Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234

Contents lists available at ScienceDirect

Renewable and Sustainable Energy Reviews

journal homepage: www.elsevier.com/locate/rser

An overview on adsorption cooling systems powered by waste heat

from internal combustion engine
Mohamed Hamdy a, Ahmed A. Askalany b,n, K. Harby a, Nader Kora a
a
Department of Mechanical Power Engineering and Energy, Faculty of Engineering, Minia University, Minia 61517, Egypt
b
Mechanical Engineering Department, Faculty of Industrial Education, Sohag University, Sohag 82524, Egypt

art ic l e i nf o a b s t r a c t

Article history: Chlorofluorocarbon and hydrochlorofluorocarbon refrigerants have been widely used in traditional
Received 14 February 2015 cooling systems. These refrigerants accelerate the depletion of the Earth’s ozone layer. Therefore,
Received in revised form adsorption air-conditioning technology attracted much attention recently as an alternative solution due
12 May 2015
to its advantage of environmental friendliness. This system as it powered by waste and/or solar heat can
Accepted 10 July 2015
help to reduce required energy and thermal pollution. This paper presents an overview of research
Available online 29 July 2015
which have been carried out on adsorption cooling systems powered by waste heat from automobiles.
Keywords: Many adsorption pairs have been studied. Zeolite–water as a working adsorption pair has been widely
Adsorption used in automobile adsorption cooling systems. This pair has been powered by exhaust gases from the
Cooling
engine due to its relatively high working temperature. Silica gel–water pair has been also widely used in
Waste energy
automobile adsorption cooling systems. It has been powered by waste heat from water coolant in the
ICE
engine due to its relatively low working temperature. Results show that this technology can help in
increasing overall engine efficiency and reduce thermal pollution from engines. Various modifications in
adsorption cooling systems are still required. One of the bottlenecks which prevents the improvement of
adsorption cooling technology is its relatively low performance compared to conventional vapor
mechanical compression technologies.
& 2015 Elsevier Ltd. All rights reserved.

Contents

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1223
1.1. Air conditioning (AC) of vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1224
2. Adsorption cooling systems and their evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1224
3. Adsorption AC systems in automobiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1225
3.1. Exhaust heat driven adsorption AC systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1225
3.2. Adsorption AC systems powered by coolant liquid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1228
4. Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1232
5. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1233
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1233

1. Introduction (HVAC). Due to serious problems of energy shortage and global

environment issues, utilizations of waste heat and renewable
Energy is an important entity for economic development of any energy become one of the most interesting research fields.
country. Most of this energy consumed in power conservation HVAC refrigerants in traditional cooling systems contain Chloro-
devises and electricity usage. There is a significant increase in this fluorocarbon (CFC) and hydrochlorofluorocarbon (HCFC). Such com-
energy consumption in heating, ventilation, and air conditioning ponents with high ODP (Ozone depletion potential) and GWP (global
warming potential) accelerate the depletion of the Earth’s ozone
layer. Therefore, alternative solutions to current cooling systems are
n
Corresponding author. Tel.: þ 20862134405/ þ201028721274. required. A cooling technology known adsorption cooling system
E-mail address: Ahmed_askalany3@yahoo.com (A.A. Askalany). powered by waste and/or renewable energy sources is an attractive

