HTJ

htj21133

Dispatch: March 21, 2014 CE: XXX

Journal MSP No. No. of pages: 16

Heat TransferAsian Research, 00 (00), 2014

Theoretical Investigation of Waste Heat Recovery from an IC

Engine Using Vapor Absorption Refrigeration System and
Thermoelectric Converter

PR
O
O
F

Ankit Sonthalia, Somesh Reddy, C. Ramesh Kumar, and Keval Kamani

School of Mechanical and Building Sciences, VIT University, Vellore 632014, Tamil Nadu, India

This study introduces the preliminary simulation of a single cylinder spark

ignition engine with waste heat recovery system. To harvest waste heat energy from
the engine exhaust a thermoelectric generator coupled to a vapor absorption refrigeration (VAR) system was proposed in this simulation work. Parametric simulation of
engine, thermoelectric generator and VAR using thermodynamic relations was carried out in MATLAB Simulink software. An attempt has been made mathematically
to integrate engine, thermoelectric generator and VAR system to study the effect of
engine load, speed, equivalence ratio on thermoelectric output and coefficient of performance (COP) of a VAR system. In this study, the VAR system runs as a standalone
system by taking energy from the exhaust gas and the electric power produced by a
thermoelectric generator was utilized to run the pump of the refrigeration system. It
was found that COP of the absorption refrigeration system depends on engine load,
speed and air fuel equivalence ratio. The study also reveals that about 10% to 15%
of the total exhaust energy can be harvested using this system. C 2014 Wiley Periodicals, Inc. Heat Trans Asian Res, 00(00): 118, 2014; Published online in Wiley
Online Library (wileyonlinelibrary.com/journal/htj). DOI 10.1002/htj.21133

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PE: Ajay Patel

Key words: thermoelectric generator (TEG), vapor absorption refrigeration

system, IC engine, MATLAB/Simulink, waste heat recovery
1. Introduction

The spark ignition engine was developed by Otto in 1876. Since then many efforts have been
undertaken by researchers to assess the effect of each of its parameters through experiments. This
involved the fabrication of the experimental setup and the testing. The evaluation time of the effect of each parameter on the engine performance can be greatly reduced by the use of simulation
procedures. Simulation method allows the engine designer to change and test many different parameters without building real parts or even real engines [1]. The development of the engine thus, is
accelerated up by the simulation as it simply estimates the trend of those characteristics and effects.
Previous works concentrated mainly on predicting the pressure inside the combustion chamber [2, 3] but the pressure and volume are influenced by engine geometries during variation of crank
angle. So the pressure and displacement volume are needed to convert as functions of crank angle.
References [4, 5] proposed the method that can calculate the pressure and volume at any crank angle.
C

2014 Wiley Periodicals, Inc.

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Many researchers reported that the mass of mixture that flows into the cylinder during the
intake stroke is a very important parameter [2, 4, 6, 7] because it affects the amount of fuel which
mixes with the air. This mass can be determined by combining the ideal gas law and volumetric
efficiency. However it is very difficult to evaluate because they are affected by many factors, such
as manifold geometries and valve timing [2]. Eriksson and colleagues [2], and Kuo [4] assumed
that the pressure inside the manifold and inside the cylinder are the same, and neglect the effect of
volumetric efficiency.
Not all the heat input to an IC engine is realized as work output, about 30% of it is rejected as
waste heat to the exhaust gas. This waste heat can be recovered using thermoelectric modules (TEMs)
and converted into electrical energy, which works on the principle of the Seebeck effect. The electric
energy can meet the electrical requirements of an automobile, thus reducing fuel consumption of an
automobile [8].
The air conditioning load in an automobile is a major auxiliary load which outweighs the
energy loss to rolling resistance, aerodynamic drag, or driveline losses [9], resulting in a loss of fuel
economy. The vehicles mostly use a vapor compression refrigeration system which uses harmful
refrigerants for air conditioning, which if it leaks can have serious effect on the environment [10].
The vapor absorption refrigeration (VAR) system can negate these issues as it uses environment
friendly refrigerants and also a part of the heat wasted in exhaust gas can be used to provide heat for
the generator of the VAR system. Yadav and Verma and Horuz [11, 12] have used the exhaust gas of
an engine as a heat source for the generator of a VAR system. The coefficient of performance (cop)
of VAR using engine exhaust heat was simulated by Ramanathan and Gunasekaran [13] and Singh
and colleagues [14]. The effect of change in engine load, engine speed and change in condenser and
evaporator temperature on cop was simulated by them.
In this paper the focus is on the determination of the coefficient of performance of a VAR
system. Using the first law of thermodynamics simulation of a spark ignition engine was done
and the heat produced in the exhaust was calculated. This heat was converted to electrical energy
using a thermoelectric generator and it was also given as heat input for the generator of a VAR
system. The power produced from the TEG was used to run the pump of the refrigeration system.
The effect of the speed of the engine on cop was also simulated. The simulation was done using
MATLAB/SIMULINK software.
Nomenclature
A:
AMOLWT:
AC :
C:
Cp :
Cf :
D:
Dvalveseat :
h:
I:

