[EN] This PhD study deals with the modelling of an adsorption system designed to provide air conditioning for vehicles, and is driven by the waste heat available from the water/glycol cooling circuit of the engine. The system is based on the sequential heating/cooling of two sorption beds containing a solid sorption material which desorbs or adsorbs water vapour. The condensation of the vapour is carried out by a cooling circuit while the subsequent evaporation of the condensed liquid is employed to produce the cooling effect, generating chilled water, which is then employed to cool down the air of the cabin. The developed model is fully dynamic and is based on zero-dimensional lumped parameter models for all the necessary components of the overall system including the engine, the beds, the heating circuit, the cooling circuit, the chilled water circuit and the vehicle cabin. The sorption bed model takes into account the non-equilibrium of the adsorption and desorption processes and is able to work with any kind of adsorbent materials, but the study has been restricted to silica gel and zeolite which are among the most appropriate materials for this application. The model is employed to simulate a standard driving cycle of a vehicle, evaluating the instantaneous available heat from the engine cooling system and the dynamic behaviour of the described sorption A/C system, resulting in the estimation of the evolution of the cabin temperature along the cycle. The model of the overall system has been developed under the MATLAB Simulink programming environment. The model of the adsorption system has been first validated against experimental results, showing its excellent capabilities to predict the dynamic behaviour of the system. The model was then used to analyse the influence of the main design parameters of the bed and the main operation parameters on the system's performance: cooling capacity and coefficient of performance (COP). This was done in order to provide rules for the optimal design and operation of this kind of systems. Finally, the model has been employed to analyse the overall system (engine, adsorption system, heating and cooling circuits, chilled water circuit and cabin) performance along a standard driving cycle, under various operation strategies with regards to the initial state of the adsorbent material in the beds, and operation conditions both for a car and a truck. The results show the difficulties of activating the system at the initial periods of the cycle, when the engine is warming up, and the difficulties to synchronise the operation of the system with the availability of waste energy. They also highlight the limitation in capacity of the designed system, showing that it would not able to fulfil the comfort requirements inside the cabin in hot days or after soaking conditions. Part of this PhD study was carried out in the frame of an R&D project called "Thermally Operated Mobile Air Conditioning Systems - TOPMACS", financially supported by the EU under the FP6 program, which was devoted to the evaluation of the feasibility and performance of potential sorption system solutions for the air conditioning of vehicles. / [ES] Esta tesis doctoral se centra en el modelado de un sistema de adsorción diseñado para proporcionar aire acondicionado de vehículos a partir del calor residual disponible en el circuito de refrigeración de agua/glicol del motor. El sistema se basa en el calentamiento/enfriamiento secuencial de dos reactores que contienen un material adsorbente sólido que desorbe o absorbe vapor de agua. La condensación del vapor se lleva a cabo mediante un circuito de refrigeración, mientras que la posterior evaporación del agua condensada se emplea para producir agua fría, que se emplea finalmente en enfriar el aire de la cabina. El modelo desarrollado es completamente dinámico y se basa en modelos cero dimensionales de parámetros concentrados, para todos y cada uno de los componentes del sistema global incluyendo el motor, los reactores, el circuito de calentamiento, el circuito de enfriamiento, el circuito de agua fría y la cabina del vehículo. El modelo del reactor contempla el no equilibrio de los procesos de adsorción o desorción y es capaz de trabajar con cualquier par de materiales adsorbentes. No obstante el estudio se ha restringido a gel de sílice y zeolita que se encuentran entre los materiales más