SEMINAR REPORT

ON
SYSTEM DESIGN FOR DUAL POWERED VAPOUR
ABSORPTION AIR CONDITIONING SYSTEM IN
AUTOMOTIVES

Submitted by

P.V. SHARAN SHARATHI (16215806)

M. MAHESWARAN (16256371)
S. MOHAN PANDIYAN (16215772)
I. VIVEK KUMAR (16215824)
D. RAJESH (16215783)

In partial fulfillment for the award

of
DIPLOMA
In
MECHANICAL ENGINEERING

AALIM MUHAMMED SALEGH POLYTECHNIC COLLEGE

I.A.F. AVADI, MUTHAPUPET, CH-55.

APRIL 2018
 SPECIMEN CERTIFICATE
DEPARTMENT OF MECHANICAL ENGINEERING
AALIM MUHAMMED SALEGH POLYTECHNIC COLLEGE
I.A.F. AVADI, MUTHAPUPET, CH-55.

BONAFIDE CERTIFICATE

Certified that this project report System Design For Dual Powered Vapour
Absorption Air Conditioning System In Automotives is the bonafide work
of
P.V. SHARAN SHARATHI (16215806)
M. MAHESWARAN (16256371)
S. MOHAN PANDIYAN (16215772)
I. VIVEK KUMAR (16215824)
D. RAJESH (16215783)
who carried out the project work under my Guidance. This is to further
certify to the best of my knowledge, that this project has not been carried
out earlier in this institute and the university.

SIGNATURE

(Mr. VENKATESH M M.E)

Lecturer of Mechanical Engg.

Certified that the above mentioned project has been duly carried out as per
the norms of the college and statutes of the university

SIGNATURE

(Mr. VIGNESH R M.E)

HEAD OF THE DEPARTMENT
 SPECIMEN ACKNOWLEDGEMENT

ACKNOWLEDGEMENTS

I wish to express my profound and sincere gratitude to Lecturer

Mr.VENKATESH.M Department of Mechanical Engineering, Aalim Muhammed
Salegh Polytechnic College, who guided me into the intricacies of this project non-
chalantly with matchless magnanimity.

I thank Mr. VIGNESH R, Head of the Dept. of Mechanical Engineering,

Aalim Muhammed Salegh Polytechnic, for extending their support during Course of
this investigation.

I would be failing in my duty if I don’t acknowledge the co-operation

rendered during various stages of image interpretation by Mr.VENKATESH.M

I am highly grateful to Mr. MANIKANDAN.M who evinced keen interest and

invaluable support in the progress and successful completion of my project work.

I am indebted to Mr. KHADEER AHMED, Principal, Aalim Muhammed

Salegh Polytechnic College, for their constant encouragement, co-operation and
help. Words of gratitude are not enough to describe the accommodation and
fortitude which they have shown throughout my endeavor.

P.V. SHARAN SHARATHI (16215806)

M. MAHESWARAN (16256371)
S. MOHAN PANDIYAN (16215772)
I. VIVEK KUMAR (16215824)
D. RAJESH (16215783)

Diploma in mechanical engineering

Final year, SIXTH Semester.
Session : 2018
 I

SYNOPSIS

Major commercial refrigerant chloro fluoro carbons (CFCs) are going to be phase out
shortly as part of Montreal Protocol since they caused the phenomenon called green
house effect and depletion of ozone layer. Being very environment friendly amoniya
water combination is the most suitable working fluid pair for vapour absorption
refrigeration system. Energy from the exhaust gas of an internal combustion engine
is used to power an absorption refrigeration system to air-condition an ordinary
passenger car.

According to a cautious estimate, approximately 10% of the energy available at the

crankshaft in a diesel operated vehicle is used for operating the compressor of the
vehicle’s air-conditioning system. This is a huge loss if one takes into account the
fact that the thermal efficiencies of most diesel operated vehicles range from 20-
30% when in pristine condition. The bottom line is that a great deal of diesel is
consumed to generate electricity. In addition to this, alternating current via an
alternator is necessary for the operation of the conventional a/c system. The
refrigerant, usually R12 or R22 leaks easily. Being a secondary refrigerant, it is also
harmful to the environment.

A new driving scheme is put forward in this report, in which primary exhaust heat
sources is used to drive the air conditioner. There requires quite a few moving parts
in this new scheme. If the low power engine is mounted in the car, additional solar
energy can be combined to drive the air conditioner. The principle of the new air-
conditioning system and its structure are illustrated in this report. The automatic
control system for this new Air-condition System driven by of Exhaust Heat of Engine
and Solar Energy is described in detail as well. This new system is energy
conserving, environment-protective, low-carbon, and high efficient. It has a promising
application prospect.

This seminar report presents a revolutionary ammonia water absorption system for
air conditioning in automobiles. The cooling effect is achieved by recovering waste
thermal energy from the exhaust gases. The system is cheap and easy to fabricate.
The refrigerant, being water, is environment friendly.
 II

Contents
Synopsis I
Content II
List of figures IV
List of tables V

Sr. No Chapter name Page no

1. Introduction 1
1.1 History of air conditioning 1
1.2 Development
2. Conventional Vehicle air conditioning 3
2.1 Need for Air Conditioning 3
2.2 Cycle
2.3 Working 5
2.4 Sources Of Heat To The car 5
2.5 Components 6
2.6 Advantages 6
2.7 Drawbacks 8
2.8 Alternatives 9
3. Vapour Absorption Refrigeration System
3.1VARS 10
3.2 Methodology 11
3.3Theoretical Calculation of the System 12
3.4 Conclusions 15

4. Vapour Absorption Refrigeration System In Automobiles

4.1 Methods Of Implementation In An Automobile 17

4.2 Components of VARS 18
4.3 Working Of The System 20
5. Comparison between VCRS and VARS
5.1 Advantages of Absorption Refrigeration over Vapor 21
Compression Refrigeration Cycle
5.2 Disadvantages of Absorption Refrigeration over 24
Vapor Compression Refrigeration Cycle
6. Case Study
6.1 Engine parameters 26
6.2 Waste Heat Of The Engine 26
6.3 Final Value 27
6.4 Testing of the Prototype Nissan1400 29
 III

6.5 Conclusions 32

7. Indian Scenario 34
8. World Scenario 36
9. Future Prospects 37
10. Conclusion 38
REFRENCES 42
BIBLIOGRAPHY 43
ANNEXURES 44
 IV

List of figures

Sr No Fig No Caption Page

1. 3.1 Schematic diagram of vapour absorption 11

refrigeration system
2. 4.1 Components of Absorption A/C[2] 19

3. 4.2 Schematic diagram of three fluid vapor 21

absorption system[7]
4. 6.1 Load variation[2] 29

5. 6.2 The shaded and the clear areas indicate the 30

temperature conditions before and during the
road-tests respectively.[2]
6. 6.3 Averaged values for the enthalpy-concentration 31
performance chart of the plant[2]
 V

List of Tables

# Table No Tabe Name page

1 Table 3.1 Properties of Ammonia (R717). 12

2 Table 3.2 Enthalpy values on different 14

points on enthalpy entropy chart
of Ammonia (R717).
3 Table 6.1 Results 29
 Chapter-1

Introduction

1.1 History

With the invention of the R-12 in 1928 by GM researchers, the

dawn of the automotive air-conditioning started. The first prototype self-contained
system was installed in a 1939 Cadillac. Packard Motor Company in 1939 was the
first company to offer complete auto air-conditioning system for cooling in summer
and heating in winter using R12 refrigerant. The first bus A/C proto developed in
1934 by a joint venture between Houde Engineering Corporation of Buffalo, NY and
Career Engineering Corporation of Newark, NJ and others followed. Initial air-
conditioners had a number of problems as well as Second World War hampered the
production/progress. In the 1953 model year, many of the problems had been
resolved and General Motors and Chrysler came back with improved air conditioning
and that luxury became the necessity now for a common car owner for ever Until
then most of the A/C parts were placed in the trunk and took up whole space of
trunk. In 1953, Harrison Radiator Division of General Motors came up with a
revolutionary air conditioner that was totally spaced in the underhood and dashboard
(eliminating it from the trunk). The use of desiccant material to absorb moisture in
refrigerant line started in 1953. The following were the milestones of the
development in the succeeding years.