radius of the crank (m)

molecular weight
valve seat area (m2 )
compression ratio
specific heat at constant pressure
flow coefficient
cylinder bore (m)
inlet valve seat diameter (m)
heat transfer coefficient
current produced by the TEM (amp)

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IVL
Kc:
LCV:
l:

m:
ma :
mf :
Mresidue :
P:
Ppump :
Q:
Qloss :
Qin :
Rc :
Rmix :
S:
T:`
Th :
Tg :
Tw :
Texh :
VBDC :
Vc :
Vd :
Vp :
V:
Vpump :
xb :
:
:
air :
s:
10 :
90 :
d :
T:
TC :
:
:

inlet valve lift (mm)

thermal conductivity of TEM (W/mK)
lower calorific value of fuel
length of the connecting rod (m)
mass flow rate through valve
mass of air inducted per cycle (kg)
mass of fuel inducted per cycle (kg)
residual mass from the previous cycle
cylinder pressure at crank angle
power produced to drive the pump (W)
heat produced by exhaust gas
heat lost to the surroundings
heat liberated during combustion
resistance of the TEM ()
universal gas constant for the mixture
stroke length (m)
temperature at crank angle (K)
temperature at hot side of the TEM (C)
gas temperature (K)
wall temperature (K)
exhaust gas temperature (K)
volume when piston is at BDC
characteristic velocity
displacement volume
piston velocity (m/s)
cylinder volume at crank angle
voltage produced to drive the pump (V)
mass fraction burned
see beck coefficient
crank angle ()
density of air (kg/m3)
spark angle ()
angle when 10% of the charge burned ()
angle when 90% of the charge burned ()
combustion duration angle ()
temperature difference of exhaust gas across the TEG (C)
temperature difference of exhaust across the TEM (C)
ratio of specific heats
equivalence ratio

VAR System
cop: coefficient of performance
h: enthalpy of refrigerant (J/kg)
m: mass flow rate of refrigerant (kg/s)

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M:
p:
Qe :
Qp :
Qg :
Qc :
Qa :
t:
x:

mass flow rate of solution (LiBr + Water) (kg/s)

pressure of refrigerant (N/m2 )
heat exchange in heat exchanger (W)
heat from TEG to pump (W)
heat required for generator (W)
heat required for condenser (W)
heat required for absorber (W)
temperature of refrigerant (K)
mass fraction of LiBr

Subscripts
1:
2:
3:
4:
5:
6:
7:
8:
9:
10:

after generator
before regulating valve
before absorber
after absorber
after pump
before generator
vapor from generator
after condenser
before evaporator
after evaporator

2. Modeling in MATLAB
2.1 Piston position and piston speed
The geometric parameters of the piston and cylinder are represented in Fig. 1. The analytical
expression for the piston position was derived from the crank angle, radius of the crank and connecting rod length. The position of the piston with respect to crank angle is given by Eq. (1). The
analytical expression for the piston speed which is derived from the expression of piston position
was put into a model using the blocks available in the simulink library. The speed of the piston is

Fig. 1. Geometric parameters of the piston while in dynamic motion. [Color figure can be viewed
in the online issue, which is available at wileyonlinelibrary.com/journal/htj.]

