Energy Conversion and Management 47 (2006) 15741587

www.elsevier.com/locate/enconman

Articial neural network analysis of an automobile

air conditioning system
M. Hosoz

a,*

, H.M. Ertunc

Department of Mechanical Education, Kocaeli University, 41380 Kocaeli, Turkey

Department of Mechatronics Engineering, Kocaeli University, 41040 Kocaeli, Turkey

Received 10 January 2005; received in revised form 28 July 2005; accepted 13 August 2005
Available online 22 September 2005

Abstract
This study deals with the applicability of articial neural networks (ANNs) to predict the performance of automotive
air conditioning (AAC) systems using HFC134a as the refrigerant. For this aim, an experimental plant consisting of
original components from the air conditioning system of a compact size passenger vehicle was developed. The experimental
system was operated at steady state conditions while varying the compressor speed, cooling capacity and condensing temperature. Then, with the use of some experimental data for training, an ANN model for the system, based on the standard
back propagation algorithm was developed. The model was used for predicting various performance parameters of the
system, namely the compressor power, heat rejection rate in the condenser, refrigerant mass ow rate, compressor discharge temperature and coecient of performance. The ANN predictions for these parameters usually agreed well with
the experimental values with correlation coecients in the range of 0.9680.999, mean relative errors in the range of
1.522.51% and very low root mean square errors. This study shows that air conditioning systems, even those employing
a variable speed compressor, such as AAC systems, can alternatively be modelled using ANNs with a high degree of
accuracy.
2005 Elsevier Ltd. All rights reserved.
Keywords: Articial neural network; Automotive air conditioning; Refrigeration; Air conditioning

1. Introduction
Automotive air conditioning (AAC) systems usually employ a vapour compression refrigeration circuit,
presently using HFC134a as the refrigerant, to achieve summer thermal comfort in the passenger compartment.
Since the compressor of AAC systems is belt driven by the engine, the compressor speed is directly proportional
to the engine speed, which causes the cooling capacity of the system to vary as a function of the engine speed.
Consequently, these systems dier from domestic air conditioning systems due to the varying compressor

Corresponding author. Tel.: +90 262 3032279; fax: +90 262 3032203.
E-mail address: mhosoz@kou.edu.tr (M. Hosoz).

0196-8904/$ - see front matter 2005 Elsevier Ltd. All rights reserved.
doi:10.1016/j.enconman.2005.08.008

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1575

Nomenclature
a
b
COP
Cov
E
f
h
I
m_
MRE
n
ncomp
N
p
P
Q_
R
RMSE
T
V
w
W_ comp
wi
xi

actual output
bias
coecient of performance
covariance
expected value
activation function
specic enthalpy (kJ kg1)
current draw (A)
mass ow rate (g s1)
mean relative error
sum of weighted inputs
compressor speed (rpm)
number of points in data set
predicted output
number of elements in input vector
heat transfer rate (W)
correlation coecient
root mean square error
temperature (C)
voltage (V)
specic humidity (kg water vapour/kg dry air)
compressor power (W)
interconnection weight of input vector xi
input vector of neuron

Greek symbols
la
mean value of set a
lp
mean value of set p
Subscripts
a
air
A, B
locations in air circuit as shown in Fig. 1
c
condenser
dis
discharge
e
evaporator
f
condensate
g
water vapour
pc
passenger compartment
r
refrigerant
1, . . . , 7 locations in refrigerant circuit as shown in Fig. 1

speeds and cooling capacities as well as the unstable cooling loads involved. These characteristics complicate
the modelling of AAC systems using classical techniques.
The open literature on AAC systems is very limited because this industry is a competitive and technology
oriented one. Jung et al. [1] performed a computer analysis of some refrigerant mixtures containing HCFC22,
HFC134a, HCFC142b, RE170, HC290 and HC600a as possible supplementary/retrot alternatives for
CFC12 in existing AAC systems. They used the results of this analysis for initial screening of possible refrigerant candidates. Then, they determined the experimental performances of the alternative refrigerant mixtures

