CHAPTER 1

INTRODUCTION

1.0 Introduction:

The automobile is considered as the most common mode of transportation in the

world. The popularity of cars into the family, require most of people pay higher
requirement for the thermal comfort of car passenger compartment. Especially living in
a tropical country is having to deal with the heat of the sun. This can be proved that cars
parking during noontime without shade, the trapped interior air heats up and in time will
damage some of the compartment in the car as the temperature inside is higher than the
outside temperature.

Besides it will affected the human thermal comfort. In this research topic, we
shall study the temperature increment inside the car relative to the ambient temperature.
Also, the air flow and other properties such as heat transfer, energy conversion, thermal
radiation, heat convection and conduction of air inside the car. Therefore an analysis and
design of air flow inside the car to improve the air psychrometry and decreasing the
temperature of parts inside the car.

1.1 Problem Statement, Scope and Objective:

a) Problem Statement
 The trapped interior air heats up and in time will damage the interior parts
such as dashboard and others parts that covered with leather and PVC
which is the temperature can exceeds around 62 ̊C with 5.2% relative
 humidity at the ambient temperature 36.4˚C at the noon which is at 12.00
p.m. on 3/10/2018.
 The heat transfer that act inside the car will affected the human thermal
comfort.
 The car users is forced to wait for a period of time around 5 minute before
getting into car to cool down the interior condition either by rolling down
the window or running the air conditioner at high speed that really affect
the fuel consumption.
b) Objective(s)
 To study the air psychrometry and flow inside the car compartment.
 To analyze experimentally the air flow and dry bulb temperature
distribution inside the Proton BLM car.
 To design a heat and mass transportation system using air as working
fluid to decrease the temperature inside the car.
c) Scope(s)
 The limitation of the analysis is only when the car is in the parking
condition.

 Set up the thermocouple which is around 20 thermocouple is place inside

the car compartment according to the three section point that need to be
analyze. There are 3 section point to place the thermocouple which is at
the dashboard, the front passenger seat and the rear passenger seat.

 The car compartment model is validated with experimental data. The

experimental analysis is conducted in the vehicle environmental
surroundings where temperature, solar radiation, relative humidity and air
velocity could be controlled. The car is soaked for three hours under solar
radiation, under the ambient temperature of 34.1˚C with 46.2% of relative
humidity with air velocity 2.37 m/s. A full-sized car, with the internal
volume of 3.049 m3 and with weight of the car compartment is 1055 kg is
used.
 CHAPTER 2

LITERATURE REVIEW

2.1 Overview

An extensive literature review will be undertaken spanning topics from the

fundamental of Thermodynamic, Heat transfer and Fluid Mechanics to analyze of air flow
and heat transfer in the car compartment to develop the thermal comfort. Background of
knowledge in the analysis will be gain from the textbook, journal, research paper and
experimental method that had been done by the previous researchers. The literature
review is the guideline and as a references in order to complete the project.

2.2 Factors affected the thermal comfort in the car compartment

In this research a specific focus will be given to studies in the heat conduction,
convection, heat transfer, solar radiation and air flow inside the car compartment that
enormously changes the thermal comfort in the car compartment during natural exposure
or during the hot day [3] that will affected the changes of the temperature inside the car
compartment. From the analysis and research that had been done by the researchers, the
temperature inside the car compartment can exceeds over 72˚C [5] in the parked condition
with the ambient temperature 34˚C under the direct sun as shown in figure 2.0. The
temperature may increase more rapidly in the noon time between 11 am to 3 pm [10] in
the summer condition. Other than that, the temperature inside the car compartment will
easily increase without the shade [10]. The strong transient parameter that act between
time and space interior of the car compartment will environmentally causes the
temperature distribution inside the car compartment increase rapidly [21]. Therefore it
proven that, temperature inside the car compartment is higher compare to outside
especially when the car is soaked under the sunlight for a long period of time [5] even the
car soaked for 1 hour, the temperature could increase rapidly without shade.

