrigeration system may be able to take advantage of the exhaust gas power availability and provide the cooling capacity required for automotive air conditioning. Figure 6 shows the variation of COP with evaporator temperature for the generator temperature Tg =80C and condenser Tc= 45 C. The COP increased slightly by increasing the evaporator temperature. Increasing the evaporator temperature from 4 to 14 C will increase the COP, this increasing due to the increasing of enthalpies and hence increasing the capacity of the evaporator.
1.2 1 0.8 0.6 0.4 0.2 0 0 5 10
o

COP

15 C

Evaporator Temperature
Figure 6. Variation of COP with the evaporator temperature

Figure 7 reported the relations between exhaust temperature and heat generated, because increasing the exhaust temperature increasing the available energy in the exhaust then lower values of COP obtained depending on the equation (2).

6.5 6 5.5 5 4.5 4 180

Qg (kW)

200

220

240

260

280

300

320

Exhaust Temperature ( C )

Figure 7. The effect exhausts gas temperature on heat generation (Qg).

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From the previous discussion regarding the COP value, it can be seen that this COP depends mainly on the evaporation and regeneration energies. So, changing the values of these two will change the COP produced. This indicates that higher regeneration temperatures are needed in order to allow the system to work efficiently. Figure 8 shows that higher COP for the diesel engine using exhaust waste energy can be achieved at the low heat generated and hence at low engine speed where the evaporator heat capacity assumed to be constant in this case as a result from equation 2.

6.5 6 Qg(kW) 5.5 5 4.5 4 0.8 0.85 0.9 0.95 1 1.05 1.1

Figure 8. Variation of COP with the heat generated from the exhaust.

The variation of the system coefficient of performance versus the condenser temperature shown in figure 9, from this figure, it is clear that increasing has a reverse effect on the COP of the system. Increasing the condenser temperature will the rate of heat rejected from the condenser and this will lead to large heat gain required in the evaporator. Therefore, the conditions of the evaporator are held constant during this investigation such as evaporator capacity (Qe) of the system.

1.2 1 0.8 COP 0.6 0.4 0.2 0 38 40 42 44 46 48 50 Condenser Temperature C

Figure 9. Variation of the system COP with condenser temperature

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Based on the data reported results and the literature, the power (mechanical or thermal) required for running automobile air-conditioning system lowers the fuel mileage of the vehicle and indirectly affects the atmosphere through increased exhaust emissions. The energy consumption of an air-conditioning system is measured in terms of the coefficient of performance (COP) where COP is the heat removed from the cold side of the system divided by the energy input required to run the cycle. From the results obtained, it is clear that the system is feasible to be designed with good reduction in the cost of operation and fuel consumption. The heat available in the exhaust gas it is able to evaporate the aqua-ammonia solution to complete this cycle. The COP of a standard R-12 vapor/compression system used in automobiles is 2.35 and the compressor efficiency is 65% [23], but for systems that using absorption cycles did not exceed 1.3. From the results obtained in this work, it is clear that the system is feasible to be designed with good reduction in the cost of operation and fuel and power consumption in addition to low engine emissions. The suggested system has many advantages, including its high overall efficiency and lack of moving parts. This waste-heat driven system would also be reliable in operation because of its simplicity. Its size is a distinct drawback for automotive use, and the system would therefore benefit strongly from energy conservation. Some very creative planning would be required to fit it into the engine compartment, and research aimed at reducing system size is indicated. Mass production techniques also need to be developed. The absorption cycle is large and complex. It has many individual components that need to be assembled and maintained. It would benefit strongly from energy conservation and from research efforts to reduce component size.

6. Conclusions
Performance of auto air conditioner using exhaust waste energy from diesel engine has been carried out in this investigation. It is evident that COP strongly depends on working conditions such as generator, absorber, condenser and evaporating temperature. The aqua-ammonia vapour absorption automobile air conditioner is an economically attractive concept for utilizing exhaust waste heat because most of the energy input comes from the heat available in the exhaust gases, with only small electric power used to operate the pump. The engine exhaust gas was confirmed as a potential power source for absorption automobile air conditioner system. In other words, the absorption refrigeration system may be able to take advantage of the exhaust gas power availability and provide the cooling capacity required for automotive air conditioning. Overall, carbon monoxide emission was decreased when the absorption refrigeration system was installed in the exhaust gas. So, changes in exhaust components concentration were a consequence of the major modifications in the exhaust system. The absorption cycle has the economic advantage of having few high precision components, thus reducing manufacturing costs. The low efficiency, however, is a negative economic factor. Ammonia Absorption cycle, should be considered as a viable alternative to mechanical vapor compression cycle. Appreciable cooling load reduction can be realized by modification on the automobile body and the door and windows design. With flexibility in operation, absence of compressor noise, very low maintenance and high reliability. The waste heat energy available in exhaust gas is directly proportional to the engine speed and exhaust gas flow rates. Acknowledgment Thanks are due to Professor. Mahmoud Hammad from University of Jordan for his valuable comments and continual encouragement and sincere advice. References [1] Ministry of Energy and Mineral Resources Annual Report; 2009: Amman, Jordan. [2] Frank F, Nekola, Trenton F. Heat generator for use with an absorption air conditioning system for Automobiles 1990; United State Patent, 5: 49-82.