1576

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

proposed through computer analysis, nding that an HFC134a/RE170 mixture was the best long term candidate to supplement CFC12. However, they did not report any comparison between their theoretical and
experimental results.
Lee and Yoo [2] analysed each component of an HFC134a AAC system and developed a simulation model
for the whole system by combining the performance analysis programs of the separate components. Their program for the evaporator performance was based on experimental results, and the program for the condenser
performance assumed no subcooling at the condenser outlet. They found that the agreement between the results of the simulation model for the whole system and the experimental results was within 7%.
Ratts and Brown [3] experimentally analysed the eect of the HFC134a refrigerant charge level on the performance of an AAC system. To this aim, they determined the individual component losses in an AAC system
as a function of refrigerant charge using the second law. They found that the compressor and condenser were
the components causing the largest percentage of total losses, while the evaporator and expansion device losses
accounted for a smaller percentage of the total losses.
Al-Rabghi and Niyaz [4] retrotted a CFC12 AAC system to use HFC134a and determined the experimental coecient of performance (COP) for the system as a function of compressor speed in each refrigerant case.
They found that the AAC system using CFC12 had a better COP by 23% than the system using HFC134a.
Jabardo et al. [5] developed a steady state simulation model for an AAC system consisting of a variable
capacity compressor, a micro-channel parallel ow condenser, a thermostatic expansion valve and a plate
n tube evaporator. They tested the validity of the model on an experimental unit. They observed that the
deviations between the simulated and experimental results for the cooling capacity, COP and refrigerant mass
ow rate as a function of compressor speed were within 5%. However, for the same performance parameters,
as a function of the evaporator return air temperature, the deviations of the simulated results with respect to
the experimental ones were as high as 18%.
Joudi et al. [6] simulated the performance of an ideal AAC system working with several refrigerants to
determine the most suitable alternative refrigerant for CFC12. Their model predicted that the mixture
HC290/HC600a was an optimum substitute for CFC12. Afterwards, they compared various performance
parameters of an experimental AAC system using CFC12 and the mixture HC290/HC600a as the working
uids. They observed that the compressor power consumption in the HC290/HC600a case was slightly higher
than that in the CFC12 case for the same cooling capacity. However, they did not report any comparison between the simulated and experimental results.
Kaynakli and Horuz [7] analysed the experimental performance of an HFC134a AAC system to nd optimum operating conditions. They presented some performance parameters such as cooling capacity, compressor power, total power consumption, refrigerant mass ow rate and COP as a function of condensing
temperature, evaporator return air temperature, ambient temperature and compressor speed.
Some recent studies have aimed to lower the global warming originating from AAC systems by designing
either modied systems requiring less amounts of HFC134a or novel systems using dierent refrigerants such
as CO2 and hydrocarbons. Bhatti [8] dealt with potential augmentation of HFC134a AAC systems to lower
their global warming impact. To this end, he investigated the eects of increasing the compressor isentropic
eciency, increasing the condenser eectiveness, decreasing the air side pressure drop in the evaporator,
increasing the condenser air ow and decreasing the cooling load on the COP of the system. Based on the
comparisons of the experimental results obtained from a base line HFC134a system and from a realistically
enhanced HFC134a system, he remarked that the enhanced system could be the most practical solution to deal
with the global warming caused by AAC systems.
Brown et al. [9] investigated the performance merits of CO2 and HFC134a AAC systems using semitheoretical cycle models. In addition to the standard refrigeration circuit components, namely the compressor,
condenser, expansion device and evaporator, their CO2 system was equipped with a liquid line/suction line
heat exchanger. They determined that HFC134a has a better COP than CO2 with the COP disparity being
dependent on the compressor speed and ambient temperature.
In order to nd a suitable hydrocarbon alternative with a lower global warming potential than HFC134a,
Ghodbane [10] simulated the performance of AAC systems using some hydrocarbon refrigerants, namely
HC152a, HC270, HC290 and HC600a, in terms of COP and compressor discharge temperature. They determined that the HC152a and HC270 systems outperformed the HFC134a system by 11% and 15%, respectively,