The causes of the high temperature inside the car compartment that effected the
thermal comfort is causes by solar radiation effect [1] which is 63% temperature
distribution inside the car compartment is affected by solar radiation [13]. As the car
soaked under the ambient temperature at 34˚C, the sunlight will produce a total amount
of solar radiation exceeds to 800 W/m2 [22] and heats up the interior temperature of the
car compartment reached over 72˚C in parked conditions. Others researchers, Waled et
al. [10] state that the irradiation from solar radiation increase with time as shown in the
figure 2.1 and reach a maximum value up to 1106 W/m2 at 11am to 3pm.

Figure 2.0: The graph of temperature distribution in car compartment with time in
parked condition [5].

Figure 2.1: Total amount of radiation increase with time at 11am to 3pm [25].
 The solar radiation is depend on the glass and the window of the car which is the
solar load influenced by the absorption, transmission and reflection according to incident
angle of the sun that heated the exterior surface of the car through the windshield or
window. Similar to experimental research Mihaela et al.[8], the solar radiation heat up
inside the car compartment through transmission into the glass of the window by long
wave thermal radiation from the surrounding surface. Apart from that, the sudden change
of temperature inside the car compartment from the solar radiation that freely transmitted
through the windshield or window without shade while parked under the direct sunlight
[13]. The phenomenon of the solar radiation transmitted through the glass without shade
in figure 2.2 explained using the HFM sensor [5] that the glass surface absorbed the heat
from the sun.

Figure 2.2: The phenomenon of solar radiation transmitted through the glass of car
compartment [5].

The solar radiation emits the energy produce by the sunlight and transmitted
through the surface glass of the car compartment that heats up the interior of the car
compartment. Daniel et al. had developed the energy equation [3] under steady state
condition (parked condition) to prove that the higher energy produces from the sun and
produce a solar radiation through the glass surface of the car will increase the interior of
the car compartment. The most affected of the solar radiation in car compartment is at the
dashboard [10] of the car which is near to the glass of the windshield of and influenced a
high temperature exceed over 120˚C under ambient temperature 40˚C compared to other
parts inside the car compartment. In others case, the type of material [1] of the dashboard
might be influenced the temperature inside the car which means that the absorption of
energy from the solar radiation will converts the it into heat and heats up the interior of
the car compartment through convection [8].

Furthermore, instead of solar radiation there are various factor causes the thermal
comfort inside car compartment. Ronnen et al. state that the type of the car might be
influenced the high temperature inside the car compartment. Stated that, from
experimental analysis done by [18] the colour of the car may affected the thermal comfort
of the car compartment. In the experiment, two model of 2009 Honda Civic 4DR GX car
with different colour between black and silver, show that the temperature different
between black and silver car is up 25˚C which is at the roof of the car while the dashboard
show that the black car is highest compare to silver with 5˚C temperature different
followed by seat and door with different in temperature between 7˚C and 5˚C.

At the same time, the thermal comfort can be divided into two [8] factor which is
the measurable factor and personal factor. Measurable consists of air temperature, air
velocity, radiant temperature, and relative humidity while personal factor consists of
clothing insulation and activity level. The increases of temperature inside the car
compartment depended with the air temperature which is inhomogeneous [26]. Besides,
the volume of car could be influenced the distribution of air temperature inside the car.
In terms of air velocity effect, it can be predicted according to the air conditioner process
the ventilation system while driving as the air flow from the air vent is flow through the
interior of the car compartment and it can be controlled [27]. As the temperature inside
the car compartment is higher, the percentage of relative humidity also affected the moist
air in the car compartment as it less than 30% [27]. Other than that, the type of material
in the car compartment such as seat, dashboard, ceiling and floor can be considered in
term of mean radiant temperature that causes the heat transfer through convection in the
car compartment
 2.3 Numerical simulation

Then a number of studies have successfully applied computational fluid

dynamic (CFD) and various experiments in the car compartment to improve the thermal
comfort of the passengers [1, 2]. The contribution of this study also is to present an
automobile climate environment model based on the numerical simulation that had been
done from previous researchers to give the clear image of temperature the distribution
and the air flow inside the car compartment. The geometrical model had been developed
according to the parameter of real car compartment. The geometrical model consists of
part that need to be analysed which is consists of six part, the A/C inlet and outlet location,
windshield, door, window ceiling and floor [5] as shown in the figure 2.3.

