• Journal of Power System Engineering
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• v.6 no.4
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• pp.16-22
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• 2002

This study was conducted to find performance evaluation method for automobile air conditioner. Experimental facilities were constructed to simulate wide range of operating condition for the automobile air conditioner. Compressor speed was controled by variable speed electric motor and the power was measured through torque transducer and tachometer was used to measure compressor speed. Parametric studies were conducted in this study, to figure out effect of environment variables on the performance of the automobile air conditioner. The environmental variables are inlet air temperature, relative humidity and air flow rate for the evaporator and inlet air temperature and air flow rate for the condenser. Compressor speed is also changed. The results of this study shows that air flow rate of the evaporator is more sensitive to the performance of the automobile air conditioner than the other variables. However relative humidity of the inlet air of the evaporator strongly affects capacity rather that COP.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.6 no.2
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• pp.52-58
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• 2007

This study shows a numerical method to predict automobile type air conditioner tube connector in the forming process. The simulation approach with 3-D FEM program(ABAQUS) for forming process, forming process simulation is in good agrement with it in tendency. Finally, we compared the forming result with simulation. The result of research showed thai forming process technology is promising to produce automobile type air conditioner tube connector.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.14 no.8
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• pp.617-625
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• 2002

In this study, effects of refrigerant and oil charges on the performance of a refrigeration system simulating an automobile air conditioner have been experimentally investigated using R134a and PAG oil. Measurements were taken in a breadboard type refrigeration test unit with a compressor used for a commercial automobile air-conditioner under a set of condition imposed upon normally to automobile air conditioners. Both the COP and capacity decreased rapidly as the oil charge increased because of the decrease in vapor pressure of the circulating refrigerant/oil mixture. The excess oil left in the evaporator also caused heat transfer degradation resulting in a decrease in capacity and in turn COP. It was found that there is an optimum refrigerant charge at which the COP becomes the maximum. Below this optimum charge, both the capacity and COP increased as the refrigerant charge increased and above the optimum charge, both of them remained almost constant. Hence, the COP seems to be the most important factor in determining the optimum refrigerant charge. When the system was undercharged, the refrigerant at the condenser exit lost subcooling and showed a sign of poor miscibility.

• KSBB Journal
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• v.29 no.2
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• pp.118-123
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• 2014

It was confirmed that malodor connected with an air-conditioner in an automobile is caused by microbial volatile organic compounds (MVOCs) produced by microorganisms getting into an air-conditioner when it is operating. Chemicals such as hydrogen sulfide, dimethyl sulfide, nbutyric acid, n-valeric acid, iso-valeric acid, n-octanol and toluene were detected above the odor threshold inside the automobile. The characteristics of a funky odor in the air blown into the automobile were due to detected sulfur compounds (hydrogen sulfide and dimethyl sulfide). Dimethyl sulfide was produced by microorganisms such as Aspergillus versicolor, Methylobacterium aquaticum, Herbaspirillum sp. and Acidovorax sp. In addition, the characteristics of a sour odor in the air blown into the automobile were due to detected organic acids (n-butyric acid, n-valeric acid and iso-valeric acid). N-valeric acid and iso-valeric acid were generated from Aspergillus versicolor, while iso-valeric acid was produced by Methylobacterium aquaticum. In addition, the odor intensity of the air blown into the automobile was affected by the concentration of detected sulfur compounds and organic acids. On the other hand, it is estimated that chemicals such as hydrogen sulfide, n-octanol and n-butyric acid detected in the air blown into the automobile were produced by non-identified species of microorganisms.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.61 no.5
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• pp.763-769
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• 2012

For mist sensing, temperature-humidity sensor is attached on six positions of front glass and rearview mirror in automobile. Bottom-left side of front glass is the best position where mist is sensing. For mist removal, air conditioner is turned on intensity 1, 3 and is set the temperature at 17[$^{\circ}C$], 25[$^{\circ}C$]. And heater is turned on intensity 1, 3 and is set the temperature at 25[$^{\circ}C$], 32[$^{\circ}C$]. The best condition which mist is removed is temperature at 17[$^{\circ}C$] and intensity 3 of air conditioner mode. At this condition, total average value of humidity output voltage difference is 0.561[V]. Also, air conditioner mode is effective than heater mode for mist sensing and removal.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.28 no.6
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• pp.217-223
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• 2016

In this study, we investigated the operating method of a driver for an air conditioning system according to the temperature difference between the indoor and outdoor environments of a car parked outside during the summer. Researchers of this study suggest the comfort mode of a car air conditioner to improve the thermal comfort of the driver, thereby maintaining longer comfort. This study separately, analyzed temperatures on a cloudy day and sunny day. The results showed the car indoor heat environment and physiological results (EEG, ECG) of the subject. It showed a difference of the car indoor heat environment by weather with the difference also appearing in the physiological response of the subject. In conclusion, in this paper, on the basis of the physiological response of a subject, a comfortable algorithm of automobile air conditioner is being suggested.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.9 no.5
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• pp.1102-1106
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• 2008

It's necessary to invent a measure to deal with expected counter results when observing mechanical behaviors under the various operations and it can be done by measuring the stress and deformation characteristics of the Automotive Air-Conditioner Hose, which is a hose made up of a rubber hose, an aluminum sleeve and pipe. In this paper, characteristics of the stress and deformation characteristics of the Automotive Air-Conditioner Hose which plays an important role in circulation of refrigerant of an air conditioner in an automobile are analyzed using the finite element method.

• The Magazine of the Society of Air-Conditioning and Refrigerating Engineers of Korea
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• v.21 no.3
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• pp.202-215
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• 1992

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.3
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• pp.136-142
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• 2002

HFC-134a is currently used as the refrigerant in automobile air-conditioner, replacing the ozone depleting refrigerant CFC-12. Although HFC-l34a has no ozone depletion potential, it has a relatively high global warming potential, approximately 1300 tins that of CO$_2$ over a 100 year time horizon. Therefore, HFC- l34a does not seem to be a perfect alternative refrigerant due to high GWP. For this reason, non-azeotrope refrigerant mixture have been proposed as a long-term and drop-in alternative to HFC-l34a in the automobile air-conditioning system which has variable operating conditions with changes in RPM and pressure ratio. In this study,OS-l2a of which thermodynamic properties are similar to those of HFC-l34a is selected among the mixed refrigerant. HFC-l34a and OS-l2a are examined experimently by the performance test in the same automobile air-conditioning system.

• Transactions of Materials Processing
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• v.8 no.6
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• pp.612-619
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• 1999

Internal and external defects of an inner pulley for automobile air conditioner are investigated in this study. Inner pulley is a part of compressor clutch assembly of automobile air conditioner. In cold forging of inner pulley, the design requirement are to keep the same height of the inner rib and outer one and to make uniform distribution of hardness in the forged product. At the end of the forging of inner pulley, the piping defect as an external defect begins to form at the back center of the billet. The internal crack as an internal defect also occur at the adiabatic shear band which usually has maximum ductile fracture value. It is important to predict when the internal and external defects occur during the deformation process, in order to minimize the amount of discard that is generated. The finite element simulations are applied to analyze the defects. The validity of the computational results are examined by experiments. These computational results are in good agreement with the experimental ones.