adecuados para esta aplicación. El modelo se emplea para simular un ciclo de conducción estándar del vehículo, evaluando el calor disponible instantáneamente en el sistema de refrigeración del motor, y el comportamiento dinámico del sistema descrito adsorción-Aire Acondicionado, permitiendo como resultado principal la estimación de la evolución de la temperatura de la cabina a lo largo el ciclo. El modelo del sistema global se ha desarrollado en el marco del entorno de programación MATLAB Simulink. El modelo del sistema de adsorción se ha validado primero contra resultados experimentales demostrando las excelentes capacidades del modelo para predecir el comportamiento dinámico del sistema. A continuación, el modelo se ha aplicado para analizar la influencia de los principales parámetros de diseño del reactor, y de los principales parámetros de operación, sobre el rendimiento del sistema: la capacidad y coeficiente de operación (COP), con el fin de proporcionar directrices para el diseño y operación óptima de este tipo de sistemas. Por último, el modelo ha sido empleado para analizar el funcionamiento y prestaciones del sistema en su conjunto (motor, sistema de absorción, los circuitos de calefacción y refrigeración, circuito de agua fría, y la cabina) a lo largo de un ciclo de conducción estándar, bajo diferentes estrategias de operación en lo que se refiere al estado inicial del material adsorbente en los reactores, y las condiciones de operación, para el caso de un coche, y para el de un camión. Los resultados muestran las dificultades de la activación del sistema en los periodos iniciales del ciclo, cuando el motor se está calentando, y las dificultades para sincronizar el funcionamiento del sistema con la disponibilidad de energía térmica excedente del motor, así como la limitación en la capacidad de enfriamiento del sistema diseñado, que no resulta capaz de satisfacer los requerimientos mínimos de confort dentro de la cabina en los días calurosos o de enfriarlo con suficiente rapidez cuando el vehículo ha estado estacionado bajo el sol durante varias horas. Parte de este estudio de doctorado se ha llevado a cabo en el marco de un proyecto de I + D denominado " Thermally Operated Mobile Air Conditioning Systems - TOPMACS", financiado parcialmente por la UE en el marco del programa FP6, y que perseguía la evaluación de la viabilidad y el potencial de aplicación de soluciones de sistemas de adsorción activadas por el calor residual del motor para el aire acondicionado de vehículos. / [CA] Aquesta tesi doctoral es centra en el model d'un sistema d'adsorció dissenyat per a proporcionar aire acondicionat a vehicles a partir de la calor residual disponible al circuit de refrigeració d'aigua / glicol del motor. El sistema es basa en l'escalfament / refredament seqüencial de dos reactors que contenen un material adsorbent sòlid que desorbeix o absorbeix vapor d'aigua. La condensació del vapor es porta a terme mitjançant un circuit de refrigeració, mentre que la posterior evaporació de l'aigua condensada s'utilitza per a produir aigua freda, que s'empra finalment en refredar l'aire de la cabina. El model desenvolupat és completament dinàmic i es basa en models zero dimensionals de paràmetres concentrats, per a tots i cada un dels components del sistema global incloent el motor, els reactors, el circuit d'escalfament, el circuit de refredament, el circuit d'aigua freda i la cabina del vehicle. El model del reactor contempla el no equilibri dels processos d'adsorció o desorció i és capaç de treballar amb qualsevol parell de materials adsorbents. No obstant això, l'estudi s'ha restringit a gel de sílice i zeolita que es troben entre els materials més adequats per a aquesta aplicació. El model s'utilitza per a simular un cicle de conducció estàndard del vehicle, avaluant la calor disponible instantàniament en el sistema de refrigeració del motor, i el comportament dinàmic del sistema descrit Adsorció-Aire Acondicionat, permetent com a resultat principal l'estimació de l'evolució de la temperatura de la cabina al llarg del cicle. El model del sistema global s'ha desenvolupat en l'entorn de programació MATLAB Simulink. El model del sistema d'adsorció s'ha validat primer amb resultats experimentals demostrant les excel¿lents capacitats del model per a predir el comportament dinàmic del sistema. A continuació, el model s'ha aplicat per analitzar