http://dx.doi.org/10.1016/j.rser.2015.07.056
1364-0321/& 2015 Elsevier Ltd. All rights reserved.
1224 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
solution [1]. Adsorption cooling systems powered by solar energy
have attracted much attention in recent decades due to its matching
between sun shine and the required cooling effect [2,3].
Adsorption cooling system has numerous advantages, such as
using low grade heat source temperature, employing of natural
refrigerants such as water, less moving mechanical parts, noiseless,
low maintenance and environment-friendly [4–7].
Available energy in exit stream of many energy conversion
devices goes as waste, if not recovered or utilized properly [8].
Approximately 30 to 40% of total energy supplied in internal
combustion engine (ICE) is converted to useful mechanical work.
The remaining energy is expelled directly to the environment
through engine cooling systems and exhaust gases resulting into
entropy rise and serious environmental problems [9,10]. Exhaust
gas stream from ICE carries away about 30% of the heat of the
combustion [11].
Energy equation of ICE is described as Q ¼Qe þ Qeg þQcw þQr
[10] where, Q is total heat generated from fuel combustion, Qe is
heat converted into effective work, Qeg is heat taken away by
exhaust gases, Qcw is heat taken away by cooling water, Qr is
remainder heat loss including heat taken away by lubricant. Fuel
utilization efficiency will be distinctly enhanced if these three
kinds of waste heat of ICE were efficiently recovered through a
suitable thermodynamic cycle, according to their own character-
istics [12].
1.1. Air conditioning (AC) of vehicles
AC system of vehicle consists of an engine powered by a
compressor activated by a magnetic electric clutch. AC system
imposes an extra load to the vehicle’s engine which increases
vehicle fuel rated consumption and increases emissions [13]. The
mechanical compressor for AC system in vehicles could increase
the fuel consumption by about 12–17% for subcompact for most
mid-size car passengers [14].
In the case of high-speed ignition engines, which are most
common in passenger cars, the total weight of the AC system is
expected to be 15–20 kg. Cooling load of passenger cars consists of
radiant heat input through windows, about 970 kcal/h, heat
transmitted through walls, about 330 kcal/h, heat input accom-
panied with natural air ventilation, about 2000 kcal/h, and heat
evolution from passengers, about 400 kcal/h [15]. Needs for
reduction of fuel consumption in vehicles helped the advancement
of energy management systems for vehicles and their accessory
components.
Waste heat energy, energy distribution and characteristics of a
naturally aspirated gasoline engine have been studied by combin-
ing the methods of energy and exergy analysis. It is shown that,
exhaust gas temperature obviously fluctuates with the operating
conditions. Maximum exhaust gas temperature can reach about
800 1C while minimum exhaust gas temperature is about 400 1C.
In addition, the maximum exhaust gas temperature occurs at
high-speed and high-load operating conditions. On the other
hand, cooling water temperature at outlet under mapping char-
acteristics can be reached up to 90 1C and it is being unlike the
exhaust gas temperature, cooling water temperature nearly has no
fluctuations. Contrast of temperature characteristics between
exhaust gas and cooling water determines the difference of their
energy characteristics especially exergy characteristics [16,17].
Effect of heat transfer in engines was analyzed in terms of
design parameters such as compression ratio and cut-off ratio.
Effects of heat transfer from engine cylinder on exhaust tempera-
ture were also investigated for different heat transfer and combus-
tion modes. It is observed that output work and exhaust
temperature proportionally increased with the decrease of heat
transfer for a fixed combustion rate and cut-off ratio [18–20].
Fig. 1. Clapeyron diagram for a simple adsorption cooling cycle.
Through our deep survey we could not find an updated review
about employing adsorption cooling cycle in automobile cooling
application. This paper presents a survey about the adsorption
cooling systems which have been studied to be driven by waste
heat in automobiles. Theoretical and experimental with different
adsorption pairs studies have been included. More than 200
papers which are available by Science Direct and related to
adsorption cooling studies have been read. About 60 research
articles have been selected to be presented here within this survey.
The present overview has been organized into section where
Section 1 is an introduction, Section 2 discusses the adsorption
cooling technology, Section 3 presents details data of adsorption
AC systems in automobiles, Section 4 is a summary and Section 5 is
a conclusion.
2. Adsorption cooling systems and their evaluation
The primary component of any adsorption cooling system is a
solid porous surface material with a large surface area and a large
adsorptive capacity. Initially, this surface remains unsaturated.
When vapor molecules contact the surface, an interaction occurs
between the surface and the molecules and the molecules are
adsorbed on to the surface [21].
The working principle of the basic adsorption cooling cycle is