Figure 2.3: The geometrical car compartment model [5].

With the complex geometrical model of the car compartment, [1, 2, 6] modelling interior
of the car compartment using the unstructured grid of meshing. Besides that, from Yunus
et al.[23], modelling the meshing of the car compartment using a polyhedral mesh shown
in figure to reduce the cell count and simulation time. Moreover, the symmetry shape of
the car compartment can be divided in two side left and right which is the analysis only
performed on only half side of the car in figure and depict a mirror image of the simulation
domain in the end of the simulation.
Figure 2.4: The mesh structure [5].

Many researcher had done the experimental analysis in the beginning in order to use the
data into the numerical simulation. The experimental analysis commonly used by
researcher to take the air temperature using the thermocouple [14] that attached to the
compartment inside the car compartment according to the point location that had been
decided. In the experimental analysis, the detail point location should be attached with
the temperature sensor such as thermocouple to give a clear result of temperature
distribution inside the car compartment when dealing with CFD simulation. Figure 2.5
show the example of the installation of the thermocouple according to the point position
inside the car compartment.

Figure 2.5: The thermocouple arrangement in the car compartment

According to figure the position of the thermocouple is arrange in a straight line because
in CFD simulation the car geometry model is dealing with complex geometry and will
take a long simulation time. As the car model is in symmetry, the model were separated
into half, therefore in figure show the position of the thermocouple position is arranged
in straight line in both side left and right to reduce cell count and simulation time. Usually
there are six common location point that stimulate using the CFD simulation which is
cabin air, roof, windshield, dashboard, ceiling, door, seat, and vent air [18, 5].
 With the numerical simulation that had been done by the previous researcher, the
increasing of the temperature inside the car compartment could be analyse according to
the discharge air flow and flow rate instead of solar radiation effect [1]. In simulation
done by Haslinda et al. and Eduard et al. [19, 16] using the Proton BLM model with
assumption the air flow inside the car is laminar and the air inside the car is stagnant
condition without the air conditioning shown in the figure 2.6, that the high temperature
is at the dashboard of the car compare to others point. The consideration that the
dashboard is near to the glass of windshield influenced the high solar radiation load from
the sunlight based on the boundary condition at 1pm.

Figure 2.6: The numerical simulation result according to temperature distribution in car
compartment.

2.4 HVAC Car system

The heating ventilation and air conditioning (HVAC) systems in car compartment
is more complex compare to HVAC system in building [4]. The compartment of the car
dealing with harsh of heat from the sun that heat up the exterior and interior of the car
compartment and causes the human thermal comfort that make the difficulties for
researchers and designer to build the HVAC system inside the car compartment.
Moreover, the climate condition in others country is different causes the manufacturing
of the car to provide a better model according to human thermal comfort and also can
reduce the energy usage by using the low fuel consumption.
 The HVAC system in car consists of refrigeration system, condenser, expansion
valve, compressor and evaporator as shown in the figure 2.7.

Figure 2.7: The HVAC system of car [4].

The working fluid that widely used by the car manufacturer in air conditioning system is
R-134a [7] which is the eco-friendly refrigeration gas that can reduce the air pollution
instead avoid the ozone depletion. The researchers explained that the thermal comfort can
be achieve according to the temperature, air quality and humidity condition. From that,
Rober et al. [9] had visualize the explanation with utilizing the psychrometric in figure
2.8 to achieved the comfort zone of the human thermal comfort based on the HAVC
system in car. It is stated that the comfort zone at air temperature is between 68˚F (20˚C)
to 80˚F (27˚C) with relative humidity of air between 30% and 60%.