 In 1955, GM developed the first A/C and heating unit that was front mounted,
totally pre-assembled and pre-tested. By 1957, all car makers followed this
 design approach.
 To provide the evaporator freeze protection, a hot gas bypass valve was
 introduced in the A/C system in 1956.
 In 1957, air conditioning became a standard item in Cadillac Eldorado
 Broughams. The average price of all air conditioners sold in 1957 was $435.
 The popularity of auto A/C soared and the number of installed A/C systems on
the vehicle tripled from 1961 to 1964. During 1963, Ford set A/C unit price at
 $232.
 In August 1965, GM crossed the five million A/C unit production mark. GM
also introduced first the Climate Control system on Cadillac. Industry wide
 penetration of A/C reached 70% by 1980.
 Due to oil embargo in 1973, the emphasis was placed on the fuel economy.
Harrison Radiator Division of General Motors developed a cycling clutch
orifice tube (CCOT) system replacing Frigidaire Valve-in Receiver (VIR)
system that resulted in the compressor off for 1/3 of the time rather than

Page | 1
 continuously running, thus improving fuel economy. By 1979 all GM vehicles
used this CCOT system.
 In 1974, world came to know the ozone depletion in stratosphere due to R12
use. Harrison Radiator analyzed nine refrigerants and by 1976 arrived at
R134a as the replacement of R12 eliminating chlorine. However, there was no
commercial availability of R134a then; Allied Chemicals, the major company
conducting research on R134a then, would supply about 1 lb of refrigerant per
week and the need was about 1000 lb per week for A/C system development
work at Harrison in those days. Although the viability of R134a was proven by
Harrison through wind tunnel tests on 1978 Chevrolet, the development of
A/C system with R134a was discontinued due to the lack of availability of
R134a till the Montreal Protocol was adopted by United Nations in September
1987.

 The first major revolution in the A/C system thus came starting 1990s by
replacement of R-12 to R-134a to eliminate the ozone depletion in
stratosphere by introducing a refrigerant having chlorine replaced by fluorine
in its composition. The commercial production of R134a started with DuPont
 and ICI in 1990.
 The changeover of R12 to R134a necessitated the following changes in the
A/C system: about 20% higher condensing capacity condenser (to maintain
the same operating pressure so that new compressor is not needed), and
 change of lubricant from mineral oil to synthetic polyalkylene glycol (PAG) oil.
 Conversion from R12 to R134a in the USA, Europe and Japan took place
during 1991-1994. The rest of the world has changed to R134a as the
 refrigerant for the A/C system during late 1990s and early 2000s.
 Global warming potential (GWP) was not an issue when changeover from
 R12 to R134a took place,
 although the global warming potential of R134a was significantly lower than
R12, 1300 vs 7800; carbon dioxide is the basis for global warming potential
yardstick having GWP of 1. According to the European Union F-gas
regulation, the refrigerant in all new A/C systems introduced in EU must have
GWP of 150 or less starting 2011

1.2 Development

Automotive air-conditioning system has played an important role in

human comfort and to some extent safety during vehicle driving in varied
atmospheric conditions. It has become an essential part of the vehicles of all
categories worldwide. Even in India, 96% of all new cars manufactured in 2005 had
factory-built air conditioning. After discussing the basic operation of the A/C system,
in this report, a brief summary is provided on historical development of the vehicular
A/C system, refrigerant history from the inception of the A/C system to future
systems: R-12, R-134a, enhanced A/C system to next generation refrigerants having

Page | 2
no ozone layer depletion potential and negligible global warming potential. The
discussion also includes the direct and indirectemissions from vehicles due to the
use of the A/C system. This would explain why we continue to change the
refrigerants in the automotive A/C system in spite of billions of dollars of the previous
refrigerant change cost.

The system design considerations are then outlined for minimizing the impact of A/C
operation on the vehicle fuel consumption. Finally, new concept design of A/C
system and vehicle heat load reduction ideas are discussed to further minimize the
impact of A/C system operation on the environment without impacting the human
comfort. It is anticipated that this report will provide the overall and detailed
prospective of the A/C system developments and provide an opportunity to the
researchers to accelerate R&D for the refrigerant changeover.

According to the ASHRAE, air conditioning is the science of controlling the

temperature, humidity, motion and cleanliness of the air within an enclosure. In a
passenger/driver cabin of a vehicle, air conditioning means controlled and
comfortable environment in the passenger cabin during summer and winter, i.e.,
control of temperature (for cooling or heating), control of humidity (decrease or
increase), control of air circulation and ventilation (amount of air flow and fresh intake
vs. partial or full recirculation), and cleaning of the air from odor, pollutants, dust,
pollen, etc. before entering the cabin. While the A/C system provides comfort to the
passengers in a vehicle, its operation in a vehicle has twofold impact on fuel
consumption: (1) burning extra fuel to power compressor for A/C operation, and (2)
carrying extra A/C component load in the vehicle all the time. In addition, the A/C
running depends on the climatic condition of the concerned geographical region and
the time of the year. The most important impact on the fuel economy is when the A/C
is running. Clodic et al. (2005) report the additional fuel consumption due to MAC
operation as 2.5 to 7.5% (in USA/Europe) considering the climatic conditions, engine
type (diesel or gasoline) and user profile. Corresponding CO2 emission due to MAC
operation is between 54.7 and 221.5 kg CO2 per year per vehicle. Of course, the
impact on the fuel consumption is more significant when the A/C is installed in
compact and sub-compact vehicles.

Page | 3
 Chapter -2

Conventional Vehicle air conditioning

Introduction
The use of refrigeration and air conditioning for transporting
purpose proves to be very advantageous. Air conditioning is very much used in cars
i.e. Automobiles, railways and ships. The use of air conditioning in automobiles is a
luxury in India but it is commonly used in western countries to provide better human
comfort.
Today automobile air conditioning has acquired a growing market. The AC in
automobiles is a need of persons who are suffering from the hot climate in India
which may be carry about 8 to 10 months per year. The new cars are so designed as
to accommodate A.C. in its cabin. Premier 118NE Contessa Classic, Tata Instat.,
Tata Siera, Opel Astra, Ford and Mercedes Bens are some of the models which are
having A.C. system.

2.1Need for Air Conditioning

Automobile air conditioning system works on the
principle of vapour compression refrigeration cycle and employees R12 as refrigerant
to run the system. The following factors are controlled by A.C. which leads to human
comfort.
1) Heating of cabin,
2) Cooling,
3) Circulation of air,
4) Cleaning and filtering,
5) Humidity control.
As per the standards the temperature at 250 C and humidity of 50% R.H. is
maintained to provide better comfort. This can be achieved very easily in a room or
office but it is very difficult to maintain such temperature and R.H. factor because of
different sources of heat addition to the automobile system. This heat sources are
stated later.

2.2 Cycle
Vapour compression refrigeration cycle is used in the car air conditioning
system. Vapour (fairly dry vapour) leaves the evaporator and enters the compressor
at point 1. The vapour is compressed is entropically to point 2. During compression,
the pressure and temperature increases. The temperature at point 2 should be
greater than the temperature of the Condenser cooling medium. The vapour leaves
the compressor in dry saturated state and enters the condenser at 2. The vapour is

Page | 4
condensed and latent heat of condensation is removed in condenser. The high
pressure saturated liquid leaves the condenser and enters the throttle valve at 3.
Thus the flow through valve causes decrease in pressure and temperature of
refrigerant and causes it to evaporate partly. This refrigerant liquid at every low
temperature enters the evaporator where it absorbs heat from the space to be
cooled thus producing refrigerating effect. This increases its pressure and
temperature and the refrigerant is now dry vapour , which is supplied to compressor.
This completes the cycle.

2.3 Working

Cool refrigerant gas is drawn into the compressor from the evaporator
and pumped from the compressor to the condenser under high pressure and
temperature due to compression, As this gas passes through the condenser, high
pressure, high temperature gas rejects etc. Heat to the outside air as the air passes
over the surface of condenser. The coding of the gas causes it to condense into a
liquid refrigerant. The liquid refrigerant still in high pressure passes to receiver drier
(dehydrator), The receiver acts as a reservoir for refrigerant. The liquid refrigerant
flows from the receiver dehydrator to the thermostat expansion valve refrigerant will
loses its pressure and temperature.This low pressure low temperature liquid enters
the evaporator. The evaporator coil is mounted below front dash board. As the
temperature of refrigerant passing through evaporator is low„ it absorbs heat and
continues to boil, drawing heat from the surface of the evaporator core warmed by
the rush of air passing over the surface of the evaporator core. In addition to the
warm air passing over- the evaporator rejecting its heat to the cooler surfaces of the
evaporator core, any moisture in the air condenses on the cool surface of the core
resulting in cool dehydrated air passing into the compartment of the car. By the time
the gas leaves the evaporator, it gets completely vapourised and is slightly
superheated. The pressure in evaporator is controlled by suction throttle valve. R12
vapour passing through the evaporator flows through the suction throttle valve and is
returned to compressor where refrigeration cycle is repeated.