represented in Clapeyron diagram (Fig. 1). Theoretically, the cycle
consists mainly of four phases: pressurization process at constant
adsorbed mass (isosteric heating phase) from point (1) to point
(2), desorption at constant pressure (isobaric heating phase) from
point (2) to point (3), depressurization at constant adsorbed mass
(isosteric cooling phase) from point (3) to point (4), and adsorp-
tion at constant pressure (isobaric cooling phase) from point (4) to
point (1) [22].
Different adsorption cycles were designed to proof the concept.
The simplest cycle is a single-bed adsorption cooling system which
works intermittently such as a solar powered adsorption cooling
system. Multi-beds adsorption cooling system which provides
continuous cooling effect is more complex, heavier and bulkier
than single-bed adsorption cooling system.
In vehicles, however, waste-heat is abundant and added
weight; cost and complexity due to heat recovery cycles were
problematic. As such, adsorption cooling systems with only mass
recovery cycle suffices for vehicle AC applications.
In the vehicles, the needed cooling system should has a
relatively low mass. From this point of view SCP (specific cooling
power), adsorption bed to adsorbent mass ratio, and COP (coeffi-
cient of performance) are selected to evaluate the performance of
adsorption cooling systems in this study. SCP represents the
achieved cooling power by the system per kg of the adsorbent.
 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
COP represents the ratio between cooling energy of the system to
the input energy.
The SCP increases by increasing adsorbate refrigerant amount,
enthalpy difference, and decreasing the cycle time. Adsorbate
refrigerant amount increases by decreasing heat and mass transfer
resistances within the adsorption bed as well as find new
adsorbents with higher sorption rated [7].
Anyanwu [23] classified solid adsorption refrigeration cycles
according to the adsorbate refrigerants utilized as: cycles with
water as refrigerant, cycles using fluorocarbon as refrigerant,
cycles using ammonia as refrigerant and cycles with alcohols as
refrigerant.
In order to choose an adsorption pair to be used in one of
adsorption cooling system applications, a comparison between the
adsorption cooling systems based on the assorted adsorbent–
refrigerant pairs was reviewed [24]. The comparison focused on
COP of the systems and minimum delivered evaporation tempera-
ture based on the required driving source temperature.
The most common adsorption pairs in adsorption cooling
applications are activated carbon–methanol, Activated carbon–
ammonia, Zeolite–water, Silica gel–water and Calcium chloride–
ammonia [25,26].
3. Adsorption AC systems in automobiles
3.1. Exhaust heat driven adsorption AC systems
In an adsorption system driven by exhaust heat, exhaust gases
pass through the adsorber during desorption. Then, the evapo-
rated refrigerant from the desorber condenses at the condenser.
During the adsorption time, the ambient air passes through the
adsorption bed, and the refrigerant evaporates from the evapora-
tor to the adsorption bed [27].
Wang et al. [28] adapted activated carbon–methanol pair for an
exhaust-gas-driven adsorption cooling system using two adsorp-
tion beds. Adsorption bed and condenser were cooled down by sea
water. The adsorption bed was driven by exhaust gas through a
boiler for hot water storage and a chilling effect was produced at
the evaporator. Bed 1 and bed 2 take turns to became adsorber and
desorber, in order to provide continuous cooling effect in the
evaporator. The switched of adsorption and desorption for a bed
take place by switching the heat source or cooling source. Before
Fig. 2. Adsorption air conditioning powered by train exhaust gases.
1225
each switching, 1 min of heat recovery and 2 min of mass recovery
process were required between the two adsorption beds. In the
meantime, the refrigerant in the evaporator would be topped up
by the condenser.
Lu et al. [29] analyzed and studied experimentally thermo-
dynamic analysis on adsorption cooling system powered by
exhaust gas used for providing air conditioning for the driver’s
cab of an internal combustion locomotive. The system is shown in
Fig. 2. Zeolite–water as a working pair has been installed in one
bed that filled with 140 kg of 13X zeolite grains, and 185 kg of
water filled in the adsorption bed and the evaporator. The total
mass of the metal material of the adsorption bed is 250 kg.
The zeolite–water working pair, valued up to 600 kJ/kg of
zeolite at ambient temperature of about 33 1C and condenser
temperature of about 60 1C for heating bed at exhaust temperature
of 350 1C while evaporator temperature was about 5 1C. The
average refrigeration power for the whole running cycle was
calculated as 4.1 kW and cycle COP was calculated as 0.25.
Jiangzhou et al. [30] studied an experimental prototype shown
in Fig. 3 that constructed for adsorption cooling system powered
by exhaust gas from ICE. The maximum gained cooling power was
up to 3.4 at 0.38 COP for desorption temperature ranging from
210 1C to 230 1C.
The operated experiments showed that an intermittent adsorp-
tion air conditioning system with a single adsorber was simple in
structure, reliable in operation and convenient to control. A