Comfort Zone

Figure 2.8: The human thermal comfort zone according to psychrometric chart [9].
 In other hand, to achieved the comfort zone inside the car compartment that
dealing with high temperature according to various factor that had been explained, the
researcher had comes out with a solution to improved and design the HVAC system in
car. One of the automobile air conditioning system model that had been done by Chung
et al. [4] is using the enthalpy concept that dealing with dynamic of temperature and
humidity of air interior of the car compartment. The modelling of the automobile air
conditioning is according to Psychrometric chart [26] is easy to analyse the enthalpy in
terms of the amount of heat exchange involved. The psychrometric chat act as a graphic
tool to visualized the characteristics of moist air in different of humidity ratio and dry
bulb temperature, as shown in fig in terms of temperature distribution in the car
compartment followed by the changes of enthalpy during the air conditioning cycle
involve the heating and cooling process of the temperature, as shown in figure 2.9.

Figure 2.9: Modelling the car air conditioning using the psychrometric chart [26].

Instead of modelling the air conditioning system using the psychrometric chart, some of
the researcher had made the improvement in term of using the ejector in refrigerant of the
air conditioning system in car [17] and the installation of the alternative working fluid
that impellent with saturation cycle [7]. The alternative working fluid that are use consists
of R -152a, R - 444A (AC5), R - 445A (AC6), and R - 1234yf instead of usage the R -
134a. As the result, the use of the ejector and the alternative working fluid in automobile
air conditioning system will influenced the COP of the system in order to reduce the
temperature in the car compartment.
 CHAPTER 3

METHODOLOGY

3.0 Introduction

In this chapter research methodology used in the study is described. The geographical
area where the study was conducted, the study design and the experimental and sample
are described. The instrument used to collect data, including methods implemented to
maintain validity and reliability of the instrument, are described.

3.1 Flow Chart

A flow chart is a formalize representation of a logic sequence, work or

manufacturing process, organization chart, or similar formalized structure. The purpose
of a flow chart is to provide people with a common language or references point when
dealing with project or process. Flowchart use simple geometric symbol and arrow to
define the relationship. Firstly the oval shape represents the start and finish of the project.
Then a rectangular represent the process. Next, a diamond represent the decision. Lastly,
a parallelogram shape represent the data and result. Therefore the figure 3.0 show a flow
chart in order to complete the project according to the flow.
Figure 3.0: Flow chart of the overall process of the project from the beginning until the
end of the research.
3.2 Understanding of the theory

The beginning of the project, the theory need to be considered in order to make
sure that the research should be in the field of the study according to fundamental of
thermodynamic, heat transfer and fluid mechanics.

3.3 Literature review

In this research project, the literature review is a guideline and as a sources to gain
a better understanding before the experimental analysis began. The literature review is
the research that had been done from other researchers such as books, paper, journal and
article that related to the research project topic.

3.4 Initial experimental

The experimental studies were conducted in School of Mechatronic Engineering

UniMAP, Perlis. The experiment was performed on a Myvi Motech 1 in figure 3.1. The
purpose of the initial experiment is to prove that the temperature inside the car
compartment is higher than outside temperature. The measure were performed when the
car is in parking condition under the direct sun.

Figure 3.1: Myvi Motech 1

The temperature was recorded using the temperature recorder model Colemeter shown
in figure 3.2.

Figure 3.2: Temperature recorder model Colemeter

The measuring of the temperature included point A (location on roof at the outside), point
B (location on dashboard inside) and point C (location at the middle of the passenger seat
at the front) as shown in the figure 3.3. The test was carried out with 2 session of 2 hours
interval on October 3rd, 2018 between 9:00 a.m. and 12:00 p.m. The measurement is
waited for 5 minutes in order to get the stable temperature measurement. Then the
temperature distribution for each point was recorded.

Point A

Point B

Point C

Figure 3.3: The point location of the temperature recorder on Myvi Motech 1.
3.5 Experimental Setup

After initial experimental had been done, the further analysis was conducted to
analyse the air temperature inside the car compartment. The test were performed on a
model Proton BLM car in figure 3.4. With the dimension 4278mm × 1520mm × 1680mm
as shown in figure 3.5.

