EVALUATION OF CABIN CARBON DIOXIDE CONCENTRATION ON

MEDIUM PASSENGER VEHICLE

An ME Project Manuscript
Presented to the Faculty of the
Department of Mechanical Engineering
College of Engineering and Technology
Visayas State University
Visca, Baybay City, Leyte

In Partial Fulfillment
of the Requirements for the Degree of
BACHELOR OF SCIENCE IN MECHANICAL ENGINEERING

LYNCH MARK J. CUTARA

DECEMBER 2023
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 ACKNOWLEDGMENT

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 TABLE OF CONTENTS

Approval Sheet ii
Transmittal iii
Acknowledgment iv
Table of Contents v
List of Tables vi
List of Figures vii
List of Appendices viii
Abstract ix

INTRODUCTION 1
Nature and Importance of the Study 1
Objectives of the Study Error! Bookmark not defined.
Scope and Limitations of the Study 4
Time and Place of the Study 6

REVIEW OF LITERATURE 7
[You may add additional subheadings using Heading 2 Style] Error! Bookmark
not defined.
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not defined.

THEORETICAL AND CONCEPTUAL FRAMEWORK 15

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not defined.
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METHODOLOGY 23
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not defined.

RESULTS AND DISCUSSION 27

[You may add additional subheadings using Heading 2 Style] 27
[You may add additional subheadings using Heading 2 Style] 27

SUMMARY, IMPLICATIONS, AND RECOMMENDATIONS 28

[You may add additional subheadings using Heading 2 Style] 28
[You may add additional subheadings using Heading 2 Style] 28

LITERATURE CITED 29

v
APPENDICES 30

vi
 LIST OF TABLES

TABLE TITLE PAGE

Table 1. Sample table caption 27

vii
 LIST OF FIGURES

FIGURE TITLE PAGE

Figure 1. Sample figure 27

viii
 LIST OF APPENDICES

APPENDIX TITLE PAGE

Appendix A. Sample appended document 31

 ABSTRACT

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x
 CHAPTER I

INTRODUCTION

Nature and Importance of the Study

In recent years, with the growing concern for environmental sustainability and the

impact of vehicular emissions on air quality, researchers and automotive manufacturers

have turned their attention to the internal environment of light vehicles. One crucial aspect

of this investigation is the evaluation of cabin carbon dioxide (CO2) concentration, as it

directly influences the well-being of vehicle occupants and contributes to the overall

environmental footprint of the transportation sector.

High carbon dioxide concentrations in enclosed spaces, such as vehicle cabins, can

result in adverse health effects due to poor indoor air quality. Prolonged exposure to

elevated CO2 levels may contribute to symptoms commonly associated with the "sick

building syndrome," including headaches, dizziness, fatigue, and respiratory discomfort.

Understanding the correlation between cabin CO2 concentration and potential health risks

is crucial for designing vehicles that prioritize occupant health and safety.

The concentration of carbon dioxide within the cabin of a light vehicle is influenced

by various factors, including vehicle design, ventilation systems, driving conditions, and

occupant behavior. Understanding and assessing these factors are imperative not only for

the health and comfort of passengers but also for designing efficient ventilation systems

that minimize the carbon footprint associated with vehicle operation.

 2

This comprehensive evaluation aims to delve into the intricate dynamics of cabin

CO2 concentration in light vehicles, shedding light on the factors influencing its levels and

their potential implications. By examining the existing literature, analyzing empirical data,

and considering advancements in vehicle technologies, this study seeks to provide a

nuanced understanding of the relationship between cabin CO2 concentration and various

contributing factors.

Moreover, the research aims to identify potential mitigation strategies and

technological innovations that can enhance the overall air quality within vehicle cabins. As

the automotive industry progresses towards greener and more sustainable practices, this

evaluation becomes pivotal in aligning vehicle design and operation with the global agenda

for reducing greenhouse gas emissions and improving air quality.

Ultimately, the findings of this evaluation not only contribute to the scientific

understanding of cabin CO2 concentration in light vehicles but also offer valuable insights

for policymakers, automotive engineers, and manufacturers working towards creating a

more sustainable and health-conscious transportation ecosystem.