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1577

while HC290 showed only a marginal improvement and R600a yielded lower COPs than HFC134a. However,
due to their potential ammability, the use of hydrocarbon refrigerants in AAC systems is considered unsafe
unless some extra design precautions are taken.
Tian and Li [11] developed a mathematical model for an HFC134a AAC system with a variable capacity
compressor to simulate its steady state performance. Their model determined the eects of compressor speed,
ambient temperature and evaporator air ow rate on the evaporating pressure, condensing pressure, cooling
capacity and indicated compressor power. They validated the model results on an experimental unit, nding
that the deviations between the simulated and measured parameters were within 11%.
Hosoz and Direk [12] dealt with the performance characteristics of an HFC134a AAC system with the feature of operating as an air to air heat pump. For this aim, they developed an experimental system and tested it
in both air conditioning and heat pump modes, varying the compressor speed and air temperatures at the
inlets of the outdoor and indoor coils. They evaluated the performance of the integrated system in terms of
cooling and heating capacities, COP, compressor discharge temperature and the rate of exergy destroyed in
each component of the system. They determined that the heat pump operation usually yielded a higher
COP and a lower rate of exergy destruction per unit capacity compared to the air conditioning operation,
although it provided inadequate heating.
From this brief literature review, one can observe that some investigators prefer developing mathematical
models to determine the various performance parameters of AAC systems, while others conduct thorough and
expensive experimental studies for the same purpose. In the classical modelling approach, the employed computer simulations are usually complicated and time consuming due to their dealing with the solution of complex dierential equations. Furthermore, the mathematical models require a large number of geometrical
parameters dening the system, which may not be readily available, and their predictions may not be
suciently accurate in many cases. As an alternative to these two approaches, AAC systems can be modelled
using articial neural networks (ANNs) with considerably less engineering eort. This new modelling technique is based on imitating the structure and mechanisms of the human brain and is being used in more
and more engineering applications where classical approaches fail or they are too complicated to be used.
ANNs allow the modelling of physical phenomena in complex systems without requiring explicit mathematical representations. Having this feature, ANNs can estimate the desired output parameters of a system when
enough experimental data is provided.
ANN modelling of energy systems has been recently studied by numerous investigators, as reviewed by
Kalogirou [13]. Pacheco-Vega et al. [14] studied the ANN modelling of the heat transfer of a n tube heat
exchanger used for refrigeration applications. Bechtler et al. [15] dealt with an ANN model for predicting
the steady state performance of a vapour compression heat pump with various refrigerants. They also modelled the dynamic processes of vapour compression liquid chillers to predict the COP and compressor
power [16]. Prieto et al. [17] developed an ANN model for predicting the performance of a power plant
condenser. Chouai et al. [18] studied the ANN modelling of the thermodynamic properties of several refrigerants. Swider [19] compared ANNs and some empirically based steady state models for modelling vapour
compression liquid chillers. Sozen et al. [20] developed an ANN model for the analysis of ejector-absorption refrigeration systems and compared its predictions with the predictions of analytic functions.
Arcaklioglu [21] applied an ANN to model the COP and total irreversibility of a vapour compression
refrigeration system. Arcaklioglu et al. [22] presented an ANN model for the performance of a vapour
compression heat pump using dierent ratios of CFC12/HCFC22 refrigerant mixtures. Islamoglu [23] studied ANN modelling of the suction line outlet temperature and refrigerant mass ow rate of a capillary
tube/suction line heat exchanger used in household refrigerators. Ertunc and Hosoz [24] predicted various
performance parameters of a vapour compression refrigeration system with an evaporative condenser using
ANNs.
In this study, the ANN approach has been used for investigating the performance of an AAC system employing an HFC134a vapour compression refrigeration circuit. Utilizing steady state data obtained from the experimental AAC system, an ANN model for the system has been developed. With the use of this model, various
performance parameters of the system, namely the compressor power, heat rejection rate in the condenser,
refrigerant mass ow rate, compressor discharge temperature and COP, have been predicted and compared
with actual ones.

1578

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

2. Articial neural networks

ANNs try to mirror the brain functions in a computerized way by resorting to the learning mechanism as
the basis of human behaviour. Utilizing samples from experiments, ANNs can be applied to problems with no
algorithmic solutions or with too complex algorithmic solutions to be found. Their ability to learn by examples makes the ANNs more exible and powerful than parametric approaches [25].
An ANN consists of massively interconnected processing nodes known as neurons. Each neuron accepts a
weighted set of inputs and rst forms the sum of the weighted inputs with a bias dened by [26]
n

P
X

w i xi b

i1

where P and wi are the number of elements and the interconnection weights of the input vector xi, respectively,
and b is the bias for the neuron. Note that the knowledge is stored in the neuron as a bias and a set of interconnection weights. Then, the neuron responds with an output. To this end, the sum of the weighted inputs
with a bias is processed through an activation function, represented by f, and the output that it computes is
!
P
X
f n f
wi xi b
2
i1