2.4 Sources Of Heat To The Car

The cooling load is affected by many factors.
Some of them are listed below

1) Faster the car moves, the greater amount of infiltration into the car and better rate
of heat transfer .
2) The sun baking down on the blank road will raise the temp. up to 50 0 C to 60 0 C
and thus increases the amount of heat transferred into the car through the floor.
3) Because of the relatively large glass areas, metal construction and the flow of air
around the moving vehicle (automobile) is very large, so the air conditioning capacity
is also large in comparison with A. C. installed at home.

Page | 5
4) Quantity of fresh air in.
5) Number of occupants.
6) Quantity of heat directly rejected by sun on car.
For all the above sources, it is necessary that capacity of automobile A.C. should be
large, be capable to take overloads and operate for relatively long periods.
The cooling capacity of automobile A.C. system ranges from 1 to 4 tones, which is
the amount of refrigeration needed to cool a small house.

2.5 Components

1) Compressor :-
Compressor is a driver of the system. The construction is much
rigid and the unit is semi sealed. i.e. the power to drive the compressor is directly
taken from the crank shaft by means of v-belt pulley and electromagnetic clutch.
The heavy-duty gaskets are provided at joint to prevent vibration, noise and
leakage. A typical value arrangement is provided to suit the requirements. The high
and high pressure refrigerant enters in compressor which further gets compressed
causing hot vapour exit from the compressor unit, The compressor can start or stop
by means of thermostat arrangements which engages or disengages the
electromagnetic clutch so as to run compressor as per requirements. Lubrication oil
is placed inside the chamber. The noise of compressor is very least as compared to
that of engine. The vibration of compressor creats problem in Diesel air conditioning
system.

2) Electromagnetic Clutch
The pulley assembly contains an electrically controlled
magnetic: clutch, permitting the compressor to operate only when air conditioning is
actually desired. All automobile A.C. systems employs the clutch to drive the
compressor on demand from the thermostat inside the car (i.e. the knob). When the
compressor clutch is not engaged, the compressor shaft does not rotate, although
the pulley is being rotated by belt from the engine. The clutch armature plate, which
is movable member of the drive plate assembly is attached to the thrive hub
through drive springs and is riveted to both driver and armature plate. The hub of
this assembly is pressed over the compressor shaft is aligned with a square drive
key located in the key way on the compressor shaft. The pulley assembly consist of
pulley rim, pulley hub and power element ring.

3) Condenser -
A condenser is similar to an ordinary automobile radiator but are
designed to withstand much high pressure, It contains a fan to provide forced
circulation of air. This whole assembly is fitted in front of the car radiator so that
it receives high volume of air.

Page | 6
The high temperature and high pressure refrigerant vapour loses its heat to forced
air flowing through it causing change of this phase into high pressure liquid. The
fan and electromagnetic clutch are electrically coupled. Rapid condensation of
refrigerant can be done by fan. This high pressure liquid refrigerant then passed to
receiver drier.

4) Receiver:-
The purpose of receiver is to ensure a solid column of liquid
refrigerant to the thermostatic expansion valve. Automobile A.C. units are more
susceptible to leaks than units because of vibration. Over a period of time, small
leaks will occur, which may requires addition of refrigerant,, Also the evaporator
requirements vary because of the changing heat load. A small receiver is used in the
system to compensate all the above variables, Refrigerant is stored in the unit
untitled it is needed by the evaporator. A liquid Automobile Air Conditioning indicator
or slight glass is provided at outlook pipe of receiver unit. The appearance of bubbles
or foam in the slight glass indicates the shortage of refrigerant in the system. Drier
part of this unit consists of sillicagel to absorb moisture if any in the system, also it
traps foreign material which may have entered the system during assembly. It is
temporary storage and purifying unit.

5) Expansion Valve:-
The expansion valve fulfils the following two functions.
a. The temperature and pressure of refrigerant is reduced to such a low-level
due to sudden expansion by throttling process. This is helpful to create low
temperature than the evaporator.
b. According to cooling load, the quantity of refrigerant supplied to evaporator
can be controlled. It automatically regulates the flow of liquid refrigerant. The
valve is located at the inlet to evaporator core. It consists of a (capillary bulb
and tube, which are connected to an operating diaphragm (sealed within the
valve). When the cooling load increases, the refrigerant evaporates at a faster
rate in evaporator than the compressor can suck. As a result., the degree of
superheat and pressure in evaporator increases which cause the valve to
open more allowing more refrigerant to enter into the evaporator. At, the
same time the increases in suction pressure also enables the compressor to
deliver increased refrigerating capacity. When cooling load decreases;, the
refrigerant evaporates at a slower rate than the compressor can suck, As a
result the evaporator pressure drops and the degree of superheat will
decrease., The valve tenets to close and the compressor delivers less
refrigerant capacity. Thus this valve is capable of meeting the varying load
requirements. This valve keeps the evaporator full of refrigerant, thus ensures
safety to compressor.

6) Evaporator:-

Page | 7
 Evaporator is a place where the refrigerant evaporates and absorbs
heat from the air passed over it. Air is forced to flow over the evaporator with the
help of blower, which is installed in the evaporator itself and cooled before
distributing in seating compartment. The design of evaporator is more critical as the
space limitations are very severe and worse than compact room conditioners. The
evaporator is placed under dashboard of car. We can provide more ducts if the car
seating capacity is more. The purpose of evaporator is to cool and dehumidify the air
passing over it into passenger's cabin.
The refrigerant in cooled liquid state boils immediately in evaporator when air loses
its heat and moisture to it. Heat from the core surface is lost to boiling and
vapourizing refrigerant, which is cooler than the core, thereby cooling the core.
The moisture collected is then drained of as it may reduce the cooling effect.
Dirt or other foreign matter on the core surface or in evaporator housing will restrict
the airflow. A cracked or broken housing can result in insufficient air-or warm air
supply to passenger’s compartment. The dirt can be removed by forcing dry air on
it under pressure.

7) Controls:-
These units ensures safe operation of air conditioner. The
thermostat is used to prevent the formation of frost on the evaporator coil. The
cabin air temperature is also controlled to the desired level. Once the evaporator
fins temperature approaches near freezing point, the thermostat sends signals to
the thermo amplifier which in turn cuts all power supply to electromagnetic clutch,
thereby A.C. operation stops temporarily.

2.6 Advantages
The main advantage of this system is to travel with comfort for a
long distance in any type of atmospheric conditions without tired. During summer
the temperature inside the car can he maintained low and this is very necessary for
comfort conditions. There may be more advantages rather than this.

2.7 Drawbacks

1) Moving parts are in the compressor. Therefore, more wear, tear and noise.
2) It uses high grade energy like Mechanical work. Engine speed, average and
power will reduce due to power supplied to run A.C. system.
3) High operating cost, since fuel economy is affected, high maintenance cost,
costly refrigeration. A loss in economy level of the order of 1 to 1.5 km/liter
can occur due to the use A/C.
4) CFC’s (Chlorofluorocarbon) if leaks out of the system causes great damage
to the ozone layer.
5) If the car’s reserve power is less, it can affect its acceleration.
6) Maintenance and initial cost of unit is high.

Page | 8
2.8 Alternatives-
Adsorption/Absorption Air-Conditioning Using Waste Heat :- In this system the
compressor is replaced by the combination of Absorber, Generator and Pump
that uses a waste heat source to provide the energy needed to drive the cooling
system.

Adsorption - Adsorption is the phenomenon in which, the liquid or gas

(refrigerant) molecules in the adsorbing pair gets deposited on the solid
(adsorbent) surface without any chemical change .This is an exothermic process.
For ex: the silica gel acts as an adsorbent, which adsorbs the water molecules
on its surface.

Absorption- The phenomenon of absorption is the mixture of a gas in a liquid,

the two fluid present strong affinity, to form a solution (uptake of molecules
into the interior of another substance).

Page | 9
 Chapter-3

Vapour Absorption Refrigeration System

Introduction
The vapour absorption system uses heat energy, instead of
mechanical energy as in vapour compression system, in order to change the
condition of the refrigerant required for the operation of the refrigeration cycle. In this
system, the compressor is replaced by an absorber, a pump, a generator, and a
pressure reducing valve. This complete chapter discuss about the theoretical
calculations are made of different components of the systems like evaporator,
absorber, condenser and pump of vapour absorption system for a capacity of 1 TR
and experimentally developed and run system to validated for reducing the
temperature for the free of cost of operation.

3.1VARS
In the vapour absorption refrigeration (VAR) system, a physicochemical
process replaces the mechanical process of the vapour compression refrigeration
(VCR) system by using energy in the form of heat rather than mechanical work. The
main advantage of this system lies in the possibility of utilizing waste heat energy
from industrial plants or other sources and solar energy as the energy input.