Statement of the Problem

The evaluation of cabin carbon dioxide (CO2) concentration in vehicle cars faces

key challenges. Existing research lacks standardized methodologies, leading to

inconsistencies in measurement and interpretation. The impact of air conditioning settings

on CO2 levels remains poorly understood, along with potential health risks during diverse

driving conditions. Additionally, a lack of unified thresholds hinders guideline

 3

development. This study seeks to address these gaps, advancing understanding and

contributing to improve in-cabin air quality in vehicle cars.

Significance of the Study

The evaluation of cabin carbon dioxide concentration in vehicles is of paramount

significance as it directly impacts occupant health, environmental sustainability, and

automotive technology. Understanding the factors influencing CO2 levels, including air

conditioning settings and driving conditions, provides crucial insights for improving in-

cabin air quality and ensuring occupant comfort and safety. Moreover, the study

contributes to broader environmental goals by guiding the development of more energy-

efficient vehicles, reducing overall carbon footprint. The findings also have implications

for policy development, offering a basis for regulations aimed at enhancing in-cabin air

quality standards. Ultimately, this research aligns with global initiatives to advance vehicle

technology and create a healthier, more sustainable driving environment.

Objectives of the Study

The main objective of this study is to conduct an evaluation of cabin carbon dioxide

(CO2) concentration in medium passenger cars, with a focus on understanding the factors

influencing CO2 levels and assessing the potential implications for occupant health and

overall driving experience.

The study aimed to achieve the following;

 4

1. Determine the effect of number of passengers on the cabin carbon dioxide

concentration.

2. To investigate the impact of air conditioning (AC) settings on cabin carbon

dioxide (CO2) concentration in medium passenger cars during a predefined

route.

2.1 Recirculation Mode

2.2 Fresh Air Intake

2.3 Drivers Normal Behavior

3. Correlation of cabin temperature and carbon dioxide concentration.

Scope and Limitation of the Study

The study mainly aims to design and fabricate a prototype thermal desalination

system and test its functionality and water quality output.

Scope

The study will specifically target medium-sized passenger cars of a designated

make and model, ensuring a consistent baseline for vehicle characteristics and cabin

features. It aims to explore the impact of air conditioning settings—namely, recirculation,

fresh air intake, and normal behavior—on cabin carbon dioxide (CO2) concentration

during a predetermined route. To gather data, Multifunctional Air Quality Tester

 5

equipment will be utilized within the vehicle, facilitating real-time measurements of CO2

concentrations and relevant environmental parameters. Additionally, the study will

consider variations in drivers’ behavior, such as window usage and passenger load, in order

to assess their potential influence on cabin CO2 levels. This integrated approach ensures a

focused examination of the interplay between car models, air conditioning settings, driving

conditions, and occupant behavior in relation to cabin CO2 concentration.

Limitation

The generalizability of the study findings is constrained by several factors.

Primarily, the results may be specific to the chosen car model and route, limiting their

applicability to other vehicle types or driving conditions. Furthermore, the study does not

consider potential variations in climate conditions, which may affect the generalizability

of results to regions with significantly different temperatures or humidity levels. The

evaluation will be also limited to a predefined route, considering typical driving conditions,

including traffic density, stop-and-go scenarios, and speed variations. The research focuses

on key air conditioning (AC) settings, namely recirculation, fresh air, and normal behavior,

neglecting other HVAC parameters or advanced climate control features that some vehicles

may possess. Additionally, the assumption that the selected vehicles are well-maintained

and relatively new may impact the general applicability of the findings, as older vehicles

with potential air leakage issues may not be adequately represented. Moreover, the

occupants must stay in the vehicle throughout the travel without physical activity when

utilizing recirculated and fresh air. Lastly, confining the study to a specific route raises
 6

concerns about the comprehensive coverage of driving patterns and environmental

conditions, as variations on different routes may not be fully accounted for in the analysis.

Time and Place of the Study

The route of this study will take place from Baybay City to Ormoc City Vise-Versa.

The chosen location will provide a realistic setting for evaluating the impact of air

conditioning settings on cabin CO2 levels in medium passenger cars, considering factors

such as traffic density, stop-and-go scenarios, and speed variations commonly encountered

in urban driving conditions. The study will be conducted over a span of 4 weeks starting

from January 13 to February 3, 2024, allowing for a comprehensive assessment of cabin

carbon dioxide (CO2) concentration under various air conditioning settings during the

predetermined route. The duration will account for potential variations in seasonal

conditions and driving patterns.