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given by Eq. (2). The expressions were implemented as a simulink model using the common blocks
available in the simulink library.
x = a + l [(l 2 a 2 sin2 )(12) + a cos ]

(1)

V p = a sin [1 + a cos (l 2 a 2 sin2 )(12) ].

(2)

2.2 Cylinder volume

The volume of the piston cylinder can be determined as a function of crank angle from the
compression ratio, the stroke, bore and connecting rod length. The expression [15] that is obtained
from the derivation is given by Eq. (3).
1
V = S
2

D2
4

)[

]
2
R
+ 1 cos +
(1 cos 2) .
C 1
4L

(3)

This equation was then modeled as a simulink model file which involves the use of the subsystem block from the simulink library.
2.3 Cylinder pressure
This model is derived from the first law of thermodynamics. The pressure is derived Eq. (4)
as a function of crank angle [5].
1
dP
=
d
V

dQ
Q loss
d

P dV
,
V d

(4)

dV
can be determined from (3) by taking a derivative with respect to the crank angle ().
d
dQ
is the heat release rate during combustion of the charge and Qloss is the heat lost to the
d

where

Here
cylinder walls due to convection during combustion. Ratio of specific heat and gas constant R
is calculated [16] using the following equations. The equations to calculate specific heat capacity
(C p ) and molecular weight of charge (AMOLWT) in this work is taken from Ganesan [16].
Rmi x =
=

8.314

Cp

C p 8.314

(5)

(6)

2.4 Heat release rate

The internal combustion engine converts the heat energy released during the combustion of
fuelair mixture into mechanical work. The heat release rate during combustion is given by Eq. (7).
dx
dQ
= Q in b .
d
d

(7)

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The total amount of heat liberated inside the combustion chamber by the fuel per cycle is
given by Eq. (8).
Q in = m f LC V .

(8)

The heat release rate of the air-fuel charge is determined using mass fraction burned, which
is a normalized quantity with a scale of 0 to 1, describing the process of heat release as a function of
crank angle. It has a characteristic S-Shape curve [17] and the varying slope of the curve explains the
rate at which the air-fuel mixture is burned. The slope of the curve increases after the spark timing
and reaches maximum at 50% of mass fraction burned which is halfway through burning process
and decreases to zero as the combustion process is completed. A functional form used to represent
the mass fraction burned versus crank angle curve is the Wiebe function given by Eq. (9)
xb () = 1 e

[ (
]
)
m+1
a s
d

(9)

Varying a and m changes the shape of the mass fraction burned curves. These curves has
been fitted with values of a and m derived from experimental data in order to obtain very good
correspondence between the experimental data derived from the cylinder pressure and the fit to that
data derived from simulation using Wiebes function. The adjustable parameters, a and m are
given Eq. (10) and Eq. (11), respectively. The crank angle at which 10% of the mass in the cylinder
had burned and for 90% of the mass that had burned was found using the mass fraction burned data
gathered by experiment.
)
(

ln 0.9

ln
m = ( ln 0.1 )

10 s

ln
90 s

(10)

ln 0.9
.
a = (
)m+1
s

10

(11)

2.5 Burn duration

The time in terms of crank angle for the charge to burn after ignition is called burn duration.
A fifth order curve fitted equation, Eq. (12) using Fig. 2 (which is plotted using experimental data)
was derived with respect to equivalence ratio and was used to calculate the burn duration.
d = 4295 + 30184 83973 + 15412 7835 + 2144.

