Professional Documents
Culture Documents
Akshay Gopinath
Daehan Wi
Dinesh Soundarajan
Harikirupakar Kishore Kumar
Keju An
Contents
Introduction
Analytical
Approach
- Validation
- Energy Analysis
CFD
Simulation
Conclusion
Introduction
Object of Project
body
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
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.
0.6 Pr 60
5 105 Re L 107
=>T_s_windscreen
45.01
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
41.11
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
Condition
Roof, Windscreen,
Rear screen
Human Body
Constant
Specified in
Temperature previous slides
Constant
Temperature
37 C
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
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
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
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
Velocity contour at
Driver mid plane
Temperature contour
at Driver 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
Temperature contour at
Passenger mid plane
Temperature at breath
surface conventional system at
steady state
Temperature at breath
surface Nozzle system at steady
state
Nozzle cooling
system
AC cooling system
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)
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)
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)
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 .
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.
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