The VAR systems have many favourable characteristics. Typically a much smaller
electrical input is required to drive the solution pump, compared to the power
requirements of the compressor in the VCR systems, also, fewer moving parts
means lower noise levels, higher reliability, and improved durability in the VAR
systems. A vapour absorption refrigeration system is a heat operated unit which
uses refrigerant (NH3) that is alternately absorbed by and liberated from the
absorbent (water).

The vapour absorption system uses heat energy, instead of mechanical energy as in
vapour compression system, in order to change the condition of the refrigerant
required for the operation of the refrigeration cycle. In this system, the compressor is
replaced by an absorber, a pump, a generator, and a pressure reducing valve.
These components in the system perform the same function as that of compressor in
vapour compression system. The vapour refrigerant from evaporator is drawn into an
absorber where it is absorbed by the weak solution of refrigerant forming a strong
solution. This strong solution is pumped to the generator where it is heated by
utilizing solar energy. During the heating process, the vapour refrigerant is driven off
by the solution and enters into the condenser where it is liquefied. The liquid
refrigerant then flows into the evaporator and thus the cycle is completed.

Page | 10
3.2 Methodology
Fig.1 shows the schematic diagram of a vapour absorption
system. Ammonia vapour is produced in the generator at high pressure from the
strong solution of NH3 by an external heating source. A solar cooker will produce the
heat and generate ammonia gas. Ammonia gas then enters into the condenser. High
pressure NH3 vapour is condensed in the condenser. The cooled NH3 solution is
passed through a throttle valve and the pressure and temperature of the refrigerant
are reduced below the temperature to be maintained in the evaporator. The low
temperature refrigerant enters the evaporator and absorbs the required heat from the
evaporator and leaves the evaporator as saturated vapour. Slightly superheated, low
pressure NH3 vapour is absorbed by the weak solution of NH3 which is sprayed in
the absorber.

Fig.3.1

Schematic diagram of vapour absorption refrigeration system [1]

Page | 11
Table 3.1
Properties of Ammonia(R717).

3.3 Theoretical Calculation of the System

The following specific parameters are assumed for theoretical calculation of the
complete system design:

Condenser pressure: 5 bar,

Evaporator pressure: 2 bar,
Capacity of refrigeration: 0.25 TR,

i) Heat removed in condenser (Qc): The amount of heat removed in the condenser is
given by:

Qc = (h2-h1) kJ/kg of NH3. (1)

Where h is enthalpy at different points on chart. As NH3 saturated vapour enters in

and NH3 saturated liquid comes out.

Page | 12
ii) Heat absorbed in the evaporator (Qe): The amount of heat absorbed in the
evaporator is given by:

Qe = (h4-h3) kJ/kg of NH3. (2)

where h4 is the heat of saturated vapour at Pc and h3 is the heat of mixture of NH3
liquid and vapour at Pe or heat of NH3 liquid at points ‘2’ as 2-3 is constant enthalpy
throttling process.

iii) Heat removed from the absorber (Qa):

When NH3 vapour at point 4 and aqua at point 10 are mixed, the resulting condition
of the mixture in the absorber is represented by 7’’ and after losing the heat in the
absorber (as it is cooled), the aqua comes out at condition 5. Therefore, the heat
removed in the absorber is given by:

Qa = (h7-h5) kJ/kg of aqua. (3)

iv) Heat given in the generator (Qg):

Qg is the heat supplied in the generator and Qd is the heat removed from the water
vapour, then the heat removed per kg of aqua is given by:

(Qg-Qd) = (h7’-h7) kJ/kg of aqua. (4)

As the aqua goes in at point 7 and comes out at condition 8 and 1 which can be
considered a combined condition at 7’. By extending the triangle 8-7-7’ towards right
till 8-7’ cuts at 1 and 8-7 cuts at ‘a’ on y-axis then, the heat removed per kg of NH3 is
given by:

(Qg- Qd) = h1-ha kJ/kg of NH3. (5)

For finding out Qd separately, extend the vertical line 7-7’ till it cuts the auxillary Pc
line and mark the point ‘b’. Then draw horizontal line through ‘b’ which cuts the Pc
line in (in vapour region) at point 11. Then join the points 7 and 11 and extend that
line till it cuts y-axis at 12. Therefore, Qd is given by:

Qd = (h12-h1) kJ/kg of NH3. (6)

The table 2 shows the values obtained on enthalpies based on enthalpy

concentration chart of Ammonia (R717).

Page | 13
Table 3.2

Enthalpy values on different points on enthalpy entropy chart of Ammonia (R717).

Based on above enthalpies calculation values the following results are obtained for
the design load of different component of the system.
i) Mass flow rate of NH3 through evaporator

(mf): mf = Cooling load/ h4 - h3

= (0.25x0.35)/(1632.462-376.722)
mf = 6.968×10-4kg/s=2.51kg/h.

ii) Heat rejected in absorber (Qa):

= 6.968 x 10-4 x (1632.462-(-

334.864)) Qa =1.371kW.

iii) Heat removed in condenser

(QC): QC = mr ×x× (h1- h2)

= 6.968 x 10^-4 x (1632.462-376.722)

QC = 0.875kW.

iv) Mass of strong solution handled by pump per second (ms):

Page | 14
Enthalpy balance across heat exchanger is,

Heat lost by weak solution = heat gained by strong solution,

mw × (h8-h9) = (mw + 1 )×(h7-h6)

mw× (209.92-92.0876) = (mw+1)× (133.9456-41.858)

mW = 3.6667kg/kg of NH3.

Hence, mass of strong solution handled by pump (ms),

ms = mr × (mw +1) = 6.968 x 10-4× (3.6667+1)

Therefore, ms= 3.2517×10-3 kg/s.

v) Heat supplied to generator temperature = 75°C.

Qg = mr x (h12 – ha)

= 6.968 x 10-4 x (1820.823-(-

334.864)) Therefore, Qg = 1.502kW.

vi) Design of pressure vessel for generator:

At pressure 5bar, with diameter (d) =200mm, and assuming 33% overload, the
design pressure,(Pd) obtained 6.65bar.Design pressure (Pd) =1.33 xP = 6.65bar.
Therefore, thickness of pressure vessel as thin cylinder, [(Pd x d)/2 xt] =330N/mm2
(330N/mm2 assuming C40 as a material for pressure vessel from PSG data book).

Therefore, t=8mm.

vii) Design of air cooled condenser:

Calculations are made and obtained LMTD (Log Mean Temperature Difference) =
42.45°C, and length of coil=1.87m.

3.4Conclusions
After designing, manufacturing and run the system the achieved
temperature drop of 3.5oC below ambient temperature with the time period of 32.5s
as shown in Fig.3. Although the system was designed for a capacity of 0.25TR the
desired capacity was not completely achieved. This was due to fact that certain
parameters could not be achieved during the practical design as compared to the
theoretical design as stated below.

1 Less number of turns of condenser& tube length resulted in inefficient heat

rejection. This caused the hot vapour from the generator to enter the evaporator coil
without changing its phase completely and thus reduced the cooling effect.

Page | 15
2 The system couldn’t sustain desired pressure range. The pressure capacity of the
flexible hoses used in the system limited the system pressure and thus the design
pressure could not be achieved due to fear of failure.

3 Concentration of ammonia in the system design was for 50% concentration of

ammonia but in the ammonia commercially available is of 25% concentration. This
was also a limitation.

Page | 16
 Chapter-4

Vapour Absorption Refrigeration System In

Automobiles

Introduction

Much of an internal combustion engine’s heat from combustion is discarded out of

the exhaust or carried away via the engine cooling water. All this wasted energy
could be useful. The common automobile, truck or bus air conditioner uses shaft
work of the engine to turn a mechanical compressor. Operating the mechanical
compressor increases the load on the engine and therefore increases fuel
consumption, emissions and engine operating temperature. With an absorption
refrigeration system, we can utilize the exhaust heat and the heat absorbed by the
engine’s cooling water. This heat, which could be considered as free energy, would
be enough to drive an adsorption refrigeration.

It is well known that an IC engine has an efficiency of about 35-40%, which means
that only one-third of the energy in the fuel is converted into useful work and about
60-65% is wasted to environment. In which about 28-30% is lost by cooling water
and lubrication losses, around 30-32% is lost in the form of exhaust gases and
remainder by radiation, etc. In a Vapour Absorption Refrigeration System, a
physicochemical process replaces the mechanical process of the Vapour
Compression Refrigeration System by using energy in the form of heat rather than
mechanical work. The heat required for running of a Vapour Absorption Refrigeration
System can be obtained from the exhaust of any vehicle working with an IC engine,
which would otherwise be exhausted into the atmosphere. Hence using a Vapour
Absorption Refrigeration System will not only prevent the loss of power from the
vehicles engine but will also produce refrigeration using the low grade energy (i,e.
exhaust) from the engine. The use of a Vapour Absorption Refrigeration System will
also reduce pollution by reducing the amount of fuel burned while working the
conventional vapour compression refrigerating unit.