Basically, the neuron model emulates the biological neuron that res when signicantly excited, i.e. the
neurons input, n, is big enough. There are many ways to dene the activation function such as threshold function, sigmoid function and hyperbolic tangent function.
Using a suitable learning method, ANNs are trained to perform a particular function by adjusting the
values of the connections, i.e. weighting coecients, between the processing nodes. The training process
continues until the network output matches the target, i.e. the desired output. The error between the network
output and the desired output is minimized by modifying the weights and biases. When the error falls below a
determined value or the maximum number of epochs is exceeded, the training process is terminated. Then, this
trained network can be used for simulating the system outputs for the inputs that have not been introduced
before.
The architecture of an ANN is usually divided into three parts: an input layer, hidden layers and an output
layer. The information contained in the input layer is mapped to the output layer through the hidden layers.
Each neuron can send its output only to the neurons on the higher layer and receive its input only from the
neurons of the lower layer.
The performance of the ANN based prediction is evaluated by a regression analysis between the network
outputs, i.e. predicted parameters, and the corresponding targets, i.e. experimental values. The criteria used
for measuring the network performance are the correlation coecient, mean relative error and root mean
square error. The correlation coecient assesses the strength of the relationship between the predicted and
experimental results. This coecient between the actual versus predicted outputs is given by [27]
Cova; p
Ra; p p
Cova; aCovp; p

where Cov(a, p) is the covariance between the a and p sets that refer to the actual (experimental) output and
predicted output sets, respectively, and is dened by [27]
Cova; p Eba  la p  lp c

where E is the expected value, la is the mean value of the a set and lp is the mean value of the p set. If the
Cov(a, p) = 0, then a and p are said to be uncorrelated. Likewise, Cov(a, a) and Cov(p, p) are the auto covariances of the a and p sets, correspondingly, and are given by
2

Cova; a Eba  la c
Covp; p Ebp  lp c

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1579

The correlation coecient ranges between 1 and +1. R values closer to +1 indicate a stronger positive linear
relationship, while R values closer to 1 indicate a stronger negative relationship.
The mean relative error, which is the mean ratio between the errors and the experimental values, is calculated from

N 

1 X
100 ai  pi 
MRE %
7

N i1
ai 
where N is the number of points in the data set.
Finally, the root mean square error is given by
r
1 XN
RMSE
ai  pi 2
i1
N

3. Description of the experimental setup and testing procedure

ANN modelling has been applied to an experimental AAC system employing a vapour compression refrigeration circuit and using HFC134a as the refrigerant. The experimental system, as shown in Fig. 1, was mainly

Fig. 1. Sketch of the experimental automobile air conditioning system.

1580

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

made up of the original components from the air conditioning system of a compact size automobile. The
refrigeration circuit of the system consists of a ve cylinder swash plate compressor, a parallel ow microchannel condenser, an internally equalised thermostatic expansion valve, a laminated type evaporator and
a liquid receiver/drier.
The evaporator was maintained in its original plastic casing and inserted in an air duct upstream of a simulated passenger compartment. This compartment has a volume of approximately 1.5 m3 and contains electric
heaters to give the thermal load to the system. The heaters can be controlled between 510 and 3060 W with
intervals of 510 W. The air stream was circulated in a closed circuit consisting of the evaporator, passenger
compartment and return air duct by the blower of the original AAC system.
The compressor was belt driven by a three phase 4 kW electric motor with a nominal rotational speed of
2850 rpm. The motor was energized via a frequency inverter to operate the system at various compressor
speeds. The cooling capacity of an AAC system is usually controlled by a thermostat that de-energizes an
electromagnetic clutch to disengage the compressor shaft from the rotating pulley when the desired return
air temperature is achieved. However, in order to test the system in steady state operation without interruption, the experimental system was not equipped with a thermostat. The condenser fan motor was energized by
a direct current power source with a variable output voltage. Because the air ow rate passing over the condenser depends on the voltage across the fan motor, varying this voltage allows obtaining a broad range of
condensing temperatures regardless of the air temperature at the condenser inlet.
The refrigerant hoses of the original system were insulated by an elastomeric material and also employed in
the experimental system. The air ducts and passenger compartment were insulated by polyurethane foam with
a thickness of 5 cm. The system was charged with 700 g of HFC134a.
The types and locations of the conducted measurements are also indicated in Fig. 1. The refrigerant and air
temperatures at the key points of the system were detected by type K thermocouples. The thermocouples for
the refrigerant temperature were in direct contact with the outside surface of the aluminium tubes at the hose
ends. Both dry bulb and wet bulb temperatures of the air stream at the inlet and outlet of the evaporator were
measured. The air temperatures at the outlet of the evaporator were detected at three dierent locations, and
they were averaged to nd the mean values. The suction and discharge pressures were measured by Bourdon
tube gauges. It was assumed that the evaporating and condensing pressures were equal to the suction and discharge pressures, respectively.
The air mass ow rate passing over the evaporator was determined by measuring the average air velocity in
the return air duct by an anemometer, nding the density of the air at the evaporator inlet with the help of the
dry and wet bulb temperature measurements and evaluating them in the continuity equation along with the
ow area of the duct. The rotational speed of the compressor was measured by a digital tachometer, while
the heat input to the passenger compartment was found by measuring the voltage across the heaters and
the current draw. Some features of the instrumentation are summarized in Table 1.
During the tests, the combined eects of the temperature and velocity of the air entering the condenser on
the systems performance were represented by the condensing temperature. The tests were performed at various ambient temperatures and condenser air velocities, yielding two dierent condensing temperatures of 50
and 60 C. The desired condensing temperature was achieved by varying the heat input to the compartment to
the desired value, adjusting the speed of the compressor by changing the output frequency of the inverter and
changing the speed of the condenser fan by varying the output voltage of the direct current power source.

