• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.17 no.4
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• pp.285-296
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• 2005

In order to reduce the compression power and to use the overall energy contained in LNG effectively, a combined cycle is devised and simulated. The combined cycle is composed of two cycles; one is an open cycle of liquid/solid carbon dioxide production cycle utilizing LNG cold energy in $CO_2$ condenser and the other is a closed cycle gas turbine which supplies power to the $CO_2$ cycle, utilizes LNG cold energy for lowering the compressor inlet temperature, and uses the heating value of LNG at the burner. The power consumed for the $CO_2$ cycle is investigated in terms of a production ratio of solid $CO_2$. The present study shows that much reduction in both $CO_2$ compression power (only $35\%$ of power used in conventional dry ice production cycle) and $CO_2$ condenser pressure could be achieved by utilizing LNG cold energy and that high cycle efficiency ($55.3\%$ at maximum power condition) in the gas turbine could be accomplished with the adoption of compressor inlet cooling and regenerator. Exergy analysis shows that irreversibility in the combined cycle increases linearly as a production ratio of solid $CO_2$ increases and most of the irreversibility occurs in the condenser and the heat exchanger for compressor inlet cooling. Hence, incoming LNG cold energy to the above components should be used more effectively.

• Proceedings of the SAREK Conference
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• 2009.06a
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• pp.1312-1316
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• 2009

Growing interest in $CO_2$ capturing from industrial processes and storage in underground formations is emerging from commitments in reducing $CO_2$ emissions manifested in the Kyoto Protocol. In this paper, $CO_2$ liquefaction system is treated in focus of liquefaction efficiency & production rate. Presently $CO_2$ is transported in ships or trucks at a pressure of 14-20 bar. Considering this, the liquefaction pressures of 20, 15, 6.5 bar are selected. Compressor work and cooling capacity are calculated and compared. In order to investigate the effect of intercooling, the compressed gas after compressor work is cooled by ambient air or seawater. In case of applying the intercooling to the system, consuming energy can be saved larger than 20%. In the lower liquefaction pressure, the more $CO_2$ can be obtained due to higher density. In the liquefaction pressure of 6.5 bar, its $CO_2$ production is about 35% higher than that of the system with the liquefaction pressure, 20 bar.

• Proceedings of the SAREK Conference
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• 2008.06a
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• pp.136-141
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• 2008

Due to environmental concerns $CO_2$ has been reintroduced as a potential candidate to replace HFCs in refrigeration systems since 1990s. In a refrigeration cycle, oil is utilized in lubricating a compressor. However, although oil separators are installed after a compressor oil is prone to leak to the whole system. The mixing of $CO_2$ and oil, even a small amount of oil, the heat transfer performance in heat exchanger deteriorated and the pressure drop inside tube increases. Therefore, it is needed to precisely estimate the mixture thermodynamic properties of $CO_2$-lubricant oil to correctly design a $CO_2$ refrigeration system. The commonly used method in estimating the mixture properties is the mole based weighting model. However, the accuracy of the method can not be assured. In the present study, $CO_2$-lubricant oil mixture properties including viscosity and density were estimated by using the mixture models, based on the equation of state (EOS).

• Proceedings of the SAREK Conference
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• 2005.06a
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• pp.49-49
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• 2005

• Journal of Power System Engineering
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• v.17 no.4
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• pp.58-63
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• 2013

This paper presents the new cascade liquefaction cycles using $CO_2-C_2H_6-N_2$ and $CO_2-N_2O-N_2$. The performance of the cascade liquefaction cycles with respect to temperature differences in the LNG heat exchangers is analyzed using HYSYS software and then compared the performance of these cycles with phillips optimized cascade liquefaction cycle. The coefficient of performance of the new liquefaction cycles considered in this study decreases with the temperature differences in the LNG heat exchangers, but the compressor work, expander work and heat capacity in the LNG heat exchanger increases, respectively. From the comparison of performance of three cycles, the cascade liquefaction cycles using $CO_2-C_2H_6-N_2$ showed the highest COP. And the cycles using $CO_2-C_2H_6-N_2$ and $CO_2-N_2O-N_2$ presented the second and third highest COP, respectively. In the view of performance, the optimized cascade liquefaction cycle using $C_3H_8-C_2H_4-C_1H_4$ yields much better COP. But, in the environment view, it is found that the cascade liquefaction cycle using $CO_2-C_2H_6-N_2$ shows favorable characteristics.