Figure 3.4: Proton BLM.

4278mm 1520mm
1680mm

Figure 3.5: The dimensions of the Proton BLM model.

The test were performed in the empty car while parked under two condition which is in
idle condition (soaked the vehicle under the sunlight without the air conditioner) and
operating condition (with the air conditioner is switch on). For the idle condition, the
vehicle were soaked up under the sunlight for three hour to obtain a constant inside
temperature with parked condition in open area. Then, for the operating condition the test
were conducted in Fluid Mechanic lab, School of Mechatronic UniMAP with the car is
in parked condition. The ambient conditions for the tests in two conditions was shown in
Table 3.0.

Ambient parameter Idle condition Operating condition

Temperature 34. 1 ̊ C 22.6 ̊ C
Relative Humidity 46.2 % 70.9%
Wind velocity 2.37 m/s 0 m/s
Solar radiation ≥ 800 W/m2 [5] 0 W/m2
Table 3.0: The ambient condition for experimental analysis.

The air temperatures in the car compartment were measured by using the experimental
equipment that was setup in the test which shown in the figure 3.1.

Experimental Equipment Description

Thermocouple Sensor used to measure temperature.
Thermocouple consists of two wire leg made
from different metal. The wires legs are welded
together at one end, creating a junction. This
junction is where the temperature measured.

Colemeter Temperature recorder To measure the temperature and relative

humidity of the ambient conditions.
Fishing Thread The thread where the thermocouple wire is
attached to it.

Measuring Tape To measure the dimension of the car

compartment and the length of the thermocouple
needed in the experimental analysis.

Ballast Act as a ballast for fishing thread

Agilent 34970A Data Logger An electronic device that records data from the
thermocouple over time based on digital
processor (or computer)

Computer The output data from the data logger.

 Air flow measurement To measure the air flow at the ambient
temperature for the boundary condition.

Table 3.1: The list of equipment use in the experimental analysis.

The air temperature in car compartment were measured by thermocouple with the
location setup shown in the figure 3.6, 3.7 and 3.8. The location divide in 3 section which
is Section 1 (dashboard), Section 2 (front passenger seat), Section 3 (rear passenger seat).

Section 1 Section 2

Figure 3.6: Section 1 (dashboard) Figure 3.7: Section 2 (front -

Passenger seat)

Section 3

Figure 3.8: Section 3 (rear passenger seat)

According to the section, the position of the thermocouple was place into 20 segments
according to schematic drawing as shown in the figure. The air temperature measurement
point were arranged at center of each segment as shown in figure 3.11. The placement of
the thermocouple was arrange accordingly to the passenger body measurement positions
[5] shown in figure 3.9.

Figure 3.9: Point air temperature measurement according to passenger body position.

Thermocouple

Fishing
Thread
Sinker

Figure 3.10: The experimental setup in the car compartment.

Figure 3.11: The top view of the thermocouple setup arrangement in car compartment.
 6 8 4
7

20
5

18
3

1 19 2

Figure 3.12: The position of thermocouple setup in Section 1 and Section 2 in the car
compartment.

15
16 17
13

14

12

9
11

10

Figure 3.13: The position of thermocouple setup in Section 3 in the car compartment.
 Point Description Dimensions
20, 19 Leg level position (front passenger seat) 2.715 m
6, 2 Thigh level position (front passenger seat) 2.919 m
7, 3 Body level position (front passenger seat) 2.314 m
8, 4 Head level position (front passenger seat) 2.627 m
10, 17 Thigh level position (rear passenger seat) 3.257 m
11, 16 Hand level position (rear passenger seat) 3.633 m
12, 15 Body level position (rear passenger seat seat) 3.440 m
13, 14 Head level position (rear passenger seat) 3.251 m
5 Air conditioning outlet 1 1.100 m
18 Air conditioning outlet 2 2.202 m
1 Blower 2.004 m
Table 3.2: The length of thermocouple from the car compartment to data logger.

