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ANALYSIS OF

NOZZLE COOLING SYSTEM IN AUTOMOBILE

Akshay Gopinath
Daehan Wi
Dinesh Soundarajan
Harikirupakar Kishore Kumar
Keju An

Contents
Introduction
Analytical

Approach

- Validation
- Energy Analysis

CFD

Simulation

Conclusion

Introduction

In US, the total fuel consumed for air conditioning amo


unts to 7 billion gallons a year.

Air conditioning contributes to the fuel economy of a v


ehicle in a large way.

Research is underway to improve the energy efficiency


of the HVAC subsystem.

Current cooling/heating system utilizes most of the ene


rgy to condition the large thermal mass of the vehicle a
nd not the occupants.

Nozzle Cooling is a newly developing system utilizes a


n efficient localized conditioning method.

Object of Project

Comparison Conventional system and Air nozzle Syste


m

Improve efficiency of refrigeration system

Calculate the time taken to reach Comfortable human


temperature

Analytical Approach : Validation


=>Finding Boundary condition
The surface temperature of the car (T_s)
Considering Areas : A_window (Glass), A_car
(Aluminum)

body

Surface temperature prediction and validation in a realistic vehicle thermal


environment!!

Ref > Energy Efficient HVAC system with spot cooling in an automobile Design and CFD
Analysis, D. Ghosh and M. Wang, SAE International, 2012-10-0641

Solving equation : External forced convection and R


adiation
Given Values

Q=1100 W/m^2

Q_rad_out

Q_sol

1100 [W/m^2]

T_

310 [K]

T__car

309.203 [K}

0.5 [m]

5.67*10^-8 [W/m^2-K^4]

V_in

0.029287 [m/s]

V_out

13.89 [m/s]

_Aluminum

0.9(anodized)

_Glass

0.92

Q_conv_out

Q_sol_in

(outside
car)

window
Q_conv_out

(Inside
car)

Ref > Design of Dynamic Airvents and Airflow Analysis in a Passenger Car Cabin, Varad M. Limaye, SASTECH, Volume 11,
Issue 1, Apr 2012.

=>Surface temperature determination (using EES)


ex) A_windscreen (Glass)
1
hL
3
Nu
0.037 Re 0.8
Pr
L
k
Qconv ,out hout A(Ts T )

0.6 Pr 60

5 105 Re L 107

Qconv ,car hin A(Ts Tcar , )


Qrad A(Ts 4 Tsky 4 )

Qsolar Qconv ,out Qconv ,car Qrad ,out

=>T_s_windscreen

45.01

Using similar methods for other surfaces


Ref. Result

Front_wind
ow
(Glass)

Back_windo
w
(Glass)

Side_wind
ow
(Glass)

Car body
(Aluminum)

T [C]

46

42.7

34

40

EES Result

Front_wind
ow
(Glass)

Back_windo
w
(Glass)

T [C]

45.01

41.23

Side_windo Car ceiling


w
(Aluminum)
(Glass)
32.91

Our team matched Analytical Result and Ref.


Result.
Validation!!
So, We used these surface temperatures to run
Fluent!

41.11

Heat load considered from human body and Nozzle Locations


Face nozzle inlet

Outlet

Chest nozzle
inlet

om
/fr d
o
t n
n
io ws a
t
a
d i do i ng
Ra win ceil

Convection
to air

Conduction
to seats

Lap nozzle
inlet

AC inlets

Boundary Conditions and solver setup

Boundary
Condition
Roof, Windscreen,
Rear screen
Human Body

Constant
Specified in
Temperature previous slides
Constant
Temperature

37 C

Nozzle Cooling system


Total Flow rate
(CFM)
Face Nozzle (CFM)
Chest Nozzle (CFM)
Lap nozzle (CFM)

120
36
48
36

AC System
Inlets (CFM)
Solver setup

Turbulence model

Realizable K-Epsilon

Radiation model

S2S model

Transient setup
Time step size

1 second

Total time simulated 5 minutes


Initial Temperature

42 C

170

Material Properties
Air
Density (Kg/m3)
1.225
Conductivity
(W/mk)
0.0242
Specific heat
(J/kg.K)
1006.43
0.00001789
Viscosity (Kg/m.s)
4

Post Process planes and


surfaces

Breath surface
(3cm above skin
surface)

Passenger and
driver mid plane

Time
90
system

Velocity contour at
Driver mid plane

Temperature contour
at Driver mid plane

seconds

Conventional

Velocity contour at Passenger


mid plane

Temperature contour
at Passenger mid plane

Time 90
system

Velocity contour at
Driver mid plane

Temperature contour
at Driver mid plane

seconds

Nozzle

Velocity contour at
Passenger mid plane

Temperature contour at
Passenger mid plane

Time 280 seconds Conventional system

Velocity contour at
Driver mid plane

Temperature contour
at Driver mid plane

Velocity contour at Passenger


mid plane

Temperature contour at
Passenger mid plane

Time
280
system

Velocity contour at
Driver mid plane

Temperature contour at
Driver mid plane

seconds

Nozzle

Velocity contour at Passenger


mid plane

Temperature contour at
Passenger mid plane

Contours at breadth surface and Pathlines from inlet

Temperature at breath
surface conventional system at
steady state

Pathlines conventional system

Temperature at breath
surface Nozzle system at steady
state

Pathlines Nozzle system

Plot of Temperature v.s. Time for different parts

Nozzle cooling
system
AC cooling system

Energy Analysis (1)


=>by using Refrigeration Cycle
<CFD results>
Q_AC =
866.3
[W]
Q_
Nozzle = 937 [W]
g

Q in , AC COPR Win ,compressor


g

Q in , Air _ Nozzle COPR Win ,compressor

Q_in [W]

W_in (fixed)
[W]

COPR

AC

866.3

481.277

1.8

Air_Nozzle

937

481.277

1.947

COP_AC
<
COP_Air_Nozzle !
The maximum achievable COP is 8.8 and Test results of the
best systems are around 4.5 (Ref. Wikipedia)

Energy Analysis (2)


Air
Nozzl
e

Q_in(
W)

937
W

CASE(1)_5min
Q_in = 408.84 [KJ]
A
C

649.7 W
(75% of AC)

90(Steady
State)

Time(se
c)

=> 15.8 % Energy saved for


5min

Q_in(
W)

866.3 W

A
C

CASE(2)_5min
Q_in = 473.36 [KJ]

A
C

649.7 W
(75% of AC)

280(Steady
State)

Time(se
c)

Integration Area = Energy absorbed by evaporator

CONLUSIONS AND FUTURE WORK

It has been found that efficiency of the system has been increased by about
0.3%.

For a Nozzle system , Steady state was obtained after 90 seconds attaining a
comfortable temperature .

Local cooling can be considered a great supplement to the traditional


centralized HVAC system to maintain passenger comfort with higher energy
efficiency.

The velocity of air from the nozzle plays an important role in its efficiency .

Care must also be taken to ensure that the nozzles are strategically placed so
that it does not cause discomfort.

Combining these systems is effective in providing a comfortable cabin


environment while reducing the HVAC system power.

The combination of face, chest, abdomen was found to be most effective .

Future work could be to smoothly integrate both conventional and nozzle air
conditioning in a whole unit with control systems which could become both
energy efficient and effective.

Thank you

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