(12)

2.6 Heat transfer

The heat transfer between the combustion products and the combustion chamber walls is
mainly through convection and is given by Eq. (13). It depends on the degree of turbulence of the

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Fig. 2. Burn duration versus equivalence ratio.

airfuel charge, piston speed and the engine geometric parameters such as the exposed cylinder area
and bore. In this work heat transfer between gases and walls of the combustion chamber through
convection is considered.
(
)
Q loss = h A Tg Tw .

(13)

The heat transfer coefficient [14] is given by Eq. (14).

h = 130V 0.06 P 0.8 T 0.4 (V p + 1.4)0.8 .

(14)

The heat transfer coefficient depends on the degree of turbulence of the charge, the piston
speed and the exposed cylinder area and bore.
2.7 Residual mass
The residual gas [17] affects the volumetric efficiency and engine performance directly,
through its effect on working fluid thermodynamic properties. The amount of residual gas can be
determined by using the ideal gas equation of state Eq. (15) at TDC which is a function of exhaust
pressure, compressed volume, exhaust gas molecular weight, and exhaust gas temperature. The exhaust pressure is taken as 1.5 atm. The exhaust gas temperature was taken by experimental data,
Fig. 3, and is given by Eq. (16).
P V = m RT

(15)

Texh = 540.254 2740.33 + 4776.82 3226.9 + 1344.

(16)

This residual mass is used to calculate residual gas in the cylinder at the time of inlet valve
opening and the piston reaching TDC. After TDC, the mass model (Eq. (17) is used to find out the
mass inducted into the cylinder.

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Fig. 3. Exhaust gas temperature versus equivalence ratio.

2.8 Flow through valves
The valves act as flow restrictions to the flow of air-fuel mixture in the intake and exhaust
systems of four stroke cycle engines. Flow through valves is characterized by flow coefficient. The
flow coefficient of a device is a relative measure of its efficiency at allowing fluid to flow through
a valve. It describes the relationship between the pressure drop across an orifice, valve or other
assembly and the corresponding flow rate. The flow coefficient [18] is described by Eq. (15).
m = C f air Ac Vc

(17)

2
D
4 valve seat

(18)

Ac =

(
(
)2 {
) 1 }

2
P
P
T
T
1
.
RTO
VC =
1
PO
PO

(19)

The above relations were used to find out the mass flow rate through the valves. Mass inducted per unit crank angle is calculated from it and is added with the residual mass to find out the
instantaneous mass inside the cylinder. The valve lift of the Briggs and Stratton engine was measured
using a magnetic base and a dial gauge. The engine specification is given in Table 1. The intake at
different crank positions was noted and a graph was plotted (see Fig. 4).These valve lift readings
were then curve fitted using MATLAB with a 10th degree polynomial given by Eq. (20).
= 3.4987e21 10 3.5711e18 9 + 1.3522e15 8 2.1144e13 7 + 3.5614e12 6
+ 2.6263e9 5 1.9996e7 4 1.2342e5 3 + 0.0012433 2 + 0.078848 + 1.2856.
(20)
2.9 Flow coefficient
Flow coefficient values as a function of the non-dimensional lift to seat diameter ratio for the
intake valve was calculated using flow bench method. The experiments conducted by Kumar and

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Table 1. Engine specification

Engine parameters

Value

Bore (mm)

79.28

Stroke (mm)

61.67

Displacement (cc)

305

Number of cylinders

Crank radius (mm)

30.84

Connecting rod length (mm)

110

Compression ratio

Maximum intake valve open (mm)

8.1

Intake valve diameter (mm)

31.7

Intake valve stem diameter (mm)

5.98

Intake valve seat diameter (mm)

28.2

Fig. 4. Intake valve lift versus crank angle.