3.6 Experimental Procedure

Firstly ambient condition was set up and the thermocouple were attached inside
the car compartment according to the figure and connected to the data logger. During the
idling test condition, the empty car with all the window were closed was parked in open
area under the sunlight for 3 hour to obtain constant temperature inside the car
compartment without the air conditioning. After 3 hours, all the data was collected by the
data logger every 5 minutes for one hour. Then, the car was moved to the next test which
is the operating test. The car was parked in the Fluid Mechanic lab, School of Mechatronic
with the ambient condition that could be controlled. In the test, the air conditioner was
switched on, and waited for 10 minutes to obtain the stable condition inside the car
compartment and the data was collected by the data logger for every 5 minutes for one
hour.

The air temperature variation for two test between idle condition and operating
conditions were measured as the inlet boundary condition for the numerical simulation.
3.7 Numerical simulation

From the experimental data, the air temperature that was recorded were use as the
inlet boundary conditions for the simulation. In this research project, the numerical
simulation is optional. The project could be done accordingly to the experimental data
only. In order to get more clear result in the analysis, the numerical simulation can be
proceed based on the geometry modelling of the Proton BLM car model. The geometry
model of the car was constructed using Catia V5 software shown in figure 3.14 [1] and
the simulation was conducted using the ASYNS Fluent software. To construct the
geometry model of the car, each compartment surface dimensions of the model should be
considered in the Table 3.3.

Part Surface Part Surface

Area (m2) Area (m2)
Windshield 0.974 Left Door Front 1.100
Rear Windshield 0.606 Right Door Rear 1.111
Left Front Window 0.320 Discharge vents 0.000735
Right Front Window 0.320 Exits Vent 0.0049
Left rear window 0.323 Ceiling 1.502
Right rear window 0.323 Floor 2.145
Table 3.3: The dimensions of the car compartment for the numerical simulation
geometrical model.

Figure 3.14: Geometrical model [$]. Figure 3.15: Meshing structure [@].

The unstructured grid were used to mesh the model because of the complicated geometry
of the car model. The car is modelled using a polyhedral mesh to reduce cell count and
simulation time as shown in figure 3.15. Therefore the symmetry between the right and
left sides of the car, the analysis is performed on only half of the car [fluid mechanic]
which means that the results depict a mirror image of the solution domain. The air
movement in the car compartment were assumed as a laminar [19] for both idle condition
and operating conditions. At the end of simulation, the temperature contour for each point
according as shown in figure, air velocity and air temperature distribution were obtained.

3.8 Design the system using air as working fluid

The result from the experimental analysis and the numerical simulation, will be
set as parameter in order to design a system that can decrease the temperature inside the
car compartment using air as a working fluid. The air temperature that trapped and heats
up the interior part of the car compartment will be sent out from the interior of the car
compartment. Besides, there is an improvement from previous car system which is the
hot air temperature from outside will be not able to heat up the interior of the car
compartment in term of heat transfer and the mass flow rate [heat, thermo].

In addition, some improvement will be undertaken according to reduce the air

temperature inside the car compartment according the air conditioning system in terms of
COP (coefficient of performance). Therefore the system need to be proven and verified
according to the calculation in terms of theory and the field of study.

3.9 Discussion and Conclusion

At the end of this research project, all the significance findings from the result
will be investigated in terms of interpretation of data and the explanation. Besides that,
the new understanding will be explained regarding to the research topic or insights in the
findings for the future work. Overall in this research project, the objective should be
achieved by the way of experimental analysis, research questions or hypotheses and the
literature review from previous research.
 CHAPTER 4

PRELIMINARY RESULT

4.0 Initial Experimental

Table 4.0 show the variation of temperature at different point according to the
figure during the vehicle in parking condition under the direct sunlight without
shade.