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[3] Al-Aqeeli N, Gandhidasan P. The use of an open cycle absorption system in automobile as an alternative to CFC. The 6th Saudi Engineering Conference, KFUPM, Dhahran, December 2002; Vol. 5. P. 517-530. [4] Robert A, Frosch. Automotive absorption air conditioner utilizing solar and motor waste heat, United States Patent; 1980, 4,307,575. [5 ] Bin Gadhi S, Agrawal R , and Kaushik. Computer aided analysis and thermal design of a signal effect absorption unit using Methanol-LiBr.ZnBr2 mixture. Proceedings of the International Conference on Refrigeration and Air Conditioning, (Amman Jordan); 1988, p.25-30. [6]Alhusein M, Inayatullah. Automobile vapor absorption air conditioning system, J of Mu'tah for Research and studies 1994; 9:.251-269. [7] Gui-ping Lin Xiu-gan Yuan Zhi-guang Mei, The feasibility study of the waste heat air-conditioning system for automobile, J of Thermal Science 1994; 3:2, [8] Masadeh. S. Design and performance of automobile aqua-ammonia A/C System utilizing exhaust waste heat. Master Thesis, University of Jordan; 2002. [9] Shah Alam A. Proposed model for utilizing exhaust heat to run automobile air-conditioner, International Conference on Sustainable Energy and Environment, 21-23 November 2006, Bangkok, Thailand. [10] Silva CM, Costa .M and. Farias. Evaluation of SI engine exhausts gas emissions upstream and downstream of the catalytic converter, J Energy Conversion and Management 2006; 47: 28112828. [11] Crepinsek Z, Goricanec D, Krope J. Comparison of the performances of absorption refrigeration cycles. J of WSEAS Transaction on Heat and Mass Transfer 2009; 3:65-76. [12] Koehler J, Tegethoff WJ, Westphalen D, Sonnekalb M. Absorption refrigeration system for mobile applications utilizing exhaust gases. J Heat and Mass Transfer 1997; 32: 333340. [13] Ruth D W. Simulation Modeling of Automobile Comfort Cooling Requirements. ASHRAE Journal 1975, pp. 53-5. [14] Holman JP. Heat Transfer, 9th ed. New York: McGraw-Hill; 2002. [15] Sonntag R, Claus B and Gordon J , Van W. Fundamentals of Thermodynamics. 6th ed. John Wiley & Sons; 2003. [16] McQueiston C, Jerald P. Heating, Ventilating ,and Air conditioning Analysis & Design. 4th ed. John Wiley & Sons, New York; 1997. [17 ] Ibrahim, O M, Klein S.A. Thermodynamic Properties of Ammonia-Water Mixtures. ASHRAE Transactions from 1993 Winter Meeting, Chicago Vol. 99, Part 1, p. 1495-1502. [18 ] Incropera P , DeWitt P.. Fundamentals of Heat and Mass Transfer. 6th ed. John Wiley & Sons, New York; 2006. [19] Arora, C.P. Refrigeration and Air Conditioning.3rd ed. Tata McGraw-Hill: New Delhi; 1981. [20] Auto Air Conditioning, A SHRAE Applications Handbook;1995, p. 87-89. [21] Chisholm D. Two-phase flow in pipelines and heat exchangers. 2nd edition .George Goodwin, New York; 1983. [ 22 ] Davis E.J, David M. Two-phase gas liquid convection heat transfer, 1 and EC fundamentals; 1964, 3; 111-118. [23] Mei VC, Chem FC, and Kyle, DM. Alternative Non-CFC Mobile Air Conditioning". Final Report; 1992, U.S. Department of Energy. ORNL/CON-335, p. 33

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