la influència dels principals paràmetres de disseny del reactor, i dels principals paràmetres d'operació, sobre el rendiment del sistema: la capacitat i coeficient d'operació (COP), amb la finalitat de proporcionar directrius per al disseny i operació òptima d'aquest tipus de sistemes. Finalment, el model ha estat utilitzat per analitzar el funcionament i prestacions del sistema en el seu conjunt (motor, sistema d'absorció, els circuits de calefacció i refrigeració, circuit d'aigua freda, i la cabina) al llarg d'un cicle de conducció estàndard, sota diferents estratègies d'operació pel que fa a l'estat inicial del material adsorbent en els reactors, i les condicions d'operació, per al cas d'un cotxe, i per al d'un camió. Els resultats mostren les dificultats de l'activació del sistema en els períodes inicials del cicle, quan el motor s'està escalfant, i les dificultats per sincronitzar el funcionament del sistema amb la disponibilitat d'energia tèrmica excedent del motor, així com la limitació en la capacitat de refredament del sistema dissenyat, que no resulta capaç de satisfer els requeriments mínims de confort dins de la cabina en els dies calorosos o de refredar amb suficient rapidesa quan el vehicle ha estat estacionat sota el sol durant diverses hores. Part d'aquest estudi de doctorat s'ha dut a terme en el marc d'un projecte d'I + D denominat "Thermally Operated Mobile Air Conditioning Systems - TOPMACS", finançat parcialment per la UE en el marc del programa FP6, i que perseguia l'avaluació de la viabilitat i el potencial d'aplicació de solucions de sistemes d'adsorció activats per la calor residual del motor per a l'aire condicionat de vehicles. / Verde Trindade, M. (2015). MODELLING AND OPTIMIZATION OF AN ADSORPTION COOLING SYSTEM FOR AUTOMOTIVE APPLICATIONS [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/54120

The thesis deals with car cabin environment and thermal comfort inside. A car cabin heat load model was developed in Dymola/Modelica to investigate influence of ambient environmental parameters. The model was validated on the data set of eight test cases measured in a climatic chamber and in a real traffic. The main objective of the thesis was to develop a human thermal comfort model suitable for non-homogenous environments and for a car cabin environment especially. The Coupled model of human physiology and thermal comfort was developed in Dymola/Modelica. The model allows predicting an overall human thermal comfort from local boundary conditions representing ambient and personal factors. The model was validated by 16 test cases taken from experiments in literature. Moreover three test cases were created in Theseus-FE to consider an asymmetrical heat load from Sun rays inside a car cabin. Prediction of the Coupled model was compared with Fiala model and experimental data. The Coupled model predicted mean skin temperature for moderate activities in neutral and warm environment well. In cold environment a predicted core temperature was very affected by ambient temperature and during high activity exercises, the predicted mean skin temperature was too high.

The thesis deals with car cabin environment and thermal comfort inside. A car cabin heat load model was developed in Dymola/Modelica to investigate influence of ambient environmental parameters. The model was validated on the data set of eight test cases measured in a climatic chamber and in a real traffic. The main objective of the thesis was to develop a human thermal comfort model suitable for non-homogenous environments and for a car cabin environment especially. The Coupled model of human physiology and thermal comfort was developed in Dymola/Modelica. The model allows predicting an overall human thermal comfort from local boundary conditions representing ambient and personal factors. The model was validated by 16 test cases taken from experiments in literature. Moreover three test cases were created in Theseus-FE to consider an asymmetrical heat load from Sun rays inside a car cabin. Prediction of the Coupled model was compared with Fiala model and experimental data. The Coupled model predicted mean skin temperature for moderate activities in neutral and warm environment well. In cold environment a predicted core temperature was very affected by ambient temperature and during high activity exercises, the predicted mean skin temperature was too high.