4.1 Methods Of Implementation In An Automobile

For a road transport utilizing Vapour Absorption
Refrigeration System heat energy can be supplied in two ways:

Page | 17
 1. Using heat of combustion of a separate fuel- By using a separate fuel for
working the refrigeration system i,e. a fuel for example natural gas can be
used for the working of a Vapour Absorption Refrigeration System. This can
be achieved by burning the fuel in a separate combustion chamber and then,
supplying the Generator of a Vapour Absorption Refrigeration System with the
products of its combustion to produce the required refrigerating effect.
However this prospect is eliminated since it requires a separate fuel and a
separate combustion chamber which makes it uneconomical and the system
becomes inefficient.

2. Using waste heat of the IC engine- Another method is by utilizing the heat of
combustion which is wasted into the atmosphere. By designing a generator
capable of extracting the waste heat of an IC engine without any decrease in
engine efficiency, a Vapour Absorption Refrigeration System can be brought
to work. Since this arrangement does not require any extra work expect a
small amount of work required for the pump, which can be derived from the
battery, this system can be used in automobiles where engine efficiency is the
primary consideration.

In an IC engine, fuel (usually petrol or diesel) is combusted inside the cylinder due to
which the piston moves outward and rotates the crank, and hence the engine
produces work. In IC engines the combustion of the fuel produces heat, which is
converted to mechanical work using the piston and crank arrangement. From the
heat produced from combustion of fuel only 30% (approx) of heat is converted into
useful mechanical work.

The remaining heat energy is wasted into the atmosphere in the form of:

(i) heat carried away by the cooling water,

(ii) heat taken away by the exhaust gases,

(iii) heat carried away by the lubricating oil,

(iv) and, heat lost by radiation.

The cooling water and exhaust gases carry away the maximum amount of heat from
the engine, ie around 60% (approx). This heat is called the low grade energy of the
engine.

4.2 Components of VARS

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 Figure 4.1

Components of Absorption A/C [2]

4.2.1 Generator

It is basically a container where the solution is maintained at

constant level. The exhaust pipe is passed through it and its heat is extracted in the
generator. It has two exits and an inlet. From the two exits, one is for the flow of
refrigerant to the condenser and the other for the flow of solution back to absorber.
The exhaust pipe passing through the generator is made of copper while the other
components are made of steel.

4.2.2 Condenser

Usually the condenser of an automobile is of an oval cross-section. It is

made of aluminum to have easy transfer of heat from the refrigerant coming from
generator to the atmosphere. A large number of fins are provided to increase the
surface area and thereby increase the heat transferred from the refrigerant to the
atmosphere.

Page | 19
4.2.3 Expansion valve

A needle valve is used to drop the pressure of the refrigerant from

high pressure to low pressure side. A needle valve can be easily adjusted to obtain
the required pressure within the system.

4.2.4 Evaporator

The refrigerant from the expansion valve enters the evaporator where the
cold refrigerant absorbs heat from the surroundings. To have maximum heat transfer
from surroundings to the refrigerant the evaporator is made of copper tubes.

4.3.5 Absorber

This is the container which has two inlets, one for the refrigerant coming
from the evaporator while the other for the weak solution coming from the generator.
The one exit is for pumping the solution to the generator. It has a perforated sheet to
strain the solution coming from the generator to have a proper mixing of the weak
solution with the refrigerant coming from the evaporator. Fins are provided around
the container to increase the surface area, to remove the heat developed during the
mixing of the refrigerant and the weak solution.

4.2.6 Pump

Since the system is small the flow rate required is also small. Hence a fuel pump is
used to pump solution from the absorber to the generator. The power to run the
pump is derived from the engine battery.

4.2.7 Control valve

This is placed in between the generator and the absorber to bring the solution
pressure from high pressure to low pressure. The control valve may be another
needle valve which could also be used to control the flow rate of the weak solution
back to the absorber.

4.2.8 Pre-heater

This is a container containing coiled tubes through which the

solution passes. It is placed in between the generator and the pump of the absorber.
Cooling water is passed through the container, ie it is placed in the path way of hot
water flowing from the engine jacket to the radiator. The quantity of cooling water
inside the pre-heater is always fixed. The coils for the flow of solution are made of
copper to have maximum heat transfer fro the cooling water to the solution and the
remaining parts are of cast iron.

4.3 Working Of The System

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 Figure 4.2

Schematic diagram of three fluid vapor absorption system [7]

The strong solution at 35°C is pumped from the absorber to the pre-heater where the
solution of the strong solution is increased to 75°C from the cooling water at 80°C.
This solution then enters the generator where the refrigerant, ie water at 40°C gets
vapourizes and is passed through the condenser, where the latent heat is removed
from the refrigerant. This refrigerant is then passed through the expansion valve to
bring the temperature to around 10°C, after which it is passed through the
evaporator coil to absorb the latent heat of the refrigerant at 10°C. The vapourized
refrigerant then enters the absorber where the weak solution coming from the
generator gets mixed liberating heat. This formed solution is again pumped to the
generator using the pump and the cycle is repeated again.

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 Chapter-5

Comparison between VCRS and VARS

5.1 Advantages of Absorption Refrigeration over Vapor

Compression Refrigeration Cycle
1) Method of compression of the refrigerant: One of the most important parts of
any refrigeration cycle is the compression of the refrigerant since all the further
operations depend on it. In the vapor compression refrigeration system the
compression of the refrigerant is done by compressor which can be of reciprocating,
rotating or centrifugal type. In the vapor absorption refrigeration system, the
compression of the refrigerant is done by absorption of the refrigerant by the
absorbent. As the refrigerant is absorbed, it gets converted from the vapor state to
liquid state so its volume reduces.
2) Power consumption devices: In the vapor compression cycle the compressor is
the major power consuming device while in the vapor absorption cycle the pump
used for pumping refrigerant-absorbent solution is the major power consuming
device.
3) The amount of power required: The compressor of the vapor compression cycle
requires large quantities of power for its operation and it increases as the size of the
refrigeration system increases. In case of the vapor absorption refrigeration system,
the pump requires very small amount of power and it remains almost the same (or
may increase slightly) even for higher capacities of refrigeration. Thus the power
consumed by the vapor absorption refrigeration system is much more than that
required by the vapor compression system.
4) Type of energy required: The vapor absorption system runs mainly on the waste
or the extra heat in the plant. Thus one can utilize the extra steam from the boiler, or
generate extra steam for the purpose and also use the hot available water. Similarly
the waste heat from the diesel engine, hot water from the solar water heater, etc. can
also be utilized. In case of the vapor compression refrigeration system, the
compressor can be run by electric power supply only; no other types of energy can
be utilized in these systems.
5) Running cost: The vapor compression refrigeration system can run only on
electric power, and they require large amount of power. These days the electric
power has become very expensive, hence the running cost of the vapor compression
refrigeration system is very high. In case of the absorption refrigeration system only
small pump requires electric power and it is quite low. In most of the process

Page | 22
 industries, where the absorption refrigeration is used, there is some extra steam
available from the boiler, which can be used for running the system. Thus in
absorption refrigeration system no extra power in the pure electric form is required
and the energy that would have otherwise gone wasted is utilized in the plant. Thus
the running cost of the absorption refrigeration system is much lesser than the vapor
compression system.
 6) Foundations required and noise: The compressor of the vapor compression
system is operated at very high speeds and it makes lots of vibrations and noise. It
also requires very strong foundation so that it can remain intact under vibrations and
high pressures of the refrigerant. In the absorption refrigeration system there are no
major moving parts hence they don’t vibrate, don’t make noise and also don’t require
heavy foundations. The absorption refrigeration systems operate silently. 

