Thesis (M. Sc.)--Athens Technological Institute, 1963. / Bibliography: p. 168-169.

Thesis (Ph.D.)--University of California, Davis, 2006. / Text document in PDF format. Title from PDF title page (viewed on September 1, 2009). "Received by ITS-Davis: August 2006"--Publication detail webpage. Includes bibliographical references (p. 169-174).

By ventilating the vehicle’s interior during a soak, the peak cooling load is reduced and therefore the air-conditioning needs less power. This in turn translates to a smaller air-conditioning unit which would consume less power, be lighter and more compact. This solar driven ventilation of the vehicle’s interior during a soak is defined as precooling. During this project the best precooling strategy for passenger vehicles was found by investigating and testing different precooling strategies and evaluating them according to their thermodynamic performance, their potential implementation and their influence on the required cooling performance of the airconditioning cycle. The best performances were achieved by strategies with a high air flow rate and a relatively low air inlet temperature. Two categories of precooling strategies were examined: natural convection and forced convection strategies. Openings in the vehicle’s body that fit to all strategies had to be found; with a big potential concerning their thermodynamic performance and other aspects like prevention against water penetration. The best investigated precooling strategies proved to be the one which used the design outlet as an inlet and the opening of the HVAC as an outlet. With these openings a good air flow through the whole cabin can be guaranteed. In addition to that the strategy only uses existing openings of the body which prevent against water penetration. The required installation space for this strategy already exists and can be considered for the package of next generation vehicles.

Thesis (Ph.D.)--Dept. of Civil and Structural Engineering, Hong Kong Polytechnic University, 2006. / Adviser: L.Y. Chan. Includes bibliographical references.

Thesis (doctoral)--Universität Bonn, 2007. / "No driving day (Hoy no circula or HNC)"--P. 50. "Programa de Verificación Vehicular 2003-2004"--P. xix. Includes bibliographical references (p. [133]-139).

The simulation of vehicle engine cooling validation in a Climatic chamber will benefit all vehicle manufacturers that are responsible for the design or the localization of parts used in a vehicle's engine cooling system. The ability to test the vehicle in-house allows testing at any time of the year; it provides repeatable and comparative data, and accelerates component level approval, which in itself reduces program timing and cost. For this dissertation road level testing was conducted in Upington using a TD1200 Superflow towing dynamometer, while the in-house testing was performed on a ROTOTEST chassis dynamometer in a Climatic chamber. All tests were conducted according to GENERAL MOTORS SOUTH AFRICA global testing standards. Statistical analyses of the test data were used to determine the relationship between parameters measured and results obtained. The major contributors to the simulation process was identified and implemented to improve measurement quality and test results. The result was an accurate simulation between road and chamber testing, hence the possibility of moving away from road testing and conduct simulated chamber testing. The presented dissertation is useful for the understanding of basic vehicle cooling testing and the methodology of simulated testing in an environmentally controlled chamber.

In the last few years carbon dioxide received increasing attention as a possible replacement for fluorocarbon-based refrigerants used within present automotive A/C system technology. R-134a is harmless to the ozone layer but the greenhouse effect is more than 1300 times higher than that of an equivalent amount of CO2. Alternative refrigerants are natural gasses such as propane and butane, however these gasses are considered explosive. With many objections raised it appears if CO2 will be the future refrigrant for automotive use. One concern with R-744 is its high operating pressure and suction/discharge pressure difference when compared to common refrigeration processes. A major problem with the CO2 cycle is the loss of effciency at high ambient temperatures. With a COP optimized control system for the expansion value based on pressure, temperature and mass flow of the refrigerant, an effective A/C system for CO2 could be deleloped. This resrach offers basic knowledge of refrigerant cycles and gives an overall view of the refrigerant change-over problem. With the results obtained from the experimental work a better understanding of the CO2 cycle and a better understanding towards effective A/C systems have been realized.

Thesis (M.S.)--University of Texas at El Paso, 2008. / Title from title screen. Vita. CD-ROM. Includes bibliographical references. Also available online.

Thesis (Ph. D.)--School of Public Policy, Georgia Institute of Technology, 2005. Directed by Bryan Norton. / Norton, Bryan, Committee Chair ; Rodgers, Michael, Committee Member ; Bozeman, Barry, Committee Member ; DeHart-Davis, Leisha, Committee Member ; Noonan, Douglas, Committee Member. Includes bibliographical references.

The refrigerant circuits of car air-conditioning systems are fitted with so-called open type compressors, because there is only a lip seal preventing the refrigerant from leaking from the compressor housing to the atmosphere. In addition, the cycle uses damping elements between the compressor and the other components on the suction and pressure lines to reduce vibration and noise transfer from the engine to the car body. Both the lip seal and damping elements result in loss of refrigerant as they are made from elastomers and leak with age, and, under high temperature conditions inside the engine room, these elements also allow a relatively high permeation of the refrigerant gas to the atmosphere. With very high refrigerant losses in the older R12 -cooling cycles and the damage caused by this gas to the ozone layer in the stratosphere, the Montreal protocol phased out this refrigerant and the car industry was forced to revert completely to R134a until 1994/95. R134a has no ozone depletion potential, but it has a direct global warming potential, and, therefore, leakages also have to be minimised. R134a has, because of its molecular size, a high permeation potential and, hence, all the refrigerant hoses are lined internally. Unfortunately, these hoses also leak with age and significant refrigerant loss will occur [1] R134a can therefore only be viewed as a solution until an alternative refrigerant with no direct global warming potential has been developed. Candidates for new refrigerants are natural substances such as hydrocarbons or carbon dioxide [2]. Unfortunately, both substances have disadvantages and their use is restricted to special cases, for e.g. hydrocarbons are flammable and are not used in car air-conditioners, but in Germany it is used as a refrigerant in household refrigerators with hermetic cycles. What makes the implementation of carbon dioxide (CO2) difficult are the high system pressures and the low critical point [3].