receiver may be used with the evaporator then, the cooling effect
Fig. 3. Adsorption prototype with cold storage worked with train exhaust gases.
Fig. 4. Double bed adsorption air conditioner for continues generation of chilled
water.
1226 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
Fig. 5. Adsorption cooling system with double bed and new compost of adsorbate.
Fig. 6. Adsorption air conditioning worked by internal combustion engine
exhaust heat.
could be continuously and steadily provided for locomotive driver
cabin space cooling.
Wang et al. [31] studied mathematically and experimental a
designed model as shown in Fig. 4. This design consisted of two
adsorption beds, one condenser and one evaporator. There were
no valves installed in the vacuum side. So, the reliability of the
system was improved greatly. This machine used zeolite–water as
the working pair and driven by 350–450 1C exhaust gas generated
by an ICE of the locomotive. The designed cooling power and COP
were 5 kW and 0.25, respectively.
The cooling power of the machine was up to 10 kW with a gas
inlet temperature of 450 1C and evaporating temperature of 10 1C
when ambient temperature was 40 1C. It was shown that the
adsorber could be heated from 97 1C to 423 1C or cooled from
423 1C to 97 1C in 1320 s. The SCP reached to 200 W/kg adsorbent.
Hu et al. [32] studied analytically a pair of composite zeolite/
foam aluminum–water for a mass recovery adsorption cooling
system driven by engine exhaust heat. The experimental unit is
shown in Fig. 5. The operating conditions were evaporator tem-
perature 10 1C, ambient temperature 40 1C, desorption tempera-
ture up to 400 1C and condensing temperature 50 1C.
Fig. 7. Schematic test diagram for engine heat waste adsorption air conditioning
system.
Fig. 8. Locomotive driver-cabin adsorption air-conditioner diagram.
It was shown that the composite zeolite/foam aluminum can
improve the values of COP and SCP at short cycle time compared
with zeolite. The value of SCP reached as high as 500 W/kg at the
temperature of the heating fluid 502 1C and cycle time of 10 and
20 min.
Jiangzhou et al. [33] showed experimentally a prototype
adsorption air-conditioning system used in ICE locomotive driver
cabin. This system employed zeolite–water as working pair and
was driven by waste heat from exhaust gas of the engine. The
system as shown in Fig. 6 consists of an adsorption bed and a cold
storage evaporator. The operating temperature was up to 400 1C
and the evaporator temperature was about 7 1C at ambient
temperature up to 45 1C while, the cooling power was 5 kW and
COP was about 0.3.
Wang et al. [34] studied experimentally and theoretically a
novel double heat pipe type adsorber employing CaCl2–expanded
graphite as adsorption pair. There were two kinds of heat pipes
integrated with the adsorber. One was the split type heat pipe for
heating the adsorber in desorption phase, the other was the two-
phase closed thermosyphon heat pipe for cooling the adsorber in
adsorption phase. The used exhaust gas was with a temperature
range of 350–550 1C. The cooling source was sea water with a
temperature of 25 1C, the inlet and outlet chilled water was 15.6
and 10 1C, respectively. The simulation results showed that the
cooling power and COP of this adsorption system were 5.1 kW and
0.38, respectively.
 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
Fig. 9. Adsorption cooling system generated with diesel engine waste heat.
Fig. 10. Single bed adsorption cooling module.
Zhang [35] studied experimentally an adsorption cooling sys-
tem driven by waste heat from exhaust gas of a diesel engine. A
zeolite 13X–water as working pair and a finned double-tube heat
exchanger was used as the adsorber. A schematic diagram for the
system is shown in Fig. 7. The COP was 0.38, and the SCP was
25.7 W/kg at exhaust gas temperature in range of 255 to 296 1C at
ambient temperature of 30 1C.
Jiangzhou et al. [36] investigated experimentally an internal
combustion locomotive driver-cabin adsorption air-conditioner
employing zeolite–water and driven by waste heat from the
exhaust gas of ICE. The system, which is shown in Fig. 8, consists
of adsorber, evaporator with cold storage and condenser. Deso-
rption temperature was ranged from 200 to 250 1C, the adsorption
temperature was ranged from 85 to 110 1C, the evaporating
temperature was from 3 to 5 1C and the condensing temperature
from 70 to 80 1C. The adsorber was directly cooled by air drawn
past the nose of the locomotive while in motion. The cooling
power was about 4 kW where the flow rate of the exhaust gas was
720 m3/h and the total coefficient of heat transferred was about
10 W/m2 K. COP was about 0.25 and the mean cooling power was
about 2.8 kW.
Zhang et al. [37] studied numerically the dynamic performance
of an adsorption cooling system for automobile waste heat
recovery. In this model which showed in Fig. 9, temperature and
pressure were assumed homogeneous and a non-equilibrium
lumped parameter modeling approach was employed. Other two
1227
Fig. 11. Adsorption air conditioning powered by exhaust heat from diesel
locomotive.
assumptions were made: (a) the heat capacity of adsorbate in the
adsorbed state was equal to that of the liquid phase; (b) the