The purpose of this thesis work is to improve the perceived climate comfort in larger truck cabins since the European commission’s new stronger carbon dioxide standards have introduced an update to the EU 96/53 directive. This directive increases the dimensions and weights of heavy truck motor vehicles, extending the driver’s cabin length by 500 mm in order to increment the truck’s energy efficiency and aerodynamics. This update was seen also as an enabler to improve the truck driver’s performance, comfort and preference towards Scania. Since the cabin of the truck is to be considered the place where the driver spends the most of its time, ensuring the driver’s comfort when resting inside means to ensure the accomplishment of their labor safely. One system used to provide comfort in the cabin when resting is the climate control unit. This unit creates an inner climate controlled environment by providing warm or cool air through an installed Heating Ventilation and Air Conditioning (HVAC) system. In order to introduce a new auxiliary unit, the design thinking methodology was chosen. This allowed to ground the proposed concepts on the actual needs of the final users. Based on their input, the aforementioned concepts were analyzed and downsized in order to prototype and test the selected ones. The final concepts of a 500 mm larger cabin were tested in a climate chamber under warm and cold conditions: 37°C and -15°C respectively. Then, these concepts were compared against the short cabin (current cabin) and the 500 mm larger cabin without any mounted prototype. During each test, a thermal manikin was placed in the cabin’s bed in order to obtain not only temperature readings, but also the estimated comfort that the user would sense under these circumstances. As it could be expected, the 500 mm larger cabin without any added concept presented a temperature degradation of the current HVAC system compared to the short cabin. The areas of temperature concentration (warm or cold) were identified, being the rear wall of the cabin the most affected. The implementation of the concepts compared to the larger cabin gave positive results, reducing the time to reach the set temperature in the HVAC system controls in both warm and cold environments. The analysis of the results lead to the conclusion that the enlargement of a truck creates a need to maintain or improve the behavior of its HVAC system. The implementation of an auxiliary unit to the main system in the rear of the cabin showed not only temperature enhancements, but also a thermal comfort improvement for the user, allowing it to rest and therefore, to fulfill its tasks with the best mental and physical conditions. / Syftet med det här examensarbetet är att förbättra den upplevda klimatkomforten i större lastbilshytter sedan EU-kommissionens nya hårdare koldioxidstandarder har medfört en uppdatering av EU-direktivet 96/53. Detta direktiv ökar dimensionerna och vikterna för tunga lastbilar och förlänger förarhyttens längd med 500 mm för att öka lastbilens energieffektivitet och aerodynamik. Denna uppdatering sågs också som en möjlighet att förbättra lastbilschaufförens prestation, komfort och inställning till Scania. Eftersom lastbilshytten är den plats där föraren tillbringar den största delen av sin tid, är det viktigt att säkerställa förarens komfort när han eller hon vilar i hytten för att kunna utföra sitt arbete på ett säkert sätt. Ett system som används för att ge föraren komfort när han eller hon vilar i hytten är klimatenhet. Denna enhet skapar en inre klimatkontrollerad miljö genom att tillföra varm eller kall luft via ett installerat HVAC-system (Heating Ventilation and Air Conditioning). För att introducera ett nytt hjälpenhet valdes metodiken design thinking. Detta gjorde det möjligt för de föreslagna koncepten att baseras på de faktiska behoven hos de slutliga användarna. Baserat på deras input, gjordes analyser av de tidigare nämnda koncepten för att sedan välja ut, prototypa och testa de utvalda. De slutliga koncepten med en 500 mm större hytt testades i en klimatkammare under varma och kalla förhållanden: 37°C respektive -15°C. Därefter jämfördes dessa koncept med den korta hytten (nuvarande hytt) och den 500 mm större hytten utan någon monterad prototyp. Under varje test placerades en klimatdocka i hyttens säng för att inte bara få temperaturavläsningar, utan också den uppskattade komfort som användaren skulle känna under dessa omständigheter. Som väntat uppvisade den 500 mm större hytten utan något extra koncept en temperaturförsämring av det nuvarande HVAC-systemet jämfört med den korta hytten. Områdena med varm eller kall temperatur identifierades och kabinens bakre vägg var den som påverkades mest. Implementeringen av koncepten jämfört med den större hytten gav positiva resultat, vilket minskade tiden för att nå den inställda temperaturen för HVAC-systemet i både varma och kalla miljöer. Analysen av resultaten ledde till slutsatsen att förstoringen av en lastbil skapar ett behov av att bibehålla eller förbättra beteendet hos dess HVAC-system. Implementeringen av en hjälpenhet till huvudsystemet i den bakre delen av hytten visade inte bara temperaturförbättringar, men också en förbättring av klimatkomforten för användaren, vilket gör att föraren den kan vila och därmed utföra sina uppgifter med de bästa mentala och fysiska förutsättningarna.