Table 1
Characteristics of the instrumentation
Measured variable

Instrument

Range

Uncertainty

Temperature
Pressure
Air velocity
Compressor speed
Voltage
Current

Type K thermocouple
Bourdon gauge
Anemometer
Digital tachometer
Analogue voltmeter
Analogue ammeter

50/100 C
100/1000, 0/3000 kPa
0.1/15 m s1
10/100,000 rpm
0/250 V
0/20 A

0.3 C
10/50 kPa
3%
2%
1%
1%

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1581

The experimental system was operated in steady state by varying the thermal load in the compartment between 1530 and 3060 W with intervals of 510 W for both condensing temperatures. For each thermal load and
condensing temperature, the compressor speed was varied between 600 and 1400 rpm with intervals of
200 rpm. Since the AAC compressors rely on splash-lubrication, the minimum compressor speed was chosen
as 600 rpm to avoid insucient lubrication that might arise at lower speeds. Because the experimental system
was not equipped with a thermostat, speeds over 1400 rpm caused abnormally low evaporating temperatures.
Therefore, the upper limit of the compressor speed was chosen as 1400 rpm. The volumetric ow rate of the air
stream at the evaporator inlet was maintained at 0.130 m3 s1 in all test operations.
It was assumed that when the temperature deviations at the key points considered were lower than 0.5 C
for 10 min, steady state operation was achieved. The experimental system was usually brought to steady state
within 3050 min after the input conditions had been changed. Data were collected to analyse the performance
of the system as soon as stabilized conditions occurred.
4. Thermodynamic analysis
Assuming that the air stream passing over the evaporator exchanges heat only with the refrigerant and the
expansion process is adiabatic, the evaporator load, i.e. cooling capacity of the system, for the refrigerant and
air sides can be expressed by
Q_ e m_ r h7  h5 m_ a bha whg A  ha whg B  wA  wB hf c

As seen in Eq. (9), the refrigerant and air side capacity calculations utilize the mass ow rates and specic
enthalpies of the refrigerant and moist air at the inlet and outlet of the evaporator, the enthalpy of the condensate leaving the evaporator and the specic humidities of the moist air at the inlet and outlet of the
evaporator.
Because the passenger compartment and air ducts of the experimental plant have good thermal insulation,
it can be assumed that the thermal load applied to the passenger compartment by means of the electric heaters
is completely removed by the air stream passing through the compartment, i.e.
Q_ pc VI m_ a bha whg A  ha whg B c

10

It is seen that the heaters side calculations of the thermal load in the passenger compartment rely on the voltage and current measurements. As a result of using 100% re-circulated air, it was observed in all test operations
that almost no water vapour condensed from the air stream passing over the evaporator after the system had
been operated for a certain period of time. Therefore, the term (wA  wB)hf in Eq. (9) is almost equal to zero
once steady state conditions are achieved. Consequently, for operation with 100% re-circulated air and in
steady state, the evaporator load can be equated to the thermal load in the passenger compartment, i.e.
Q_ e m_ a bha whg A  ha whg B c VI

11

During the tests, the capacity deviations between the air and heaters sides were usually within 5%, and
therefore, only the heaters side results were used as the evaporator load.
After nding the evaporator load, the refrigerant mass ow rate can be determined from:
m_ r

Q_ e
h7  h5

12

with the assumption of an adiabatic compressor, the compressor power is

W_ comp m_ r h2  h1

13

The heat rejection rate in the condenser is

Q_ c m_ r h3  h4

14

The coecient of performance is dened as the ratio between the cooling capacity and the compressor
power, i.e.

1582

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

COP

Q_ e
_
W comp

15

which gives the energetic performance of the system.