specific heat and the density of dry adsorbent was constant. The
used parameters were condensing temperature 45 1C and eva-
porator temperature 10 1C, adsorption temperature 80 1C and
heating temperature of fluid range 270 to 450 and resulted
45 W/kg SCP and 0.41 COP at 107 min cycle time.
Wu et al. [38] studied experimentally a prototype performance
characteristics of an adsorption cooling module (Fig. 10). Results
indicated that the demonstrated cooling module has a good
performance, and the minimum evaporating temperatures corre-
sponding to the cooling powers of 2.0 W and 10.5 W were 0.7 1C
and 16.2 1C respectively under the conditions of source driven
exhaust gas waste heat temperature of 325 1C, ambient at 18 1C. It
was found that COP was 0.4 and SPC was 180 W/kg in 80 min for
desorption time.
Lu et al. [39] studies the practical performance of an adsorption
AC system powered by exhausted heat from a diesel locomotive
train. The system as shown in Fig. 11 consists of one adsorption
bed, evaporator, condenser and utilized zeolite–water as a working
pairs. The adsorbent bed was filled with 140 kg of 13X zeolite
grains, and a total amount of 185 kg of water was charged into the
system. The experimentally resulted cooling power was from
3.0 to 4.2 kW. Desorption temperature was in range of 220–
250 1C while the COP of the system was about 0.21. The adsorbent
bed was heated by the exhausted gas for 30 min while the total
running time was 125 min. The average velocity of the train and
the average rotating speed of the engine was 85.1 km/h and
753 rpm, respectively.
Zhong [40] demonstrated experimentally the feasibility of
using an adsorption cooling system which uses zeolite–water as
working pair and driven by waste heat from a small diesel engine
of 40 horsepower (30 kW). The exhaust gas temperature range
was 150–450 1C and the system was has two sets of modules
operating alternatively in the adsorption phase and desorption
phase. Fig. 12 shows the module set. It was cooled by ambient air
temperature 38 1C and provide cooling temperature 7 1C. During
desorption phase, the module set was heated by engine waste
heat. The cooling power achieved was much larger than 3.5 kW for
steady operation at cycle period around 30 min.
Ramji et al. [41] compared a theoretical study with experi-
mental results obtained previously from a typical activated car-
bon–methanol based adsorption cooling system (Fig. 13). It was
found that the CFD result was close to the experimental work with
input exhaust gas of 200 1C. The adsorber took around 10 min to
1228 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
Fig. 12. Adsorption air conditioning module for car passengers and light duty truck.
Fig. 13. Adsorption air conditioning system powered by engine exhaust.
Fig. 14. Split heat exchanger pipe bed in adsorption cooling system.
heat up and decrease to room temperature around the same
period. This set of data produce a cooling power of 0.65 kW and
COP around 0.25 with cycle time of 1200 s.
3.2. Adsorption AC systems powered by coolant liquid
Wang et al. [42] designed and constructed a split heat pipe type
adsorption ice making test unit, which employed compound adsor-
bent of CaCl2 and activated carbon to improve the adsorption
performance. The main system components were a heating boiler, a
Fig. 15. Adsorption air conditioning module work with waste heat from radiator of
car passengers.
liquid pumping boiler, two adsorption beds, two coolers, a condenser
and an evaporator. The structure of adsorber is shown in Fig. 14.
The lowest evaporating temperature was as low as  42 1C. At
evaporating temperatures of  35 and  25 1C, the cooling powers
were 0.89 and 1.18 kW, respectively. The system was designed to
generate average cooling power of 1.37 kW at 15 1C evaporating
temperature. 731 W/kg SCP and 0.41 COP have been recorded
when condenser temperature of seawater was about 25 1C.
Wang et al. [43] designed and built a prototype to use waste
heat to drive an adsorption cooling system. This waste heat could
be from diesel engines or from power plants. Silica gel–water
chillers can be powered by hot water warmer than 55 1C from
solar collector or engine coolant. The COP was found to be
between 0.2 and 0.6. Composite adsorbent material and heat
pipes showed that it was possible to achieve a SCP of 770 W/kg
of and COP of 0.39 at evaporation temperatures of  20 1C and
generation temperature of 115 1C.
Zhong et al. [44] studied experimentally an adsorption AC
system for heavy-duty truck application. This system is shown in
Fig. 15 and it was powered by engine waste heat when the engine
of a truck was running. If the engine was off, the AC system can be
powered by a fuel fired heater. A lumped parameter model of the
system using zeolite–water as its working pair was developed, and
the adsorption capacity of zeolite was simulated with the linear
driving force model (LDF).
 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
Fig. 16. Silica gel–water adsorption chiller heat pipe exchanger.
Fig. 17. Schematic loop for double bed adsorption cooling system powered by
engine water coolant.
Qian et al. [45] studied experimentally an adsorption chiller for
driven by low grade heat sources such as engine coolant or flat