Texts such as Harriet Beecher Stowe’s Uncle Tom’s Cabin, Harriet Jacobs’ Incidents in the Life of a Slave Girl, and Nella Larsen’s Quicksand each present a different understanding and perspective of relationships based on their time periods and social statures. The type of relationship Stowe focuses on in her novel is that of friendship. Friends, defined as people with whom have a bond of mutual affection, and friendships, the state of mutual trust and support (Merriam-Webster), anchor the relationships that Eva and Eliza create with members on the plantation. These female protagonists turn to friendship as a way to live each day more normally – that is, to somehow alleviate the brutal cruelty of living through slavery. Despite varying odds, trials, and tribulations, seeking friendships that had preservative and supportive qualities allowed the female protagonists in Stowe’s novel to survive their own lives. The friendships Eva and Eliza formed discredit what many paternalist pro-slavery authors used as evidence to justify the institution of slavery. In the paternalist proslavery mindset, slave-owner and slave friendships revealed the benefits of slavery – that the two groups would be happier together rather than apart. Stowe discredits this mentality by relating to her 19th century reader’s emotions, representative of the sentimental genre in which she writes. However, in writing about slavery from a white woman’s perspective, Stowe isn’t fully exempt from the paternalist genre. As I will examine later, many of her statements about slavery and the friendships she narrates embody implicitly racist stereotypes and caricatures that complicate the abolitionist approach to her novel. In this way, she falls under the category of paternalist abolitionism, rather than paternalist proslavery. Stowe also highlights the fleeting nature of these friendships. Many, if not all, of the friendships Eva and Eliza form are not able to last, which is one way Stowe argues against the institution of slavery. Following Stowe, my discussion of Jacobs will introduce a slave’s perspective to female relationships in slavery. The relationships in Jacobs’ narrative are centered on family, and the power of relying on one’s own blood or close-knit community to survive slavery. Writing also within the sentimental mode, Jacobs focuses on her reader’s emotions in order to propel her anti-slavery argument. The female relationships Jacobs details are grounded in literal and metaphorical motherhood. She highlights these relationships as an emotional and familial, particularly motherly, survival method. Jacobs’ text showcases the importance of family, rather the relationships or friendships formed with strangers– thereby differentiating her argument from Stowe’s. Nella Larsen’s Quicksand draws on the emotional and social difficulties one biracial woman faced in a world affected by the legacy of slavery and World War I. As a biracial woman, Helga develops relationships with men and women she hopes will support her progressive way of thinking and sense of selfhood. Helga’s relationships are more aptly defined as partnerships – given that “partners” may involve sexual, non-sexual, and business-like dynamics between two people. Helga must find authentic, or non-hypocritical, people to assist in her journey for selfhood and kin. But similarly to the relationships in Stowe and Jacobs, the friendships Helga creates often fail her. The question of why they fail in Quicksand connects directly to the question the novel itself is asking: is the search for selfhood more important than the search for kin? The argument all three works make with these failures represents a call to action – not just for the time period in which their novels were written, but also for future American communities. The continuing consequences of racial and gender discrimination exposed by Stowe, Jacobs, and Larsen show us that real social change must come from people – from the relationships we form.