 CHAPTER II

REVIEW OF LITERATURE

Car Classification in terms of Weight

The Land Transportation Office classifies vehicles sizes for the purpose of

registration. Its classifications are passenger cars, utility vehicles, SUVs, motorcycles,

trucks and buses, and trailers (“Just How Exactly Are Cars Classified? And Why Is

Classification Important?” 2019).

Each Classification is also further divided into subsets according to gross vehicle

weight.

Passenger Cars Gross Weight

Light Cars up to 1,600 kg

Medium Cars 1,601 kg – 2,300 kg

Heavy Cars 2,301 kg and above

Utility Vehicles Gross Weight

Light Utility Vehicle 2,700 kg

 8

Medium Utility Vehicle 2,701 kg - 4,300 kg

Heavy Utility Vehicle 4,501 kg and above

Table 1. Car Classification

https://www.topgear.com.ph/?fbclid=IwAR2DwGamWotJ1t-HImm8QIYChw5719UIP8teMQwXwD-
XngzOHJkBkiFrTRc

Air Conditioning effect on Engine Power

When the AC is running, the engine has to work harder to power the compressor

and condenser fan, which means it has less power to accelerate the car. This means that

acceleration might be slightly reduced when the AC is running. However, the effect is

usually not noticeable and wouldn’t greatly affect the performance of your car.

The main effect of having an air conditioner in your car is on your fuel economy.

Having an AC in your car uses up engine power, which means more fuel is being used.

This is because the compressor needs energy to run, and this energy is taken from the

engine. The result is that fuel usage increases slightly when the AC is running, as more

power is being used.

When driving uphill, the engine already has to work harder to overcome gravity

and maintain speed. If you turn on the air conditioning, it adds to the overall load on the

engine, potentially requiring more fuel and slightly reducing the available power for

climbing hills (Asjad, 2023).

 9

Accumulation of Carbon Dioxide on Occupants

The ASHRAE Handbook (ASHRAE, 2005) provides extensive information on

carbon dioxide (CO2) concentration levels and their impact on humans in various settings

such as homes, aircraft, and spacecraft cabins. In the automotive sector, limited public

information is available, primarily due to the development of alternative refrigerant air

conditioning systems utilizing CO2 as the working fluid. Physiological effects and average

respiration rates for adults are outlined in Table 1 and Table 2, respectively, drawing from

sources like Amin et al. (2004), Pearson (2001), RACE (1997), and Arndt (2007). Normal

CO2 concentration in human breathing is 3%, reaching a maximum of 7% in extreme cases.

During winter and summer seasons, when the HVAC system operates in Outside Air

(OSA) and recirculation modes, CO2 can accumulate within the cabin, negatively

impacting occupants' health. ASHRAE (2005) has established guidelines to address this

issue. Studies by Boulawz & Clodic (2007) and Park (2009) simulated refrigerant (CO2)

leakage into the cabin, highlighting scenarios with elevated CO2 concentrations. Galatsis

et al. (2000) monitored cabin air quality, reporting carbon monoxide levels up to 30 ppm.

Tsutsumi et al. (2007) investigated the influence of air velocity and humidity on thermal

and comfort sensation. SAE (2007) is developing a standard (J2772) for measuring

refrigerant concentration in passenger compartments under leakage conditions, with

simulated results indicating concentrations reaching approximately 2-8% (20,000 to

80,000 ppm).

% Vol of CO2 in Air Effect on an Average Adult

 10

<0.07% or <700 ppm Normal air

0.1% or 1000 ppm Comfort limit

0.2% or 2000 ppm Increase in the breathing rate

2% or 20000 ppm 50% increase in breathing rate

3% or 30000 ppm 100% increase in breathing rate, 10 minutes short

term exposure limit (PEL)

5% or 50000 ppm 300% increase in breathing rate; headache and

sweating may begin in 1 hour. Note this is
tolerated by most persons, but is physical
burdening.

8% or 80000 ppm STEL

8~10% or 80~100K ppm Headache after 10 to 15 minutes, dizziness,

buzzing in ears, rise in blood pressure, high pulse
rate, excitation and nausea.

10~18% or 10~18K ppm Cramps after a few minutes, epileptic fits, loss on
consciousness, a sharp drop in the blood pressure.
Note the victims will recover very quickly in
fresh air.

18~20% or 18~20K ppm Symptoms similar those of stroke.

30% or 300000 ppm Unconsciousness in 24 second.