5. Modelling with the ANN
In order to gather the data required by the proposed ANN model for the experimental AAC system, a total
of 40 steady state test runs were performed. However, the results of three low speed and high cooling capacity
test runs were not taken into account since they yielded uctuating compressor speeds due to overloading of
the compressor motor. Therefore, the data set consisted of only 37 inputoutput pairs, and it was divided into
training and test sets. For this aim, 70% of the data set was randomly assigned as the training set, while the
remaining 30% was employed for testing the performance of the network.
The architecture of the ANN for the AAC system, along with its input and output parameters, is schematically illustrated in Fig. 2. The numbers of neurons in the input and output layers are equal to the number of
the input and output parameters, respectively. The inputs to the ANN are the compressor speed (ncomp), evaporator capacity (Q_ e ) and condensing temperature (Tc). The outputs from the ANN are the compressor power
(W_ comp ), condenser heat rejection rate (Q_ c ), refrigerant mass ow rate (m_ r ) and compressor discharge temperature (Tdis). Additionally, the COP for the AAC system has been determined indirectly using the evaporator
capacity and the predicted compressor power.
The performance of an ANN is aected by the characteristics of the network such as the number of hidden
layers and the number of nodes in each hidden layer. By trial and error with dierent ANN congurations, it
was decided that the network would consist of one hidden layer with ve neurons along with an input layer
with three neurons and an output layer with four neurons. The activation function in the hidden layer, an
important feature inuencing the network performance, was chosen as a tangent sigmoid function. Consequently, the predictions of the output parameters were performed using a three layer feed forward ANN.
Utilizing the standard back propagation algorithm [25,28], the most popular algorithm in engineering applications, the input vectors with three variables and the corresponding target vectors with four variables from
the training set were used for training the network. In the training procedure, the weighting coecients were
adjusted using the LevenbergMarquardt algorithm [25,28], which is a variant of the back propagation algorithm. The output of the network was compared to the desired output at each presentation, and an error was
computed. This error was then back propagated to the ANN and used for adjusting the weights such that the

Wcomp

n comp

Qc

Qe

mr

Tc
Tdis

input layer

hidden layer

output layer

Fig. 2. The structure of the ANN for modelling the automobile air conditioning system.

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1583

error decreases with each iteration and the ANN model approximates the desired output. Afterwards, the
training procedure yielded a function matching the input and output parameters. Finally, the input vectors
from the test data set were presented to the trained network and the responses of the network, i.e. the predicted output parameters, were compared with the actual (experimental) ones for measuring the network performance. The computer code solving the back propagation algorithm and measuring the network
performance was implemented under the MATLAB environment using the MATLAB Neural Network
Toolbox [29].
6. Results and discussion
The predictions of the trained ANN for the performance parameters of the experimental AAC system versus the experimental ones are shown in Figs. 37. Note that in all the graphics, the comparisons were made
using the values only from the test data set, which was not introduced to the network during the training process. To measure the accuracy of the ANN predictions, each graph is provided with a straight line indicating
the perfect prediction and a 10% error band.
The predicted compressor power as a function of the experimental value is shown in Fig. 3. The ANN predictions for the compressor power yield a mean relative error (MRE) of 2.51%, a root mean square error
(RMSE) of 26.08 W and a correlation coecient of 0.997 with the experimental data. These values reveal that
the ANN predicts the power absorbed by the refrigerant in the compressor quite well despite the wide ranges
of operating conditions. It is obvious that if a higher number of test runs had been performed to provide a
larger amount of experimental data for network training, the performance of the ANN would have been even
better.
A plot of the predicted versus experimental values for the condenser heat rejection rate is depicted in Fig. 4.
For this parameter, the ANN results in a correlation coecient of 0.999 and an MRE of 1.52%, which are
better than those in the previous group of predictions. In fact, either the compressor power or the condenser
heat rejection rate could have been determined indirectly using the principle of conservation of energy if only
one of these two output parameters had been predicted directly by the ANN. Instead, these parameters were
predicted independently in order to assess the performance of the ANN in both groups of predictions.

1600
1500
R = 0.997
1400
MRE = 2.51 %
1300

RMSE = 26.08 W

Predicted Wcomp (W)

1200
1100

+10%

1000
900
-10%

800
700
600
500
500

600

700

800

900

1000

1100

1200

1300

1400

1500

Experimental Wcomp (W)

Fig. 3. The ANN prediction for the compressor power versus the experimental power.