7) Maintenance: Compressor is the crucial part of the vapor compression cycle, and
it has number of moving parts. It is very important to do the thorough lubrication of
the compressor and also keep checking it regularly for any defects. The compressor
also requires changing of the piston, piston rings, cylinder liner etc. from time-to-time.
Thus the vapor compression system requires lots of maintenance. Failure of
compressor can be very expensive at times as the suction and the discharge valve of
the compressor are very expensive. Even the motor of the compressor is very heavy
and expensive. The compressor also requires cooling, for which special pump is
required to pump the water from the cooling tower to the compressor. Since there
are number of moving parts of the compressor that move at very fast speed some or
the other failure occurs regularly. In the absorption refrigeration system the only
moving part is the small pump that fails rarely. Thus the maintenance required by the
vapor compression system is much more than that required by the vapor absorption
system.
8) Capacity control of the system: In the vapor compression cycle the capacity
control of the system is done from the compressor and in most of the cases stepwise
capacity control is obtained. In case of the absorption refrigeration system it is
possible to obtain stepless capacity control and zero capacity when there is no load
on the system. Though these days compressors with stepless capacity control are
available, but they will consume lots of power even if there is zero load on the
refrigeration system. In absorption system, when there is zero load the power
consumption is almost zero.
9) Type of refrigerant used and its cost: In ammonia-water absorption refrigeration
system, ammonia is used as the refrigerant, which is easily and cheaply available. In
lithium bromide system, water is used as the refrigerant, which is also available

Page | 23
cheaply and easily. In case of the vapor compression refrigeration system
halocarbons are used as the refrigerants, which are very expensive.
10) Leakage of the refrigerant: In the absorption refrigeration system there are no
(or very few) leakages of the refrigerant and the refrigerant itself is very cheap. Thus
there are almost zero refrigerant recharging costs. In case of the vapor compression
systems there are lots of leakages of the refrigerant thus regular recharge of the
refrigerant is required which is very expensive.
11) Greenhouse effect: Most of the halocarbon refrigerants used in the
compression refrigeration system produces greenhouse effect. As per the Montreal
Protocol, their use has to stop completely by the year 2020. In the absorption
refrigeration system no refrigerant produces the greenhouse effect, so their use
won’t be stopped in future.

5.2 Disadvantages of Absorption Refrigeration

over Vapor Compression Refrigeration Cycle
1) Initial capital cost: Though the running cost of the absorption refrigeration
system is much lesser than the vapor compression system, its initial capital cost
is much higher.
2) Corrosive nature of lithium bromide: In the lithium bromide absorption
refrigeration system, lithium bromide is corrosive in nature, which reduces the
overall life of the system. In case of the ammonia system, ammonia is corrosive to
copper. In the vapor compression system copper is used with the halocarbon
refrigerants and they are quite safe thus ensuring long life of the refrigeration
system. As such the vapor compression system with reciprocating or centrifugal
compressor has longer life than the lithium bromide absorption refrigeration system.
3) Low working pressures: The working pressures of the absorption refrigeration
cycle are very low. In case of the lithium bromide system these pressures are so low
that even the expansion valve is not required since the drop in pressure of the
refrigerant due to its flow is good enough to produce its expansion. Due to this the
refrigeration system should be sealed thoroughly so that no atmospheric gases
would enter the refrigeration system. As such the system of the compression
refrigeration should also be packed tightly, but this is to prevent the leakage of the
refrigerant to the atmosphere.
4) Coefficient of Performance (COP): The coefficient of performance of the
absorption refrigeration systems is very low compared to the vapor compression
systems. For instance, the COP of the two stage lithium bromide system is about
1.1, while that of the vapor compression system used for the air conditioning
applications it is about 4 to 5. Thus the absorption refrigeration system becomes

Page | 24
competitive only if the ratio of the electricity to fuel (oil, gas or coal used to generate
the steam in the boiler) becomes more than four. If this ratio is lesser there are
chances that excess fuel would be required to generate the steam. However, if
there is excess steam in the industry, this ratio may not be given importance.
5) Higher heat rejection: In the absorption refrigeration heat has to be rejected from
number of parts like condenser, absorber, analyzer, rectifier etc. thus heat rejection
factor for absorption refrigeration system is high and it can be around 2.5. In the
compression refrigeration system the heat is given up only from the condenser, so it
heat rejection factor is small, which is about 1.2. Thus the cooling tower and pump
capacities for pumping the cooling water have to be higher in case of the absorption
refrigeration system, which leads to increase in the running cost of the system.

Page | 25
 Chapter 6

Case Study

Introduction
Let us consider an engine of an automobile on which the vapour
absorption refrigeration system is to be implemented. In this chapter we discuss
about case study done on Hindustan Motors Ambassador model engine. From the
heat produced from combustion of fuel only 30% (approx) of heat is converted into
useful mechanical work. The remaining heat energy is wasted into the atmosphere in
the form of the cooling water and exhaust gases carry away the maximum amount of
heat from the engine, around 60% (approx). This heat is called the low grade energy
of the engine.

6.1 Engine parameters

The IC engine based on which the calculations are done is

• Make - Hindustan Motors

• Model - Ambassador
• No of cylinders, n = 4.
• Power, P = 60 bhp at 2000 rpm.
• Capacity, V = 1717cc.
• No of strokes = 4.
• Fuel used = diesel.
• Air-fuel ratio, A/F =15:1

6.2 Waste Heat Of The Engine

The main two areas through which the heat is exhausted into the atmosphere from
the engine are the cooling water and the exhaust gases. It is necessary to calculate
the amount of heat energy carried away by the exhaust gases and the cooling water.

6.2.1 Exhaust gas heat

Volumetric efficiency of the engine, Evol = 70%. Rated

speed, N = 2000 rpm Mass flow rate of air into the cylinder,
ma = VN Evol /2

= 0.001717x2000x0.7/2
ma =0.02m3/s.

Page | 26
Mass flow rate of fuel,

mf = ma/(A/F ratio) = 0.02/15

mf =0.001335 kg/sec

Total mass flow rate of exhaust gas,

me= ma+mf = 0.021335 kg/s.

Specific heat at constant volume of exhaust gas Cpe= l kj/kgk.

Temperature available at the engine exhaust, te= 300°C.

Temperature of the ambient air, ta = 40°C

Heat available at exhaust pipe Qe = meCpe (te-ta)

= 0.021335xlx(300-40)

Qe=5.5kW

6.2.2 Cooling water heat

Temperature of water entering the cooling water jacket, tcj=50°C.

Temperature of water exiting the cooling water jacket, tco=80°C.

Mass flow rate of water for a 4 cylinder diesel engine, mw=0.1 kg/s.

Specific heat of water, Cpw=4.18 kj/kg-k

Heat carried away by cooling water Qw = mwCpw(tco-tcj)

= 0.1x4.18x(80-

50) Qw= 12.54 kW.

6.3 Final Value

Heat available at exhaust gas = 5.5 kW

Heat carried by cooling water = 12.54 kW

This heat can be utilized in vapour absorption refrigeration system for air
conditioning of car.

6.4 Testing of the Prototype Nissan1400

A rough energy balance of the available energy in the combustion of fuel in a motor
car engine shows that one third is converted into shaft work, one third is lost at the
radiator and one third is wasted as heat at the exhaust system even for a relative

Page | 27
small car-engine, such as for the Nissan1400, 15 kW of heat energy can be utilised
from the exhaust gas. This heat is enough to power an absorption refrigeration
system to produce a refrig- eration capacity of 5 kW. The standard working fluids for
absorption refrigeration plants are water and ammonia, Lithium-Bromide and water,
and Tetra-Ethylene Glycol Dimethyl-Ether (TEG-DME) and R-22. Of these
combinations, water and ammonia is no threat to the environment and is preferable
for this application for reasons listed below:

• Water has the highest latent heat of vaporization at 0 0 C but its combination
with LiBr can cause crystallization due to unstable temperature conditions
caused by fluctuations of exhaust gases flow rates.
• Freon-22 is a well known refrigerant, but in combination with its absorbent the
plant becomes uneconomical.
• Ammonia is highly soluble in water and this ensures low solution circulation
rates. Both constituents are obtainable at minimal cost. The choice of
Ammonia-water combination is not made without considering certain
disadvantages: ammonia attacks copper and its alloys when it has been
hydrated. Therefore, all components are made from mild steel or stainless
steel.

Preliminary analysis showed that an absorption refrigeration plant with a 2 kW

cooling load at 00 C and with water as a secondary fluid, is more than sufficient to
air-condition the passenger space of the NISSAN 1400 truck.

This cooling load is calculated from three difference heat sources:

1. Transmission of heat through the car body

structure QT = 0.19 kW

2. Solar heat gain through the wind-screen and side windows

QR = 0.44 kW

3. Internal heat gains QI = 0.50 kW

Total QTOT = 1.13 kW

Prior to installing the components in the car, the absorption plant is assembled for a
laboratory test. The exhaust gas from the engine is simulated by the combustion of
propane through a gas burner. The air-cooled condenser and absorber are subjected
to an air draft created by air-blowers maintaining the condensate and the strong
solution in the absorber at an average temperature of 35 0 C. The plant is subjected
to a variation of expansion valve settings1 and its cooling capacity is established by
measuring the temperature drop and rate of water circulation through the evaporator.
The inlet to the evaporator is between -20 C and 00 C.