Table 1. Physiological Effects of Carbon Dioxide

https://www.researchgate.net/publication/299641776_Experimental_Investigation_to_Determine_Influence
_of_Build-up_of_Cabin_Carbon_Dioxide_Concentrations_for_Occupants_Fatigue

Activity Level Breathing Volume Flow Rate

Liters/min Liters/hour

Resting 6 360

Walking 15 900
 11

Riding a bicycle slowly 15 900

Walking fast 30 1800

Going up-stairs 30~40 1800~2400

Riding a bicycle at high speed 60~100 3600~6000

Running/Racing 60~100 3600~6000

Table 2. Respiration Rate for Adults as a function of Activity

https://www.researchgate.net/publication/299641776_Experimental_Investigation_to_Determine_Influence
_of_Build-up_of_Cabin_Carbon_Dioxide_Concentrations_for_Occupants_Fatigue

Carbon Dioxide Build up in Vehicles

This study employs simulations to investigate the impact of varied vehicle climate

ventilation strategies, specifically air recirculation (REC) degree, on cabin air quality and

climate system power. The focus is on the REC's influence on particles and CO2 levels, as

well as the energy required to maintain cabin air temperature, using a specific vehicle

(Volvo XC90 model-year 2018) and simulation conditions. Findings indicate that

increasing REC to constant levels consistently reduces particles across different climates.

Notably, a 70% REC application reduces PM2.5 concentration by 55%. However, at 70%

REC in cold climates with increased passengers, CO2 concentration rises considerably,

emphasizing the need for guidelines. Dynamic feedback control on REC in warm climates

is explored for maintaining CO2 levels below 1000 ppm, demonstrating reduced particles

and climate power. Future studies could integrate this strategy with sensors for improved

energy efficiency and air quality, as seen in building HVAC applications (Che et al. 2019).
 12

Drivers Behavior

Thailand, situated in a tropical region, experiences high temperatures (>25 °C) for

most of the year, leading commuters to rely on vehicle air conditioning (A/C) throughout.

However, A/C usage contributes to increased fuel consumption, necessitating judicious

use, especially as higher outside temperatures require the compressor to work harder to

maintain the desired interior temperature. To mitigate fuel consumption, operating the

HVAC air in Recirculation (REC) mode is recommended over Outside Air (OSA) mode

or partial REC mode. REC mode, commonly used, not only reduces fuel consumption but

also prevents undesired odors, dust, and particulate matter (PM) from entering the vehicle.

Studies have linked CO2 buildup to controlling PM ingestion, with REC mode consistently

showing the lowest PM concentrations. Despite variations based on factors like vehicle

age, route, and occupancy, keeping windows closed during commuting in Bangkok is

common to prevent outside dust and odor. The concentration of PM2.5, a submicron

particle, is reported to be high in metropolitan Bangkok. While submicron particles can be

removed with carefully designed filters, such measures are not yet widely implemented.

Commuters in Bangkok typically keep HVAC systems in REC mode to minimize outside

pollutants. Although fresh air can enter during door opening, windows are rarely opened

during commutes, limiting air exchange. Understanding the transient behavior of CO2

concentration when the vehicle is parked and the HVAC system is turned off is also of

interest (“In-Vehicle Carbon Dioxide Concentration in Commuting Cars in Bangkok,

Thailand,” 2017).
 13

Carbon Dioxide Concentration on Car Journey

In the road trip experiment, two distinct car journeys were undertaken to assess the

rapid buildup and dispersion of carbon dioxide (CO2) levels within enclosed spaces. The

first journey, involving two individuals traveling to a supermarket, saw CO2 concentration

in the car cabin rise to approximately 1400 ppm due to exhaled breath within just forty-

five minutes. Leaving the datalogger in the car overnight with closed windows revealed a

gradual dispersal of CO2, taking until around 9 am the next day to return to ambient levels.

The second journey, with four occupants traveling non-stop from Wales to Scotland,

demonstrated an even faster increase in CO2 levels, reaching 2000 ppm in about twenty

minutes. Symptoms associated with elevated CO2, such as loss of concentration and

headaches, prompted the opening of windows to introduce fresh air, reducing CO2 to

acceptable levels within an hour. Datalogger measurements exceeded the World Health

Organization guideline of keeping CO2 levels below 1000 ppm. The datalogger, designed

and built by GSS, utilized low-power CozIR®-A sensors, showcasing GSS's LED

technology for efficient battery-powered CO2 monitoring over extended periods.

