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ARTICLE IN PRESS R.Z. Wang, R.G. Oliveira / Progress in Energy and Combustion Science 32 (2006) 424–458 441 and locomotives, as adsorption systems usually have large volume and mass. Zhang [85] studied an adsorption air conditioning system that could have the sorption beds regener- ated by the exhaust gases of a bus. The adsorber consist of two concentric pipes, and the exhaust gases or the cooling air flowed through the inner pipe, to release or remove heat from the adsorbent, respectively. The adsorbent (zeolite) was placed between the inner and the outer pipe. Fins were attached to the inner pipe to increase the heat transfer between the fluids and the adsorbent, and water was used as refrigerant. The COP assessed was 0.38 and the SCP was 25.7Wkg1. The author also calculated the coeffi- cient of waste heat cooling (WCOP), which takes into account the potential waste heat that can be recovered to produce the cooling effect, before the gas reaches the dew point. The value of WCOP found for this system was 0.31. This author suggested that the WCOP is more suitable than the COP to identify which cooling capacity could be produced from exhaust gases of diesel engines, because in a real application, it is desirable that the gas never reaches the dew point, to avoid corrosion of the adsorber. Assuming a standard bus (12.2m long, 2.6m wide, 3 m high, 49 seats) with a 207 kW diesel engine, cooling load around 17.6kW, and a conventional air conditioner weighing about 300 kg, the waste heat that could be recovered from the exhaust gases would be at least 70kW. The WCOP of 0.25 would be required to meet the cooling load demand and a SCP of about 200 W kg1 would be desirable to keep the bulk and cost of the equipment within the economic limits imposed by commercial applications [85]. The system studied by Zhang [85] could fit the demands of the WCOP but it was far from meeting the demand of the SCP. The low values of SCP were caused due to the low thermal conductivity of the bed (0.2 W m1 K1) and the low wall heat transfer coefficient between the bed and the heat exchanger (25 W m2K1). This system could probably be commercially applied if an adsorbent bed with enhanced heat transfer were used. Lu et al. [90] developed an air conditioner with the pair zeolite–water that could be powered by the exhaust gases of a locomotive. This system, which scheme is shown in Fig. 22, was based on a laboratory prototype developed by Jiangzhou et al. [91]. It was designed to refrigerate the driver’s cabin Fig. 22. Scheme of the adsorption air conditioner installed in the locomotive [90]. Fig. 23. Variation of chilled water temperature and refrigeration power from Hangzhou to Shanghai [90]. of a locomotive that ran in the Zhejiang province, East China. The cooling power of such a system under typical running conditions ranged from 3 to 5 kW, with a COP of 0.21. The temperature inside the cabin was between 4 and 61C lower than the ambient temperature, while this same cabin without refrig- eration usually had a temperature of 2–5 1C higher than the ambient temperature. Fig. 23 shows the cooling power, and the inlet and outlet temperatures of the chilled water in the fan coil unit during a typical run of a locomotive from Hangzhou to Shanghai, when the average speed was between 100 and 120 km h1. This system had a problem similar to that in the system studied by Zhang [85], with respect to the cooling of the adsorbent in the adsorption phase. In the experi- ments with this machine, the temperature of thePDF Image | Adsorption refrigeration
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