1600

1584

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

4500
R = 0.999
MRE = 1.52 %

4000

Predicted Qc (W)

RMSE = 45.43 W
+10%

3500

-10%

3000

2500

2000
2000

2500

3000

3500

4000

4500

Experimental Qc (W)

Fig. 4. The ANN prediction for the condenser heat rejection rate versus the experimental rate.

26
24
R = 0.998

Predicted mr (g/s)

22

MRE = 1.67 %
RMSE = 0.31g/s

20

+10%

18
16

-10%

14
12
10
10

12

14

16

18

20

22

24

26

Experimental mr (g/s)

Fig. 5. The ANN prediction for the refrigerant mass ow rate versus the experimental rate.

A plot of the predicted refrigerant mass ow rate as a function of the experimental value is indicated in
Fig. 5. In this case, the ANN yields a correlation coecient of 0.998, a MRE of 1.67% and a RMSE of
0.31 g s1, which is extremely low compared to the range of refrigerant mass ow rates involved.

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1585

95
R = 0.968
90

MRE = 1.99 %

Predicted Tdis (C)

RMSE = 2.05 C

+10%

85

80

-10%

75

70

65
65

70

75

80

85

90

95

Experimental Tdis (C)

Fig. 6. The ANN prediction for the compressor discharge temperature versus the experimental temperature.

3.8
3.6
3.4

R = 0.990
MRE = 2.50 %
RMSE = 0.08

Predicted COP

3.2
+10%

3
2.8
2.6

-10%

2.4
2.2
2
2

2.2

2.4

2.6

2.8

3.2

3.4

3.6

3.8

Experimental COP

Fig. 7. The ANN prediction for the coecient of performance versus the experimental value.

The ANN predictions for the compressor discharge temperature as a function of the experimental value are
reported in Fig. 6. Although giving a correlation coecient of 0.968, the poorest one obtained thus far, the
ANN predictions for the refrigerant temperature at the outlet of the compressor still yield a MRE of
1.99% and a RMSE of 2.05 C. However, it is known that the compressor discharge temperature does not play

1586

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

as important a role as other parameters in determining the performance of an air conditioning system. It is just
an indicator of the compressor durability. The higher the discharge temperature, the higher is the possibility of
thermal destruction of the lubricating oil. Consequently, this will cause excessive wear, thus decreasing the
durability of the compressor.
The ANN predictions for the COP against the experimental one are shown in Fig. 7. These predictions yield
a correlation coecient of 0.990, a MRE of 2.50% and a RMSE of 0.08. In this study, the COP, probably the
most important performance parameter of an air conditioning system was not directly predicted. Instead, it
was determined from the ratio of the evaporator capacity to the predicted compressor power. Despite this,
the ANN predictions for the COP are as accurate as the predictions for the other performance parameters.
7. Conclusions
The ANN modelling approach has been applied to the AAC system as an alternative to classical mathematical modelling techniques, which are usually complicated, require an enormous engineering eort and may
yield inaccurate results mainly due to varying compressor speeds and cooling capacities. In order to gather
data for training and testing the proposed ANN, an experimental AAC system was set up and tested at many
dierent steady state operating conditions. Then, using three input parameters, namely the compressor speed,
evaporator capacity and condensing temperature, an ANN based on a back propagation algorithm was developed. The ANN was used for predicting the performance of the AAC system in terms of the compressor
power, condenser heat rejection rate, refrigerant mass ow rate, compressor discharge temperature and
COP. Finally, the performance of the ANN predictions was measured using three criteria, which are the correlation coecient, mean relative error and root mean square error. The ANN modelling usually demonstrated good statistical performance with correlation coecients in the range of 0.9680.999 and MREs in
the range of 1.522.51%. Furthermore, the RMSE values were very low compared to the ranges of the predicted parameters.
This study reveals that with the use of ANNs, air conditioning systems employing variable speed compressors, such as AAC systems, can alternatively be modelled with a high degree of accuracy. This new approach
helps manufacturers determine the performance of these systems easily by conducting only a limited number
of tests instead of performing a comprehensive testing study or developing a complicated mathematical model,
thus saving time and funds.
Acknowledgement
The authors would like to acknowledge the partial support provided by Kocaeli University under grant
number 2002/37.
References
[1] Jung D, Park B, Lee H. Evaluation of supplementary/retrot refrigerants for automobile air-conditioners charged with CFC12. Int J
Refrig 1999;22:55868.
[2] Lee GH, Yoo JY. Performance analysis and simulation of automobile air conditioning system. Int J Refrig 2000;23:24354.
[3] Ratts EB, Brown JS. An experimental analysis of the eect of refrigerant charge level on an automotive refrigeration system. Int J
Therm Sci 2000;39:592604.
[4] Al-Rabghi OM, Niyaz AA. Retrotting R-12 car air conditioner with R-134a refrigerant. Int J Energy Res 2000;24:46774.
[5] Jabardo JMS, Mamani WG, Ianella MR. Modelling and experimental evaluation of an automotive air conditioning system with a
variable capacity compressor. Int J Refrig 2003;25:115773.
[6] Joudi KA, Mohammed AS, Aljanabi MK. Experimental and computer performance study of an automotive air conditioning system
with alternative refrigerants. Energy Convers Manage 2003;44:295976.
[7] Kaynakli O, Horuz I. An experimental analysis of automotive air conditioning system. Int Commun Heat Mass Transfer 2003;30:
27384.
[8] Bhatti MS. Enhancement of R-134a automotive air conditioning system. SAE Technical Papers, Paper No. 1999-01-0870. Society of
Automotive Engineers, 1999.
[9] Brown JS, Yana-Motta SF, Domanski PA. Comparative analysis of an automotive air conditioning system operating with CO2 and
R134a. Int J Refrig 2002;25:1932.