Point Time
9.00 a.m. 12.00 p.m.
Temperature Relative Temperature Relative
(˚C) Humidity (˚C) Humidity
(%) (%)
A 27.7 74.0 36.4 42.1
B 40.7 40.1 62.3 5.2
C 38.5 39.9 52.1 14.1
Table 4.0: The temperature recorded between time at 9 am and 12 pm.

From the result the temperature inside the car compartment is higher than outside in
parking stage [5]. As shown in figure 4.0, for the first session at 9.00 a.m. the highest
temperature was recorded at Point B(location on the dashboard inside the car
compartment) which is 40.7˚C with relative humidity 40.1% followed by point
C(location at the middle of the passenger seat at the front) with 38.5 ˚C with relative
humidity 39.9% and the lowest at Point A(location on roof at the outside ) which is
27.7˚C with relative humidity 74.0% . While for the second session highest
temperature was at Point B (location on the dashboard inside the car compartment)
which is exceeds over 62 ˚C with relative humidity 5.2 %, followed by Point C
(location at the middle of the passenger seat at the front) with the temperature was
 52.1˚C with Relative humidity 14.1% the lowest temperature was point A (location
on roof at the outside), temperature declined was 42.1˚C with relative humidity 42.1%
which recorded at noon 12.00 p.m.

Temperature variation according to the point location

of the parking car
70
Temperature (˚C)

60
12.00 p.m.
50

40
9.00 a.m.
30

20

10

0
A B C
Point Location

Figure 4.0: Temperature variation according to point location of the parking car.

Therefore the heat transfer direction was from inside to outside of the vehicle [5]. Besides
that, the effect of heat was causes by the solar radiation [8] that produce by the energy
from sun and transmitted through the glass of the car [10]. This can be proven from the
initial experiment the highest temperature at Point B which is near to the glass of the
vehicle compare to the others location point of the car compare to others part in the car
compartment.

4.2 Air psychrometry and flow inside the car compartment

According to the result obtained in table, the psychrometry chart is utilized. With
the assumption of process in a steady state (parking condition), the air flow rate, Q were
considered at 350m3/h [6]. From the psychromrtric chart (appendix 1) during the heating
process, the result were shown in the table 4.1 at 9 am and table 4.2 at 12 pm.
 Point A Point B Point C
Dry bulb 27.7°C Dry bulb 40.7°C Dry bulb 38.5°C
temperature temperature temperature
Wet bulb 24.1°C Wet bulb 28.4°C Wet bulb 26.6°C
temperature temperature temperature
Dew point 22.7°C Dew point 24.5°C Dew point 22.4°C
Relative 74.0% Relative 40.1% Relative 39.9%
humidity humidity humidity
Specific 0.0174kg/kg Specific 0.0195kg/kg Specific 0.0171kg/kg
humidity humidity humidity
Enthalpy 72.3kJ/kg Enthalpy 91.2kJ/kg Enthalpy 82.7kJ/kg
Density 1.161kg/m³ Density 1.112kg/m³ Density 1.121kg/m³
Specific 0.876m³/kg Specific 0.917m³/kg Specific 0.907m³/kg
volume volume volume
Pressure 101325.0Pa Pressure 101325.0Pa Pressure 101325.0Pa
Airflow 97.2l/s Airflow 97.2l/s Airflow 97.2l/s
Mass flow- 6.5713 kg/min Mass flow- 6.3613 kg/min Mass flow- 6.4314 kg/min
rate rate rate
Table 4.1: The result obtained according to psychrometric chart at 9 am.