plate solar collectors. Synthetic zeolite/water pair has been used
an adsorption pair. COP of this system was in range of 0.1 to 0.6 at
different operating conditions. SCP of 3 kW has been resulted at
hot water temperature of 70 1C.
Mahdavikhah et al. [46] studied numerically a three-
dimensional non-equilibrium model describing the combined heat
and mass transfer in an adsorbent bed with plate fins. Flow
patterns and pressure distributions though out the bed were
examined in detail for all cycle phases. Effect of bed configurations
such as fins spacing and height on the system performance were
studied. It was found that the geometric specifications of the
adsorption heat exchanger are importance in designing adsorption
cooling systems.
Wang [47] experimented several novel ideas to use heat pipes
(Fig. 16) for adsorption water chiller or ice maker. Experimental
resulted shown that the adsorption refrigerators were very effi-
cient. The first example of such systems was a small scale silica
gel–water adsorption water chiller. The cooling power rated was
10 kW and the system could be powered by 60–100 1C hot water.
0.4 COP had been achieved when the system was driven by 85 1C
hot water. The second example was a silica gel–water adsorption
1229
room air conditioner powered by 80 1C hot water. The system was
had a COP of over 0.3 and cooling power of about 1 kW. The
experimental work proved that heat pipes could be used as heat
exchangers for adsorbers, evaporators or condensers.
Saha et al. [48] performed a study to identify the minimum
desorption temperatures required to operate thermally driven
adsorption beds of a solid sorption refrigeration system. The
methodology has been tested out with three different adsorption
pair, namely, silica gel–water, activated carbon fiber–ethanol and
activated carbon–HFC134a systems. For the sake of relative com-
parison the evaporation temperature was taken as 7 1C and the
adsorption temperature was 30 1C. It was shown 60 1C driving
temperature can operate these systems which make them good
energy conservation devices through recovery of low grade pro-
cess waste heat.
Verde et al. [49] presented an innovative cooling system for AC
of a truck cabin and tested it experimentally. The system which is
shown in Fig. 17 used zeolite–water as adsorbent–adsorpate. The
system designed and realized to be driven by low grade waste heat
(80–90 1C) from the engine coolant loop of a truck. The experi-
mental results showed that, the chiller was able to generate up to
5 kW of peak cooling power at 35 1C condensation temperature
with a COP of 0.6. The obtained results show that the system could
be able to provide a significant amount of the required cooling. In
all start-up conditions the system was able to reach a cabin
temperature lower than 20 1C.
Tamainot-Telto et al. [50] designed and tested a prototype
(Fig. 18) for adsorption cooling system using activated carbon–
ammonia pair based on the plate heat exchanger concept. System
was driven by waste heat from engine coolant water (at 90 1C and
flow rate about 1.3 m3/h). A pair of the prototype generators
(loaded with 1 kg of adsorbent) produced an average cooling
power of 1.6 kW with about 2 kW at peak. The typical average
COP obtained was 0.22 and SCP ranged from 0.65 to 0.8 kW/kg.
Grisel et al. [51] designed and tested a low-grade waste heat
driven solid/vapor adsorption chiller. The system is shown in
Fig. 19 and it consists of two comprised identical sorption reactors
to ensure continuous cold production. One sorption reactor con-
sisted of six commercially available automotive plate/fin heat
exchangers in which silica gel grains were accommodated
between the fins. The system was tested for evaporator tempera-
ture of 12 1C and COP was 0.62 and the power density was 17 kW/
m3 for the system as a whole for cycle time about 15 min. The
targeted average cooling power of 5 kW was reached. Under more
realistic operating conditions, the cooling power was 3.6 kW,
corresponding with a SCP of 208 W/kg. The obtained volumetric
power density of 17 kW/m3 based on the system as a whole, was
somewhat lower than the targeted 20–30 kW/m3.
Kiplagat et al. [52] designed a chemisorption AC with NaBr/
expanded graphite composite sorbent and NH3 as refrigerant
(Fig. 20). The results indicated that the machine was had a cooling
power between 1.27 and 3.16 kW and a COP ranging from 0.28 to
0.48, depending on the operation conditions. The maximum cool-
ing power occurred at ambient temperature of 2571 1C and a
driven heat source of at least 71 1C, in cycles not longer than
21 min. An evaporator temperature of 10 1C had been achieved in a
single stage adsorption system.
Jribi et al. [53] analyzed a dynamic behavior of 4-bed adsorp-
tion chiller shown in Fig. 21. Activated carbon of typed Maxsorb III
as the adsorbent and R1234ze(E), as the refrigerant was employed.
The performance of the cyclic-steady state transient mathematical
model system was presented for different heating and cooling
water inlet temperatures. With 80 kg of Maxsorb III, the R1234ze
based adsorption chiller produced 2 kW of cooling power with
COP of 0.165 at driven heat source temperature of 85 1C which can
be obtained from waste heat of ICE. The condenser cooling
1230 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234