Page | 28
Under these conditions, the load variation is shown in Figure 6.1, where a maximum
of 2 kW cooling is obtained.

Figure 6.1 Load variation[2]

6.4.1Road test

The road-test results are collected in two groups, (vehicle in motion):

1. Before opening the expansion valve

2. After opening the expansion valve.

These results are depicted in the graph of Figure 5, where a drop in the temperature
in the passenger’s space is clearly indicated. Table 6.1 contains the averaged results
collected from the absorption plant during the entire duration of the road tests. These
averaged values serve to plot the enthalpy-concentration performance chart for the
plant as shown in Figure 6.3. The construction of the absorption cycle on the
enthalpy-concentration diagram is according to established theory of absorption
refrigeration machines.

Table 6.1 Results

Page | 29
With reference to the data from Figure 6.2 and Table 6.1 the diagram of Figure 6.3 is
constructed and analyzed as follows:

The 3bar low pressure and the 50 C evaporator’s temperature, establish points ‘5L’
and ‘5V’. At the generator and condenser, the data is not sufficient for a full
evaluation. However, with the simplification that there is only a reflux condenser,
instead of a distillation column to purify the generator’s vapours, point ‘1’ can be
considered as the vapour in equilibrium with the generator’s solution, point ‘A’. This
solution boils at 1200 C (Table 6.1) and the line A-1 is the isotherm between the
liquid and its vapour. This vapour becomes the condensate at 8bar pressure and this
is depicted by point ‘E’. The temperature curve through point ‘E’ is 28.4oC, which is
in agreement with the average ambient cooling temperature, about 25oC (see Figure
6.2).

Figure 6.2

The shaded and the clear areas indicate the temperature conditions before and
during the road-tests respectively[2]

Page | 30
 Figure 6.3

Averaged values for the enthalpy-concentration performance chart of the plant[2]

The vertical line 1-E indicates the concentration of the refrigerant, y= 0.737.The line
1-E intersects the isotherm 5L-5V at point ‘D’ and the difference in enthalpy h D-hE is
the Refrigeration Effect, RE=188.7kJ/kg.

The absorber, at point ‘B’, is at conditions of 3 bar pressure and 28.4 oC temperature.
This temperature is the same as that of the condenser at point ‘E’, because both are
cooled by the same medium.

Page | 31
The vertical line through point ‘B’ indicates the concentration of the strong solution,
XST = 0.475. The vertical line through point ‘A’ indicates the concentration of the
weak solution, XWE = 0.170.
The COP value is calculated as the ratio of refrigeration effect to the generator’s
heat.

The generator’s heat, however, can be reduced by the use of a regenerator, or a

heat exchanger.

During the road-test, there was no provision made to measure the temperature of the
solution at the exit of the heat exchanger. Therefore, the following calculation of the
COP is only an indication and not the real condition.

From Figure 6.3

A solution heat exchanger would bring the strong solution to a higher temperature
than that of the absorber, (let’s say to 54oC, point ‘10’). This would reflect to a heat
saving in the generator, equivalent to the enthalpy difference hK-hC. The new COP
will be in this case is

6.5 Conclusions
The theoretical analysis, is verified by both laboratory and road tests through the
results obtained. This work results from a prototype which will have to be improved
for further development. The claim that is made from this work is that it has shown
the feasibility of such a system in a positive frame. It can be concluded that:

1. In the exhaust gases of motor vehicles, there is enough heat energy that can
be utilised to power an air-conditioning system. Therefore, if air-conditioning is
achieved without using the engine’s mechanical output, there will be a net
reduction in fuel consumption and emissions.
2. Once a secondary fluid such as water or glycol is used, the aqua-ammonia
combination appears to be a good candidate as a working fluid for an
absorption car air-conditioning system. This minimizes any potential hazard to
the passengers.

Page | 32
3. The low COP value is an indication that improvements to the cycle are
necessary. A high purity refrigerant would give a higher refrigeration effect,
while the incorporation of a solution heat exchanger would reduce the input
heat to the generator. The present system has both a reflux condenser and a
heat exchanger. However, the reflux condenser is proved inadequate to
provide high purity of the refrigerant and needs to be re-addressed. The
evaluation of the COP, with and without the heat exchanger also proves that
unless there is a high purity refrigerant, the effect of the heat exchanger to the
generator’s heat is small.

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 Chapter-7

Indian Scenario

In air conditioning of automobile the vapour compression

refrigeration system causes the loss in economy level of the order of 1 to 1.5 km/liter
can occur due to the use A/C. In India there are no automobile absorption
refrigeration system which is working on the exhaust heat of the engine because
following reasons.

1. Initial capital cost -Though the running cost of the absorption refrigeration
system is much lesser than the vapor compression system, its initial capital
cost is much higher.

2. Size -The size of this system is more than vcrs. Mainly in India there is small
size of cars. The space occupied by generator is main limiting factor.

3. Coefficient of Performance (COP)- The coefficient of performance of the

absorption refrigeration systems is very low compared to the vapor
compression systems.

4. Lack of cooling potential in the exhaust gases at low and idling speeds.

In India there is laboratory test done on this system in automobile air conditioning at
SVNIT Surat by A. C. Deshpande which is currently working as a Jr. Research
Fellow at
SVNIT, Surat under BARC. Another college where laboratory test is done is
Jawaharlal Darda Institute Of Engineering & Technology, Yavatmal.

These factors affect the use of this system in automobile but in other areas like
power plants and other industries where waste heat can be utilized by installing
vapour absorption refrigeration system.

In India Thermax Ltd working on these systems. This uses waste heat from steam,
solar power, flue gases, and hot water.This serving for

Bhilai steel plant

Raurkela steel plant

Reliance industries ltd

Gas authority of India ltd.

Page | 34
Products are

Steam Driven Vapour Absorption Machine-

Capacities: From 50 to 2000 TR

Steam pressure: From 0.6 to 3.5 Kg/cm² (g)
Chilled water temperature: Up to 3.5ºC (0ºC for brine)
Heat source: Steam

Hot Water Driven Vapour Absorption Machine

Capacities: From 10 to 2000 TR

Chilled water temperature: Up to 3.5ºC (0ºC for brine)

Water temperature: From 75ºC to 200ºC

Exhaust Vapour Absorption Machine-

From 50 to 2000 TR,

chilled water temperature Up to 3.5ºC (0ºC for brine)

Page | 35
 Chapter-8

World Scenario

Vapour absorption refrigeration system based on exhaust heat (or waste heat from
solar) is not widely used due to its limitations.

 Refrigerating effect will be reduced or will be difficult to produce should the

 vehicle be at rest or in a very slow moving traffic condition.
 The refrigerating effect produced using a Vapour Absorption Refrigeration
System is less compared to a Vapour compression Refrigeration System.

But still Toyota developed solar ac based on absorption refrigeration in his car in
2010 in model Toyota Prius.

Nowhere is the greenhouse effect more noticeable than inside a car on a hot day.
But the new Toyota Prius comes with new green technologies including cooling fans
run by optional solar panels.The Prius includes a solar panel on the roof of the car,
which can only provide enough power to run the ventilation system while the car is
parked, to keep the interior cooler in sunny warm conditions. For the U.S. market
only the Prius Two, Three, Four and Five were offered.

Even when the car is off and locked, these fans whir around, so when you step back
into it you don't need to crank up the power-hungry air conditioning. And the air-con
system on the 2010 Prius.

Nissan developed prototype in 2008 Nissan 1400 truck and the results indicate a
successful prototype and encouraging prospects for future development.The
developed prototype and give following results

1. In the exhaust gases of motor vehicles, there is enough heat energy that can
be utilised to power an air-conditioning system. Therefore, if air-conditioning is
achieved without using the engine’s mechanical output, there will be a net
reduction in fuel consumption and emissions.
2. The coefficient of performance of the absorption refrigeration systems is very
low compared to the vapor compression systems. The low COP value is an
indication that improvements to the cycle are necessary.
3. Size -The size of this system is more than vcrs. The space occupied by
generator is main limiting factor.

Page | 36
 Chapter-9

Future Prospects

Vapour absorption refrigeration system is not widely used due to its limitations.
There is need for certain developments like

1. Cop of the system – we have to improve the cop of the system.

2. Size of the Condenser, Evaporator and Generator which is reduce s the size
of the system.

But in future is necessary to use because of the consumption of petrol is due to use
of vcrc system. A loss in economy level of the order of 1 to 1.5 km/liter can occur due
to the use A/C.