Table 2. Intake valve coefficient

Throttle
opening

Curve fitted equation

20%

Cf = 43.873 (L/D)3 26.43 (L/D)2 + 5.3425 (L/D) + 7.6221e005

55%

Cf = 105.79 (L/D)4 33.802 (L/D)3 9.2273 (L/D)2 + 4.502 (L/D) 1.3154e005

85%

Cf = 78.084 (L/D)4 16.194 (L/D)3 13.075 (L/D)2 + 4.8766 (L/D) 8.2508e006

100%

Cf = 294.62 (L/D)4 145.59 (L/D)3 + 11.621 (L/D)2 + 3.4637 (L/D) 2.5289e005

colleagues [19] on the same engine cylinder head was used as flow coefficient. These values were
correlated into the following equations using polynomial curve fitting of fourth order. Table 2 shows
the curve fitted equation for flow coefficient at different throttle opening for the intake valve. The
mass inducted per unit crank angle was found using the flow coefficient equation at different valve
lift.
2.10 Thermoelectric generator
The heat in the exhaust gas can be found using Eq. (21)
Q = m ex C P T .

(21)

A heat exchanger was designed by RameshKumar [8] which had 18 TEMs connected in
series. The modules have a hot side and a cold side, the hot side of the module was placed on the
top of an aluminum plate, the other side was in direct contact with the exhaust gas and the cold side

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Fig. 5. Vapor absorption refrigeration system with TEG.

was in contact with the cooling chamber The exhaust gas was passed through the heat exchanger and
due to the temperature difference across the modules a potential difference was created. The current
produced by these modules [8] is given by Eq. (22)
Q = Th I 0.5I 2 Rc + K c TC .

(22)

The power that was produced was used to run the pump of a vapor absorption refrigeration
system (Eq. (23)).
Ppump = V pump I .

(23)

2.11 VAR system

Exhaust gas heat was used as a heat source for the generator of the refrigeration system. The
power produced by the TEG was used to power the pump of the refrigeration system. The pump
had a rated output of 30 W. The coefficient of performance (cop), which is the ratio of refrigeration
effect and heat input [20], of the refrigeration system was calculated by Eq. (24). The values of Qg
and Qe were calculated using equations given in Appendix A. The setup can be seen in Fig. 5.
cop =

Qe
.
Qg

(24)

2.12 Simulation algorithm

Using engine geometries, such as bore, stroke, compression ratio, and so on, physical information such as displacement, volume, area and volume variation as a function of crank angle, and so
on, was calculated. Cylinder pressure was predicted using this information along with the heat input
and the rate of heat loss. The heat input was predicted by calculating the air fuel mass in the cylinder and the mass fraction burned rate using the Wiebe function. The predicted pressure was used to
determine the cylinder temperature inside cylinder, which in turn was used for calculating the heat
loss to the wall chamber. The specific heat at constant pressure and mass of the products was used to

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Fig. 7. Variation of pressure with respect to

crank angle at various throttle openings. [Color
figure can be viewed in the online issue, which
is available at
wileyonlinelibrary.com/journal/htj.]

Fig. 6. Cylinder volume versus crank angle.

calculate the heat that was carried in the exhaust gas. This heat was used to find the current that was
produced by the TEG Eq. (21). The exhaust gas was also used as a source of heat for the generator
of a VAR system. The current produced by the TEG was used to drive the pump of the refrigeration
system. The coefficient of performance of the refrigeration system was calculated using the above
data. For simulation, the evaporator temperature was assumed to be 5 C, the condenser temperature
was assumed to be 35 C and the mass flow of the refrigerant was considered to be 0.0008 kg/s.
3. Results and Discussion
Simulation was done using the above algorithm in MATLABsimulink and the results are
discussed in this section. The cylinder volume with respect to crank angle is given in Fig. 6. The
simulated in-cylinder pressure at various throttle openings is shown in Fig. 7. The pressure inside
the cylinder is influenced not only by volume variation but also by the incoming mass. The variation
in flow coefficient at different throttle positions result in variation in the amount of mass inducted
per cycle. With the increase in throttle, the pressure was found to increase to a maximum of 46 bars
at wide open throttle (WOT).
Figure 8 shows the rate of heat release for every crank angle during cycle operation. Heat is
released during the power stroke of the cycle, the rise in heat takes place after the spark plug ignition
which occurs at 340 of crank angle rotation. Due to the ignition, the charge in the combustion
chamber starts reacting and forming products in the process releasing heat which does work on the
piston. The rate of burning of this charge is given in Fig. 9, which shows the mass fraction burned
with respect to crank angle; it is the ratio of burnt and unburnt mass in the combustion chamber.
The exhaust mass flow rate and the exhaust gas heat capacity was also calculated using simulation as shown in Figs. 10 and 11, respectively. With the increase in engine output the mass flow
rate increased because the amount of mass that entered the engine also increased with the increase in
load. The exhaust gas heat capacity also increased with the increase in the engine output. This can be
attributed to the fact that with the increase in load, the mass flow rate of the exhaust gas increased and
also the exhaust gas temperature increases. Figure 12 shows the power produced by the TEG with