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As pessoas estão cada vez mais viajando de avião e, muitas vezes, em viagens longas. A qualidade do ar torna-se uma questão crucial. Uma forma de melhorar a qualidade do ar e as condições de conforto térmico dentro de uma cabine de aeronave está na utilização de novos sistemas de ventilação personalizada. O objetivo do presente trabalho consiste na análise experimental da influência de um sistema de ventilação personalizada (PV) na concentração, dispersão e remoção de partículas expiratórias em cabine de aeronave com sistema por mistura (MV) e por deslocamento (DV). Os ensaios foram realizados em um mock-up de cabine de aeronave comercial de 12 assentos, com 4 assentos por fileira. O ar foi insuflado na cabine a 18°C pelo sistema MV ou DV, correspondendo a uma leve sensação de frio, e a 24°C pelo sistema personalizado (PV), com vazão de 3,0 l/s, operando no assento próximo à fuselagem e ao corredor, alternadamente. As partículas simulando uma pessoa espirrando foram injetadas em dois pontos no fundo da cabine, respectivamente, no assento próximo à fuselagem e naquele junto do corredor, a 1,10m do piso, que corresponde à região de respiração. Foram medidas velocidades e temperaturas do ar e de partículas ao longo de toda a cabine. Os resultados mostraram que no sistema MV o sistema PV somente influenciou o escoamento do ar e a concentração de partículas no assento onde o sistema PV estava operando, com uma eficiência na remoção de partículas de até 30%. No sistema DV, por sua vez, o sistema PV apresentou eficiência de remoção de até 49% nos assentos em que estava operando. Contudo, o sistema PV pode aumentar em até 32% a concentração de partículas no assento próximo da janela quando o sistema PV estava operando no assento próximo do corredor, no sistema DV. Finalmente, os resultados mostraram resultados mais promissores do sistema PV no sistema MV, com melhoria significativa na remoção de partículas nos assentos onde está operando, sem influenciar negativamente no assento ao lado. / People are increasingly traveling by plane and often on long journeys. Air quality becomes a crucial issue. One way to improve air quality and thermal comfort conditions within an aircraft cabin is to use new personalized ventilation systems. The objective of the present work is the experimental analysis of the influence of a personalized ventilation system (PV) on the concentration, dispersion and removal of expiratory particles in aircraft cabin with mixed system (MV) and displacement (DV). The tests were performed in a 12 seat commercial aircraft cabin mock-up, with 4 seats per row. The air was inflated in the cabin at 18 ° C by the MV or DV system, corresponding to a slight cold sensation, and at 24 ° C by the custom system (PV), with a flow rate of 3.0 l / s, operating in the nearby seat the fuselage and the aisle, alternately. Particles simulating a person sneezing were injected at two points in the bottom of the cockpit, respectively, in the seat near the fuselage and next to the corridor, 1.10m from the floor, which corresponds to the breathing region. Air and particle velocities and temperatures were measured throughout the cabin. The results showed that in the MV system the PV system only influenced the air flow and the concentration of particles in the seat where the PV system was operating, with a particle removal efficiency of up to 30%. The DV system together with PV system showed removal efficiency of up to 49% in the seats in which it was operating. However, the PV system can increase particle concentration in the near-window seat by up to 32% when the PV system was operating on the seat next to the aisle in the DV system. Finally, the results showed more promising results of the PV system in the MV system, with significant improvement in particle removal in the seats where it is operating, without negatively influencing the next seat.

<p>The great cabin of the warship Vasa was adorned as a palace like room rather than aships cabin, containing over seventy wooden sculptures. The herm pilasters andconsole heads possibly held symbolic meaning, as did the exterior sculptures of theship. Why was so much money spent on the cabin? Who was its intended audience?How was the great cabin decorated and why? A study of the archaeological remainswithin their wider maritime and decorative historical context, can give the reasons for the designing and building of this highly decorative and expensive cabin.</p>

The great cabin of the warship Vasa was adorned as a palace like room rather than aships cabin, containing over seventy wooden sculptures. The herm pilasters andconsole heads possibly held symbolic meaning, as did the exterior sculptures of theship. Why was so much money spent on the cabin? Who was its intended audience?How was the great cabin decorated and why? A study of the archaeological remainswithin their wider maritime and decorative historical context, can give the reasons for the designing and building of this highly decorative and expensive cabin.