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Recovery of Engine Waste Heat for Reutilization in Air Conditioning System in an Automobile: An Investigation of MAC systems with alternative refrigerants. A computer model was developed to determine the most suitable alternative refrigerant to R12. The influence of evaporating temperature, condensing temperature and compressor speed in an ideal cycle was considered. Ghodbane [10] investigated the use of R152a and HCs in MACs. Based on thermo physical data. He has proposed a quantitative analysis of MACs with flammable refrigerants. Razmovski [11] and Rajasekariah [12] experimentally evaluated possible ignition sources in a car by connecting a welding torch to a HC refrigerant cylinder. The basic adsorption cycle [13-15] has a theoretical coefficient of performance of about 0.5. Meunier [16] showed that the performance of an ideal regenerative cycle with an infinite number of cascades can be as high as 1.85, about 68% of the ideal Carnot COP. These researches are very significant in improving the market competitiveness of commercial adsorption cooling/heating machines. Zhu et al. [17] measured the cooling capacity of a cooling element of a fishing boat diesel engine waste heat chiller and the temperature variation of the adsorbent bed. Their study was purely experimental and no numerical analysis was presented. Suzuki [18] theoretically studied the effects of UA (overall heat transfer coefficient) on SCP of a passenger car waste heat adsorption air conditioning system; however, no details were outlined with respect to the effects of other parameters which play equal important roles in adsorption refrigeration. However, in the case of automobile waste heat cooling, mechanical simplicity and high reliability will prevail on efficiency. And the waste heat recovery cannot affect the mechanical energy output from the engine. So a two-bed basic zeolite-water adsorption cycle is considered in this study. The feasibility of adsorption cooling for automobile/engine waste heat recovery was studied before [17, 18]. However, information on its dynamic performance, which is necessary for the design and optimization of the system, is insufficient. The SL refrigeration systems are frequently used in industrial refrigeration and commercial comfort cooling and are also known as ‘‘Liquid-Chilling Systems’’ (ASHRAE) [19]. As with all the reviewed refrigerants, the environmental properties are far superior to that of R134a. R600a is in the safety classification A3 by the ASHRAE Standard 34[20], meaning that it is highly flammable and has a lower flammability limit (LFL) of 1.7 vol. %, which makes it the easiest to ignite among the reviewed refrigerants. The minimum ignition energy (MIE) needed is 0.25 mJ. The acute toxicity exposure limit (ATEL), a measure of the toxicity of a refrigerant, is 25,000 ppm and therewith the lowest of the reviewed refrigerants. The acute toxicity exposure limit (ATEL) is a value used by ASHRAE Standard 34[20] and ISO 817[21] to establish the maximum refrigerant concentration limit for a refrigerant in air. Granryd [22] and Corberan et al. [2] summarized the environmental safety considerations and standards applied for the safe use of flammable refrigerants. Both ASHRAE Standard 34[20] and European standard prEN378 [23] classify refrigerants in three classes 1–3, where Class 1 is used for non- flammable fluids and Class 3 for highly flammable fluids. The group of Class 3 refrigerants, which includes the HCs, is limited in use for industrial applications in the USA and France. Several standards allow the use of HCs without restrictions, if the charge amount is less than 0.15 kg in hermetically sealed and safely designed systems. As a result, the use of HCs in household refrigerators, freezers and small heat pumps has increased in European countries. Furthermore, Granryd [22] compared the performance of HCs, such as R600a and R290 and their mixtures to the well Colbourne [5] summarized a study analyzing over 50 published technical documents comparing the performance of fluorinated refrigerants and HCs. A significantly higher number of tests showed an increase in performance when using HCs as compared to using fluorinated refrigerants (Colbourne and Suen)[6]. The average improvements from using HCs were 6.0% for domestic refrigeration applications, 15.0% for commercial refrigeration applications, 8.8% for air conditioning and 9.6% for heat pumping Colbourne and Ritter[7] investigated the compatibility of non-metallic materials with HC refrigerant and lubricant mixtures. Experiments were performed in compliance with European standards for the testing of elastomeric materials and ASHRAE material compatibility test standards. Test results were presented for swell rates, hardness rating, mass changes and the change of tensile strength. In a study about HC refrigerant leakages in car passenger compartments, Maclaine- Cross [8] referred to the report made by European company (Arthur D. Little Ltd), who noted that serious injury to occupants through use of flammable refrigerant would only be possible if the car crashed, due to overpressure in the compartment after a fatigue damage of the liquid line. Ritter and Colbourne further [7] published a review on HC risk assessment from 1991 to 1998. The use of background risks as a basis for comparison of the risk of fire with HC was presented. A report from Dieckmann et al [24] for the U.S. Department of Energy was reviewed, which assessed the risk of using flammable refrigerants in MACs. Field data from car crashes and car fires was used as basis for the analysis. A similar risk assessment, performed by Elbers and Verwoerd [25], considered an R290 heat pump system used for residential heating. To provide a context for 11 © 2012 Global Journals Inc. (US) Global Journal of Researches in Engineering (A ) Volume XII Issue vvvvI Version I January 2012PDF Image | Recovery of Engine Waste Heat for Reutilization in Air
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