11

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Fig. 8. Rate of heat release versus crank angle.

Fig. 9. Mass fraction burned versus crank angle.

Fig. 11. Exhaust gas heat capacity versus

engine output.

Fig. 10. Exhaust gas mass flow rate versus

engine output.

Fig. 13. COP versus heat input to generator.

Fig. 12. TEG power versus engine output.

respect to engine output. With an increase in engine output, the output of the TEG is also increased;
this is due to the fact that the exhaust gas heat capacity increases with the increase in engine output
and also due to the increase in exhaust gas temperature.
The exhaust gas was also used as the heat source for the generator in the refrigeration system.
Using these data for each engine output, the coefficient of performance of the refrigeration system
was calculated. Figure 13 shows the variation of cop of the refrigeration system with respect to heat
input to the generator at 3000 rpm. As the heat input to the generator increases the cop decreases

12

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Fig. 14. Variation of heat input to generator

with engine load at different engine speed.

Fig. 15. Variation of cop with engine load at

different engine speed.

Fig. 16. Variation of cop with engine speed at

different evaporator temperature for 100% load.

Fig. 17. Variation of cop with engine at

different condenser temperature for 100% load.

because cop is inversely proportional to the heat input to the generator and the evaporator temperature
was assumed to be constant.
The variation of heat input to the generator with engine load at different engine speed can be
seen in Fig. 14. With the increase in load the heat input to the generator increased due to the increase
in exhaust temperature. Also it increased with the increase in engine speed. The variation in cop
with engine load at different engine speeds can be seen in Fig. 15. With the increase in load of the
engine, the cop of the refrigeration system decreased, also with the increase in engine speed the cop
decreased. As the load on the engine increases the exhaust gas heat capacity increases which in turn
increases the heat input to the generator. As a result the cop of the refrigeration system decreases
since cop is inversely proportional to heat input to the generator.
The cop of the refrigeration system was calculated at different evaporator temperatures
and constant condenser temperatures by changing the engine speed, at 100% load and a graph
was plotted, as shown in Fig. 16. With the increase in speed the cop of the system decreases and
by increasing the evaporator temperature, the cop of the system also decreases. As the evaporator
temperature increases the refrigerating effect decreases, since the cop is proportional to the

