• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.6
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• pp.81-91
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• 2013

A novel design process of a parallel multi-flow type air-cooled condenser of a dual-loop waste heat recovery system with Rankine steam cycles for improving the fuel efficiency of gasoline automobiles has been investigated focusing on reduction of the pressure drop inside the micro-tubes. The low temperature condenser plays a role to dissipate heat from the system by condensing the low temperature loop working fluid sufficiently. However, the refrigerant has low evaporation temperature enough to recover the waste from engine coolant of about $100^{\circ}C$ but has small saturation enthalpy so that excessive mass flow rate of the LT working fluid, e.g., over 150 g/s, causes enormously large pressure drop of the working fluid to maintain the heat dissipation performance of more than 20 kW. This paper has dealt with the scheme to design the low temperature condenser that has reduced pressure drop while ensuring the required thermal performance. The number of pass, the arrangement of the tubes of each pass, and the positions of the inlet and outlet ports on the header are most critical parameters affecting the flow uniformity through all the tubes of the condenser. For the purpose of the performance predictions and the parametric study for the LT condenser, we have developed a 1-dimensional user-friendly performance prediction program that calculates feasibly the phase change of the working fluid in the tubes. An example is presented through the proposed design process and compared with an experiment.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.11 no.1
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• pp.10-17
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• 1999

The present work presents condensation heat transfer and pressure drop data for the flow of R-12 in flat extruded aluminum tubes with small hydraulic diameters. The tube outside dimensions are $18mm(width){\times}1.7mm(height)$. Three types of internal geometry with the same outside dimensions are tested : sample 1 (7 tube holes), sample 2 (13 tube holes) and sample 3 (7 tube holes, micro-fin). The overall heat transfer coefficient is obtained for air-to-refrigerant heat transfer, and the Wilson plot method is used to determine the heat transfer coefficient for refrigerant flow. The sample 2 and sample 3 show significantly higher performance than sample 1. The heat transfer rates for the sample 2 and sample 3 are 9% and 12% higher, respectively, than sample 1. The friction factors for the sample 2 and sample 3 are 11.9% and 2.4% higher, respectively, than sample 1.

• Proceedings of the SAREK Conference
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• 2003.07a
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• pp.55-55
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• 2003

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.19 no.3
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• pp.245-252
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• 2007

The important problems from the point of view of preventing global warming are to save the power consumption of automotive air-conditioning systems and reduce the refrigerant amount filled. To achieve such requirements, integral receiver/dryer (R/D) condensers were developed recently. Typical integral R/D condensers have extra headers that play the role of R/D. Except an extra header and somewhat complex tube array resulting from the extra header, the most integral R/D condensers have almost the same specification that tube has multi channels, fin has louvers, flow in tube is parallel, etc. When integral condensers are applied, it is known that the refrigerating effect increases, resulting from the increase of subcooling degree in condenser, and the refrigerant amount used saves. In spite of several merits, integral condensers have not been applied a lot. That is why there is an uncertainty in performance, using integral condensers. The objective of this study is to theoretically optimize the tube array in an integral R/D condenser that is really being applied to some vehicles. The tube array has a great effect on the performance of the integral condenser as well as common ones. Through computer simulation, we could see that the tube array, 14-6-3-5-3-4, in the same condenser was the best, comparing heat release rate, pressure drop, etc. to the real array, 17-5-3-3-2-5. It should be noted that the optimization is based on the condenser performance only.