Dr. David Moodie highlighted the potential applications of such technology,

including handheld breath monitors and wireless air quality monitors for IoT applications.

The study emphasized the significance of monitoring CO2 levels in enclosed spaces,

especially those with multiple occupants, and its implications for health and well-being

during extended journeys. The discussion also referenced the alarming statistics on drowsy

driving, underlining the relevance of CO2 monitoring in vehicles for ensuring safe driving

conditions. Additionally, the text touched upon the technical aspects of CO2 sensors,
 14

comparing GSS's approach with competitor sensors, and highlighted the potential for

battery-powered sensors to revolutionize various monitoring applications (International

Environmental Technology, 2018).

 15

CHAPTER III

THEORETICAL AND CONCEPTUAL FRAMEWORK

Interior Flow Patterns

The MAC system when operated on outside air, allows air entry from the cowl inlet

area, at the base of the windshield, to the system blower. When operating in the

recirculation mode the air door closes the outside air opening and airflow from the cabin

enters the blower from an opening behind the instrument panel shown in the figure _ below.

Figure _. Illustration of flow in a typical vehicle

Cabin positive pressure only occurs when all vehicle windows are closed and the

blower is operating at a speed to deliver sufficient airflow. Unless sufficient airflow from

the MAC system blower produces a positive cabin pressure the cabin pressure will be in a
 16

negative state. Should the driver’s window be opened (1 or 2 inches) the cabin pressure

will become negative show in figure _ and _ below.

Figure _. MVAC Operation 100% OSA (Outside Air)

Figure _. MVAC Operation 100% Rec and OSA air bleed

 17

The pressure relief valve assembly has a self-closing flexible valve flap feature. It

seals the opening to prevent inflow of outside air entry unless the cabin pressure is in a

positive state with respect to its exterior pressure to open the flap and allow cabin air to

exit. Current vehicle designs have reduced body leakage rates making the control of cabin

airflow exchange important.

Air Quality Standards

Currently ASHRAE ANSI/ASHRAE Standard 62.1-2004 specifies the safe levels

of carbon dioxide in conditioned space for humans. This covers many types of buildings

and uses requiring air exchanges and carbon dioxide concentrations. ASHRAE has also

established a requirement of 15 CFM per person for ventilation of vehicles. This is similar

to their 10 CFM per person requirement for commercial aircraft. This amount of air

exchange is far in excess of the minimum 4 exchanges for vehicles and 6-8 air exchanges

per hour for family living rooms recommended by Engineering Tool Box on Air exchange

rates.

ASHRAE standard 62 (ASHRAE, 1999) specifies the safe levels of carbon dioxide

in conditioned space for humans. The CO2 concentration limit per ASHRAE is 700 ppm

(on a continuous basis) over the ambient conditions on a continuous basis. The current

average (as of Oct 2016,) ambient CO2 concentration is approx. 402 ppm. Hence, if the

CO2 concentration exceeds approximately 1100 ppm inside of a home or in a vehicle cabin,

then outside air should be Downloaded from SAE International by Gursaran Mathur,

Sunday, March 26, 2017 introduced into the home or vehicle cabin to reduce the CO2

concentration. If indoor carbon dioxide levels are more than 1100 ppm, there is probably
 18

inadequate ventilation; and complaints such as headaches, fatigue, and eye and throat

irritation may be prevalent. MACS operating in 100% rec mode can exceed this ppm level.

Concentration Level Effect

250-350 ppm Normal background concentration in outdoor ambient air

350-1000 ppm Concentrations typical of occupied indoor spaces with good air

exchange

1000-2000 ppm Complaints of drowsiness and poor air

2000-5000 ppm Headaches, sleepiness and stagnant, stale, stuffy air. Poor

concentration, loss of attention, increased heart rate and slight

nausea may also be present.

5000 ppm Workplace exposure limit (as 8-hour TWA) in most

jurisdictions.