M. Hosoz, H.M. Ertunc / Energy Conversion and Management 47 (2006) 15741587

1587

[10] Ghodbane M. An investigation of R152a and hydrocarbon refrigerants in mobile air conditioning. SAE Technical Papers, Paper No.
1999-01-0874. Society of Automotive Engineers, 1999.
[11] Tian C, Li X. Numerical simulation on performance band of automotive air conditioning system with variable displacement
compressor. Energy Convers Manage 2005;46:271838.
[12] Hosoz M, Direk M. Performance evaluation of an integrated automotive air conditioning and heat pump system. Energy Convers
Manage, in press, doi:10.1016/j.enconman.2005.05.004.
[13] Kalogirou SA. Application of articial neural-networks for energy systems. Appl Energy 2000;67:1735.
[14] Pacheco-Vega A, Sen M, Yang KT, McClain RL. Neural network analysis of n-tube refrigerating heat exchanger with limited
experimental data. Int J Heat Mass Transfer 2001;44:76370.
[15] Bechtler H, Browne MW, Bansal PK, Kecman V. Neural networksa new approach to model vapour-compression heat pumps. Int J
Energy Res 2001;25:5919.
[16] Bechtler H, Browne MW, Bansal PK, Kecman V. New approach to dynamic modelling of vapour-compression liquid chillers:
articial neural networks. Appl Therm Eng 2001;21:94153.
[17] Prieto MM, Montanes E, Menendez O. Power plant condenser performance forecasting using a non-fully connected ANN. Energy
2001;26:6579.
[18] Chouai A, Laugeier S, Richon D. Modelling of thermodynamic properties using neural networksapplication to refrigerants. Fluid
Phase Equilib 2002;199:5362.
[19] Swider DJ. A comparison of empirically based steady-state models for vapour-compression liquid chillers. Appl Therm Eng 2003;23:
53956.
[20] Sozen A, Arcaklioglu E, Ozalp M. A new approach to thermodynamic analysis of ejector-absorption cycle: articial neural networks.
Appl Therm Eng 2003;23:93752.
[21] Arcaklioglu E. Performance comparison of CFCs with their substitutes using articial neural network. Int J Energy Res 2004;28:
111325.
[22] Arcaklioglu E, Erisen A, Yilmaz R. Articial neural network analysis of heat pumps using refrigerant mixtures. Energy Convers
Manage 2004;45:91729.
[23] Islamoglu Y. Performance prediction for non-adiabatic capillary tube suction-line heat exchanger: an articial neural network
approach. Energy Convers Manage 2005;46:22332.
[24] Ertunc HM, Hosoz M. Articial neural network analysis of a refrigeration system with an evaporative condenser. Appl Therm Eng,
in press.
[25] Hagan MT, Demuth HB, Beale M. Neural network design. Boston: PWS Publishing Company; 1995.
[26] Haykin S. Neural networks: a comprehensive foundation. New Jersey: McMillan; 1994.
[27] Looney CG. Pattern recognition using neural networks: theory and algorithms for engineers and scientists. New York: Oxford
University Press; 1997.
[28] Ham FM, Kostanic I. Principles of neurocomputing for science and engineering. Singapore: McGraw-Hill; 2001.
[29] Demuth H, Beale M. Neural network toolbox users guide, version 4 (release 12). The Mathworks, Inc; 2000.