Point A Point B Point C

Dry bulb 36.4°C Dry bulb 62.3°C Dry bulb 52.1°C
temperature temperature temperature
Wet bulb 25.5°C Wet bulb 26.6°C Wet bulb 27.0°C
temperature temperature temperature
Dew point 21.5°C Dew point 9.2°C Dew point 17.0°C
Relative 42.1% Relative 5.2% Relative 14.1%
humidity humidity humidity
Specific 0.0161kg/kg Absolute 0.0072kg/kg Absolute 0.0121kg/kg
humidity humidity humidity
Enthalpy 78.0kJ/kg Enthalpy 81.5kJ/kg Enthalpy 83.8kJ/kg
Density 1.129kg/m³ Density 1.048kg/m³ Density 1.077kg/m³
Specific 0.900m³/kg Specific 0.961m³/kg Specific 0.939m³/kg
volume volume volume
Pressure 101325.0Pa Pressure 101325.0Pa Pressure 101325.0Pa
Airflow 97.2l/s Airflow 97.2l/s Airflow 97.2l/s
Mass flow- 6.3997 kg/min Mass flow- 6.0700 kg/min Mass flow- 6.2122 kg/min
rate rate rate
Table 4.2: The result obtained according to psychrometric chart at 12 pm.

Then, the rate of heat transfer in the heating process of the car compartment were obtained
according to the mathematical model in appendix 2 with assumption the heating process
in the car compartment is in steady-flow. From the steady-flow, the velocity of air
considered to be lower or equal to 6m/s. The kinetic and potential energy changes are
negligible during the heating process. The heat conduction, convection and radiation
effect also considered. The result were shown in the table 4.3 and 4.4 according to the
rate of heat transfer of air in the car compartment for each point location.

Description At 9 am At 12 pm
Heat transfer 18.180 W/m2.K 17.884 W/m2.K
coefficient, h @ 27.7 ̊ C (ambient) @ 36.4 ̊ C (ambient)
Heat transfer 17.733 W/m2.K 17.519 W/m2.K
coefficient, h @ 40.7 ̊ C (dashboard) @ 62.3 ̊ C (dashboard)
Rate of heat transfer, 6.034 W 12.01 W
𝑄̇ conv
Rate of heat transfer, 79.13 W 187.22 W
𝑄̇ radiation
Total rate of heat 85.16 W 199323 W
transfer, 𝑄̇ conv + 𝑄̇ radiation
Table 4.3: The heat transfer through the car windshield.

Description At 9 am At 12 pm
Heat transfer 17.646 W/m2.K 17.357 W/m2.K
coefficient, h @ 27.7 ̊ C (ambient) @ 36.4 ̊ C (ambient)
Heat transfer 17.295 W/m2.K 16.873 W/m2.K
coefficient, h @ 38.5 ̊ C (in car) @ 52.1 ̊ C (in car)
Rate of heat transfer, 118.47 W 169.25 W
𝑄̇ conv
Rate of heat transfer, 5.28 W 8.544 W
𝑄̇ radiation
Total rate of heat 123.75 W 177.80 W
transfer, 𝑄̇ conv + 𝑄̇ radiation
Table 4.4: The heat transfer through the car roof.
 CHAPTER 5

NEXT SEMESTER PLANNING

5.0 Gantt Chart

The next semester planning will be explained according to project completion
gantt chart in appendix. From the next planning, the experimental analysis will be
conducted followed by the design of the heat and mass transportation system using air as
working fluid. The finding from the project research will be explained in the discussion
and conclusion in term of the new understanding, problem statement solving and
objective of the project research.

5.1 Experimental analysis and numerical simulation

Form the experimental analysis, the air temperature inside the car compartment
will be analyse in parked condition according to the placement of the thermocouple in the
car compartment with two condition of analysis which is in idle condition and operating
condition. The result will be recorded using the data logger. The result will be obtained
according to the air temperature distribution in car compartment from thermocouple point
that had been setup. Form the experimental analysis the data will be us as the boundary
condition for the numerical simulation using the ANSYS software in the car compartment
that will modelled geometrically using the Catia V5 software. In the numerical simulation
the air velocity, flow direction and the temperature contour for each point of location in
car compartment will be stimulate.
5.2 Expected Design
In the end of analysis, the new system or model will be explained according to the
design sketching and the verification of calculation in term to prove that the new design
will be able to solve the problem statement in this research project in terms of air and
mass transportation using air as working fluid in order to reduce the temperature in the
car compartment.

Inlet Vent