• Transactions of the Korean Society of Automotive Engineers
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• v.17 no.1
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• pp.146-153
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• 2009

The performance characteristics of heat exchangers which consist of a gas cooler, an evaporator and an internal heat exchanger have been investigated at various operating conditions of $CO_2$ air conditioning system by experiments. The heat exchangers were designed for use in the vehicle $CO_2$ air conditioning system, when considering the characteristics of heat transfer and high pressure as $CO_2$ refrigerant. This paper studied the performance of heat exchangers at various compressor speeds and expansion valve openings, and quantified the heat transfer rates and pressure drops. Heat transfer rates at the gas cooler and the evaporator were 6.9 kW and 5.2 kW, respectively, when the compressor speed was 4000 rpm and refrigerant vapor quality at the evaporator outlet was 0.98. Therefore, this paper carried out that the heat exchangers were analyzed to achieve superior performance for the vehicle transcritical $CO_2$ cycle.

• Transactions of the Korean Society of Automotive Engineers
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• v.23 no.1
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• pp.18-24
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• 2015

In this study, a $CO_2$ air-conditioning system was investigated with different types of electrically driven compressors, parallel flow type gas cooler, four-pass type evaporator, internal heat exchanger integrated with accumulator, and electric expansion valve. The experimental study was conducted under various operating conditions (ie., different rotational compressor speeds, air inlet temperatures and air velocity coming into heat exchangers). The experimental results showed the cooling capacity was 3.5kW at $35^{\circ}C$ ambient temperature when the vehicle was idle (ie., the worst condition for cooling off the gas cooler). In terms of performance effect of the compressor, the e-RP model had a slightly better cooling capacity and coefficient of performance than the e-GR model under the same test conditions. An experimental equation for optimum cooling-performance control was also suggested based on the results. A high-pressure control algorithm for the super critical cycle was determined to achieve both maximum cooling performance and efficient energy consumption. The results from the experimental equation coincided with those of previous experimental studies.

• Proceedings of the SAREK Conference
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• 2007.11a
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• pp.397-403
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• 2007

In this paper, conceptual design of scroll expander-compressor for Stirling engine utilizing solar energy as heat source has been carried out. Orbiting scroll member was designed to have a double-sided structure to reduce the overall scroll size and to cancel out the axial forces on the orbiting scroll base plate. Diameter of designed scroll base plate was about 251 mm for the expander, and it was about 218 mm for the compressor. With operating condition such as temperature range of $400^{\circ}C/20^{\circ}C$, pressure range of 6 MPa/2 MPa, and shaft speed of 2700 rpm, the shaft output of the designed scroll expander was calculated to be 49.8 kW, while input power for the scroll compressor was 38.6 kW, yielding 11.2 kW for the output power of the Stirling engine. Overall efficiencies of the scroll expander and compressor were 93.73% and 92.87%, respectively.

• 한국신재생에너지학회:학술대회논문집
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• 2005.06a
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• pp.378-383
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• 2005

This experimental study presents the results of the cooling performance test of a $CO_2$ heat pump system for fuel cell vehicles. The experimental facility provides the cool ing and heating environment for cabin and heat releasing component. The test loop is designed to target the cooling capacity of 5kW and its coefficient of performance (COP) of 2.2. The cooling performance of the heat pump system is strongly dependent on the refrigerant charge and the degree of superheat. We carried out basic experiments to obtain optimum refrigerant charge and the degree of superheat level at the internal heat exchanger outlet. The heat pump system for fuel cell vehicles is different from that of engine-driven vehicles, where the former has an electricity-driven compressor and the latter has the belt-driven (engine-driven) compressor. In the fuel cell vehicle, the compressor speed is an independent operating parameter and it is controlled to meet the cooling/heating loads. Experiments were carried out at cooling mode with respect to the compressor speed and the incoming outdoor air speed. The results obtained in this study can provide the fundamental cool ing performance data using the $CO_2$ heat pump system for fuel cell vehicles.

• Korean Journal of Materials Research
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• v.17 no.11
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• pp.580-586
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• 2007

To enhance the reliability of a newly designed reciprocating compressor applied in a domestic compressor, accelerated life tests were developed using new definitions of the sample size and the $B_1$ life index. In $1^{st}$ accelerated life testing, the compressor was locked due to the fracture of the suction reed valve. The failure modes and mechanisms of the suction reed valve in the accelerated tests were found to be similar to that of the failed product in the field. The root cause of the failure was the overlap between the suction reed valve and the valve plate in the suction port. The missing parameters in the design phase were modified by expanding the trespan size, introducing tumbling process, changing the material and thickness for the valve, introducing a ball peening and brushing process for the valve plate. In $2^{nd}$ accelerated life testing, the compressor was locked due to the interference between the crank shaft and thrust washer. The corrective plan was to heat treat the crank shaft. The $B_1$ life of the compressor improved from 1.5 to 12.9 years.