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refrigerating effect, hence with the decrease in refrigerating effect leads to decrease in cop. As seen
in Fig. 14 with the increase in engine speed, the heat input to the generator increases resulting in
decrease in the cop. The variation in condenser temperature also has an effect on the cop of the
refrigeration system, Fig. 17, with the increase in condenser temperature the cop of the system
increased, but with the increase in speed the cop decreased.
4. Conclusion
Simulation of a four stroke, naturally aspirated spark ignition engine was carried out using
the first law of thermodynamics, with the help of MATLAB/SIMULINK. This model can be used
to study the effects of load, speed and equivalence ratio on in-cylinder pressure and exhaust gas
temperature. Mass flow rate and heat capacity of the exhaust gas was also calculated. To harvest
waste heat energy from the engine exhaust a thermoelectric generator coupled to a VAR system was
proposed in this simulation work. The maximum power produced by the TEG was 160 W, which
was sufficient enough to drive the pump of a VAR system. The heat of the exhaust gas was also
used as heat source in the generator of the refrigerating system. The maximum cop was found to
be 0.282 at 10% engine load for 2000 rpm. The cop also changed with change in load at different
engine rpm. It was found to decrease with the increase in load and engine speed, the heat input to the
generator was the reason behind this change in cop. The heat input to the generator increases with
the increase in speed and load. Also with the change in evaporator temperature, the cop changed and
it reached maximum at 2000 rpm for 5 C evaporator temperature. The environment temperature
also affects the cop, hence the increase in condenser temperature lead to an increase in cop. Hence
it can be concluded that the simulation can be used to predict the waste heat recovery from an IC
engine which has a TEG and a VAR system coupled to it at the exhaust end.
Literature Cited
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performance prediction. Proceedings of 20th Conference of Mechanical Engineering Network
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SAE Paper 2002-01-0371; 2002.
3. Zeng P, Prucka RG, Filipi ZS, Assanis DN. Reconstructing cylinder pressure of a spark-ignition
engine for heat transfer and heat release analyses. ASME Internal Combustion Engine Division
Technical Conference. ICEF2004-886; 2004.
4. Kuo PS. Cylinder Pressure in a spark ignition engine: a computational model. J Undergrad Sci
1996;3:141145.
5. Kirkpatrick A. Internal combustion engine thermodynamic. http://www.engr.colostate.edu/
allan/thermo/page6/page6.html. Accessed on 21 December 2012.
6. Heywood JB. Internal combustion engine fundamentals. New York, USA: McGraw-Hill;
1998.
7. Zeng P, Assanis DN. The development of a computer-based teaching tool for internal combustion engine courses. ASME International Mechanical Engineering Congress. IMECE200461998; 2004.
8. Ramesh Kumar C, Sonthalia A, Goel R. Experimental study on waste heat recovery from an
internal combustion engine using thermoelectric technology. Thermal Sci 2011;15(4):1011
1022.

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9. Johnson VH. Fuel used for vehicle air conditioning: a state-by-state thermal comfort-based approach. SAE Paper 2002-01-1957; 2002.
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gas for vehicles. Ph.D. Thesis, Gaziantep University Graduate School of Natural & Applied
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Thesis. Sirindhorn International Thai-German Graduate School of Engineering; 2006.
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Appendix
The following assumptions were considered for the refrigeration system:
Refrigerant and absorbent phases are in equilibrium.
Pressure at the evaporator and condenser are equal and determined by the vapor pressure of
water.
Pressure losses across piping and heat exchangers are considered to be negligible for the mass
and energy balance.
Temperature change across the regulating valve is negligible.
Heat transfer between equipment and surroundings is negligible.
Evaporator

Mass Balance

Energy Balance

m 10 = m 9 .

(A1)

(
)
Q e = m 10 h 10 h 9 .

(A2)

Absorber

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Mass Balance
m 3 + m 10 = m 6 .
m 3 x3 + m 10 x10 = m 6 x6 .

(A3)
(A4)

m 3 h 3 + m 10 h 10 = m 4 h 4 + Q a .

(A5)

m6 = m1 + m7.
m 6 x6 = m 1 x1 + m 7 x7 .

(A6)
(A7)

m6h6 + Q g = m1h1 + m7h7.

(A8)

Energy Balance

Generator

Mass Balance

Energy Balance
Q g = 0.15 Q.

(A9)

Condenser

Mass Balance

Energy Balance

m7 = m8.

(A10)

(
)
Qc = m7 h7 h8 .

(A11)

m8 = m9.

(A12)

h8 = h9.

(A13)

Throttling Valve

Mass Balance

Energy Balance

Regulating Valve
Mass Balance
m2 = m3.

(A14)

Energy Balance
h2 = h3.

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(A15)

Author Queries
Q1: Author: Please provide proceedings location and other details in Refs. 1, 2, 3, 7, and 9.
Q2: Author: Please provide publisher location for Ref. 18.