Table _. Design Guidelines for CO2 concentration room levels

Carbon Dioxide Concentration Model

The control volume–mass conservation equation for CO2 in the vehicle cabin has

been dealt with in a number of studies (Jung, 2013; Liu and Frey, 2011). Accordingly, the

time rate of change of mass of CO2 in the vehicle cabin can be written as:

𝑑(𝑉𝑐 )
= 𝑛𝑠 + 𝑄𝑐𝑜 − 𝑄𝑐
𝑑𝑡
 19

where 𝑉 = 𝑉𝑐𝑎𝑏𝑖𝑛 − 𝑛𝑣𝐵 , is the air volume in the cabin, 𝑉𝑐𝑎𝑏𝑖𝑛 is the unoccupied cabin

volume, n is the number of occupants, s is the CO2 generation per person per unit time, vB

is the average volume of the human body (assumed to be 0.06 m3 ), Q is the air flow rate

from the outside, co is the CO2 concentration in ambient air, c is the instantaneous CO2

concentration in the cabin, and t is the time

The above treatment assumes that the cabin air is well mixed. The air volume is

taken as the volume available after adjusting for the occupant volume. For a compact car

with full capacity, this adjustment can be as high as 10%. The human generation of CO2

depends on the activity level of the person and the gender and perhaps to some extent on

the age. It could vary slightly from driver operating vehicle to the sedentary passengers.

Some studies estimated s to be 8.87 mg/sec/per person (Moriwaki and Kanda, 2004),

whereas Gładyszewska-Fiedoruk (2011a, 2011b) used the value of 9.72 mg/sec/per person.

𝑉
𝜏=
𝑄

is the natural timescale (inverse of the air exchange rate), which represents the time

it takes to replenish volume V at air flow rate of Q, and

𝑉
𝜏𝑠 =
𝑄

is the number of persons and time combination that brings the CO2 concentration of

volume of V to atmospheric level by exhalation. The units of τs is personseconds. Barring

the adjustments to the interior volume due to that occupied by the persons, it would indicate
 20

one person would take twice the time than two-person occupation. For constant air flow

rate Q, eq 1 yields a closed-form solution.

𝑛𝜏 −𝑡 −𝑡
𝑐 ∗ = (1 + ) (1 + 𝑒 ⁄𝜏 ) + 𝑐𝑖𝑛𝑖
∗
𝑒 ⁄𝜏
𝜏𝑠

∗
where 𝑐 ∗ = 𝑐⁄𝑐𝑜 instantaneous dimension-less CO2 concentration and 𝑐𝑖𝑛𝑖 = 𝑐𝑖𝑛𝑖 ⁄𝑐𝑜 is

the initial dimension-less CO2 concentration, 𝑡⁄𝜏 is the dimension-less time. The

dimension-less quantity 𝑛𝑡⁄𝜏𝑠 can also be interpreted as a relative measure of the strength

of the CO2 generation due to human exhalation to the removal of CO2 by the outside fresh

air. It is also important to note that nτ=τs is independent of the cabin air volume. The above

formulation also eliminates the need for the knowledge of the vehicle interior volume V

and the human CO2 generation rates, individually, and that the value of τs can be used in

eq 4.
 21

Conceptual Framework

Selection of Route

Specification of a Car

Monitoring of Parameters

Statistical Analysis of

Results

Interpretation of Result from

Parameters

Process of Conceptual Framework

Figure below shows the set of ideas and concepts that are used to guide this study.

It provides a structure for understanding the relationship between different variables and

helps to organize and interpret data. It outlines the process and framework of this study.
 22

SUV

Carbon Dioxide Concentration

a.) AC Setting

b.) No. of Occupants

c.) Temperature

Recirculation Mode No. of Occupants is Correlation between

Fresh Air Intake equally designated temperature and

Drivers Behavior in each AC Settings carbon dioxide

concentration in

terms of the AC

settings and No. of

occupants

Pearson’s Correlation

EVALUATION OF CABIN CARBON DIOXIDE CONCENTRATION ON

MEDIUM PASSENGER VEHICLE

 CHAPTER IV

METHODOLOGY

Route Selection

Among the routes in Leyte, the Baybay City to Ormoc City route, was selected.

This particular route was chosen because of the flat terrain having a minimal change in

elevation. It also allows smoother and lesser effect on the vehicles performance while

utilizing the air conditioning unit.

Selection of vehicle and instrument

This study involves a systematic approach to ensure the accuracy and reliability of

measurements. The focus is on medium-sized passenger cars, chosen based on well-defined

inclusion criteria that emphasize the vehicles being well-maintained and relatively new.