Day by day the price of gasoline/diesel is increasing. The source of energy is limited.
Air conditioning system, compressor consumes 10% of engine output. But in
container which is used for transport the goods with refrigerating system. This
consume more power for providing necessary refrigeration effect. This system can
be use in container where no problem for space. This system used.

 The generator is design to have a capacity of 4.8kW with temperature around

90 °C and pressure of 19 bars. This component can be installed is 50 cm
 long, 25 cm wide and 15 cm high, which is available in containers.
  Amount of heat required to be rejected by the absorber to achieve good
absorption process must be not less than 1739 kJ/ kg of refrigerant. Then the
total heat transfer area was calculated A = 0.3978463 m 2 Which represents a
tube having 6.65 meters long tube.

In automobiles there are limitations of the space so now a days these systems are
not applied. But in future can be applied due to following reason if the system space
can be reduces.

Also in bus and containers there is solar absorption systems can be used becasued
of availability of space. If there is need is more and the this system can used for
some capacity and other requirements can fulfill by vapour absorption refrigeration
system. This combination can reduce the engine power consumption and utilized the
exhaust heat. Other reason for using in future is-

 Moving parts are only in the pump,which is a small element of the system.
Hence operation is smooth.

Page | 37
  The system can work on lower evaporator pressures also without affecting the
 COP.
  No effect of reducing the load on performance.
  We can increase economy level of the order of 1 to 1.5 km/liter.
 Foundations required and noise: The compressor of the vapor compression
system is operated at very high speeds and it makes lots of vibrations and
 noise
  Maintenance: No need of maintenance of this system.
 Capacity control of the system: In absorption system, when there is zero load
 the power consumption is almost zero.
 Type of refrigerant used and its cost: In ammonia-water absorption
refrigeration system, ammonia is used as the refrigerant, which is easily and
 cheaply available.
 Leakage of the refrigerant: In the absorption refrigeration system there are no
(or very few) leakages of the refrigerant and the refrigerant itself is very
cheap. Thus there are almost zero refrigerant recharging costs. In case of the
vapor compression systems there are lots of leakages of the refrigerant thus
 regular recharge of the refrigerant is required which is very expensive.
 Greenhouse effect: The existing system sffect the environment Most of the
halocarbon refrigerants used in the compression refrigeration system
produces greenhouse effect. As per the Montreal Protocol, their use has to
stop completely by the year 2020. In the absorption refrigeration system no
refrigerant produces the greenhouse effect, so their use won’t be stopped in
future.

Page | 38
 Chapter-10

Conclusion

Experimental study of an aqua-ammonia absorption system

used for automobile air conditioning system, this system using the exhaust waste
heat of an internal combustion diesel engine as energy source. The energy
availability that can be used in the generator and the effect of the system on engine
performance, exhaust emissions, auto air conditioning performance and fuel
economy are evaluated. Because automotive air conditioning is one the most
equipment that heavily uses CFC compounds and the leakage of CFCs from such air
conditioners impact on the environment. The main purpose of this investigation to
explore the feasibility of using waste energy to design the absorber and generation
since these components are the most important components of absorption and they
are directly influence the performance of the whole system. It has been found that
the aqua -ammonia concentration effect the cooling capacity.

The estimated cooling load for the automobile found to be

within acceptable ranges which are about 1.37 ton refrigeration. The obtained results
show that the coefficient of performance (COP) values directly proportional with
increasing generator and evaporator temperatures but decrease with increasing
condenser and absorber temperatures. Measured values for generator, absorber,
and evaporator and condenser temperature were recorded and the coefficient of
performance of the system varied between 0.85 and 1.04. The main components of
the absorption cycle were designed and fabricated for optimal performance and
could be rapidly transfer to the industry, The system was found to be applicable and
ready to produce the required conditioning effect without any additional load to the
engine. The proposed system decreases vehicle operating costs and environmental
pollution caused by the heating system as well as causing a lower global warming.
The following conclusion can be drawn-

 Performance of auto air conditioner using exhaust waste energy from diesel
engine has been carried out in this investigation. It is evident that COP
strongly depends on working conditions such as generator, absorber,
 condenser and evaporating temperature.
The aqua-ammonia vapour absorption automobile air conditioner is an
economically attractive concept for utilizing exhaust waste heat because most
of the energy input comes from the heat available in the exhaust gases, with
only small electric power used to operate the pump. The engine exhaust gas
was confirmed as a potential power source for absorption automobile air
conditioner system. In other words, the absorption refrigeration system may

Page | 39
 be able to take advantage of the exhaust gas power availability and provide
the cooling capacity required for automotive air conditioning.
 Overall, carbon monoxide emission was decreased when the absorption
refrigeration system was installed in the exhaust gas. So, changes in exhaust
components concentration were a consequence of the major modifications in
the exhaust system. The absorption cycle has the economic advantage of
 having few high precision components, thus reducing manufacturing costs.
 The low efficiency, however, is a negative economic factor. Ammonia
Absorption cycle, should be considered as a viable alternative to mechanical
vapor compression cycle. Appreciable cooling load reduction can be realized
 by modification on the automobile body and the door and windows design.
 With flexibility in operation, absence of compressor noise, very low
 maintenance and high reliability.
 The waste heat energy available in exhaust gas is directly proportional to the
 engine speed and exhaustgas flow rates.
 Feasibility study should made to decide the unit’s chances to be produced on
commercial scales. Also, applying this project practically in Jordan, because it
has many advantages from the pollution and economic point of view.

Page | 40
 References

1. International Journal of Engineering Research and Applications (IJERA)

ISSN: 2248-9622 National Conference on Emerging Trends in Engineering
& Technology (VNCET-30 Mar’12) V.D.Patel , A.J.Chaudhari, R.D.Jilte ,
Theoretical and Experimental Evaluation of Vapour Absorption
Refrigeration System,2012

2. Journal of Energy in Southern Africa, G Vicatos,J Gryzagoridis, A car air-

conditioning system based on an absorption refrigeration cycle using
energy from exhaust gas of an internal combustion engine, 2008

3. International Journal of Modern Engineering Research (IJMER) ,Manu.S,

T.K.Chandrashekar, Theoritical Model of Absorber for Miniature LiBr-H2o
Vapor Absorption Refrigeration System , 2012

4. Energy procedi, aKhaled AlQdah , Sameh Alsaqoor , Assem Al-Jarrah ,

Design and Fabrication of Auto Air Conditioner Generator Utilizing Exhaust
Waste Energy from a Diesel Engine ,2011

5. Second International Conference on Emerging Trends in Engineering and

Technology, ICETET-09, A C Deshpande, R M Pillai,Adsorption Air-
Conditioning (AdAC) for Automobiles Using Waste Heat Recovered from
Exhaust Gases ,2009

6. Zhong Ji-Xiang, Research on A Novel Air-condition System driven by

combination of Exhaust Heat of Engine and Solar Energy,2009

7. The 2nd Joint International Conference on “Sustainable Energy and

Environment (SEE 2006)”, 21-23 November 2006, Bangkok, Thailand,
Shah Alam, A Proposed Model for Utilizing Exhaust Heat to run
Automobile Air-conditioner, The 2nd Joint International Conference on
SEE,2006

8. Khaled S. AlQdah Tafila Technical University Tafila, Jordan, Performance

and Evaluation of Aqua Ammonia Auto Air Conditioner System Using
Exhaust Waste Energy,2011

9. Nahla Bouaziz, Ridha Ben Iffa and Lakhdar kairouani, Performance of a

water ammonia absorption system operating at three pressure levels,
2011

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10. R.H.L. Eichhorn - Eindhoven University of Technology , Waste Energy
Driven Air Conditioning System (WEDACS), 2009.

11. ASHARE Hand book, 2008

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 Bibliography

Impact of Vehicle Air-Conditioning on Fuel Economy,

Tailpipe Emissions, and Electric Vehicle Range
http://www.nrel.gov/docs/fy00osti/28960.pdf

Eco-friendly cooling with absorption chillers

http://www.thermaxindia.com/Live-at-Thermax/Eco-
friendly-cooling-with-absorption-chillers.aspx
 International Journal Of Energy Research, exergy calculation of
lithium bromide–water solution and its application in the exergetic
evaluation of absorption refrigeration systems LiBr-H2O, Reynaldo
 Palacios-Berec, 2010
 Adsorption Air-Conditioning for Containerships and Vehicles
Metrans Report 00-7, Craig Christy and Reza Toossi
California State University ,Long Beach,August 05, 2004
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 Annexures
Adsorption air conditioning working
http://www.youtube.com/watch?v=aMF-STB18Xo

2010 Prius: Solar Powered Ventilation System

http://www.youtube.com/watch?v=CchHIy7JgvA

Absorption Chiller Animation

http://www.youtube.com/watch?v=vHLKKd04hfk
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