Instrumentation entails the use of a JD-3002 Multifunctional Air Quality Tester capable of

measuring CO2, TVOC, temperature, and humidity in real-time. The instrument CO2

measuring range is from 330 ppm to 2000 ppm. Calibration of the instrument is performed

prior to the study, and its placement within the vehicle cabin is located in the front of the

vehicle. The data collection process includes baseline measurements in a controlled

environment, randomization of ACU settings during the study, and the design of a

predefined driving route that encompasses straight roads and uphill climbs. Quality control

measures, such as regular instrument checks and data validation, are implemented to ensure

the validity of the study.

 24

Monitoring of Parameters

Tests were conducted by driving the test car from Baybay City to Ormoc City Vise-

Versa. The evaluation will be limited to a predefined urban route, considering typical

driving conditions, including traffic density, stop-and-go scenarios, and speed variations.

During the tests, the test vehicle was driven at the predefine route and cabin carbon dioxide

concentration (ppm) and temperature was monitored on a real time basis. The data

collection will have a time interval of 10 minutes. Carbon dioxide concentration and

temperature will be determined throughout the evaluation and to its different parameters.

AC Settings

There will be three (3) AC Settings that will be utilized; Recirculation mode, Fresh

Air Intake (OSA), and Drivers Behavior. In changing AC Setting the doors and windows

of the vehicle were opened. This was done to help in bringing the cabin concentration level

of carbon dioxide to ambient conditions. Once the cabin carbon dioxide concentration

levels were back to the ambient levels, the windows and doors were closed and the blower

unit’s mode door was switched back to next AC Setting.

No. of occupants

The passengers (subjects) will be sitting inside the cabin without physical activity.

The no. of occupants will be determined by having the maximum, median and the

minimum of the total no. of it. When another no. of occupants will sit in the vehicle. The

data collection will be restarted and the vehicle was again driven on the same route. The
 25

same route for testing was used to reduce the variations in the traffic pattern for each test.

The above procedure was also used for remaining no. of occupants and AC Setting.

Correlation between CO2 concentration and Temperature

A data of CO2 concentration and temperature will be gathered from the different

AC Setting (Recirculation, Freh Intake (OSA) & Drivers Behavior) as well as its different

no. of occupants during the process using the JD-3002 Multifunctional Air Quality Tester.

The table below will summarize all the following data needed for the evaluation.

AC Setting (Recirculation, Fresh Intake (OSA) & Drivers Behavior)

Time interval CO2 Concentration Temperature (°C)

No. of occupants
(mins) (ppm)

max

median

minimum
 26

Statistical Analysis

The Pearson’s correlation test will be used to determine the correlation between the

temperature and the carbon dioxide concentration. Additionally, the regression line slopes

and the constants were calculated to visualize and determine the trend. Pearson correlation,

often denoted as "r," is a statistical measure that quantifies the strength and direction of a

linear relationship between two continuous variables. It assesses how well the relationship

between the variables can be described by a straight line. The Pearson correlation

coefficient ranges from -1 to 1.

Pearson's correlation coefficient, r, assumes a linear relationship between two

variables, normal distribution of the variables, consistent variability of residuals,

independence of observations, continuous nature of the variables, absence of outliers, and

no perfect collinearity. Violations of these assumptions may impact the accuracy and

reliability of the correlation estimate. Researchers should assess these conditions before

drawing conclusions from correlation analyses, considering alternative methods if

assumptions are not met.

 CHAPTER V

RESULTS AND DISCUSSION

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 CHAPTER VI

SUMMARY, IMPLICATIONS, AND RECOMMENDATIONS

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 29

LITERATURE CITED

[Insert your references here. Your references should be indented like the one below. The
references shall be single spaced within each author entry, double spaced between
entries. These should be indented five spaces but not justified. For theses in the
social sciences, write the references following the style manual of the American
Psychological Association (APA). For those in the bio-physical sciences, follow
the format of the Annals of Tropical Research. Please refer to the workbook for
the specific format.]
Alter, A. L., Epley, N., Eyre, R. N., & Oppenheimer, D. M. (2007). Overcoming
intuition: Metacognitive difficulty activates analytic reasoning. Journal of
Experimental Psychology, 136 (General), 569-576.
 30

APPENDICES
 31

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Recirculation Mode

Carbon Dioxide
Time Interval
No. of Occupants Concentration Temperature (°C)
(minutes)
(ppm)

10

20

7 30

40

50

60

70

80
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90

100

10

20

30

40

4 50

60

70

80

90

100

2 10

20
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30

40

50

60

70

80

90

100