Fig. 18. Double bed adsorption air conditioning system powered by generator water coolant.

Fig. 19. Adsorption chiller system flow chart for test facility.

Fig. 20. Adsorption thermochemical air conditioning diagram.

temperature was 30 1C as ambient temperature while evaporator
temperature was 15 1C. Cooling capacity reached its maximum
value when adsorption/desorption cycle time was 480 s, while the
total optimal cycle time was founded to be 1230 s.
Sapienza et al. [54] installed and tested a lab-scale adsorption
chiller for new composite, LiNO3/vermiculite, pair. The system
condition was condenser, and evaporator temperatures of 35 1C
and 10 1C, respectively. At a driving temperature of 90 1C, the
system provided the best performance at 20 min cycle time
delivering 230 W/kg SCP with 0.66 COP when the adsorption
duration was 7 times longer than the desorption one.
Ismail et al. [55] analyzed the performance of single-stage two
bed adsorption refrigeration cycles working at pressurized condi-
tions. Four adsorption pairs which were Maxsorb III with Propane,
n-butane, HFC-134a, R-32, and R507a were studied. The heat
exchanger of cycle is shown in Fig. 22. The first simulated for
 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234
Fig. 21. Adsorption chiller with 4-bed powered by low thermal grad.
Fig. 22. Single stage heat exchanger adsorption chiller working with activated
carbon.
evaporator temperature of 6.7 1C and condenser temperature of
29.4 1C. A hot water stream at a temperature of 80 1C was supplied
from a waste heat source. It was resulted that the SCP increases
with the required evaporating temperature and regenerating tem-
peratures. It was decreased with increasing ambient temperatures.
Wang et al. [56] analyzed a theoretical model using silica-gel
and water. The model was designed and built to simulate the
performance of the adsorption cooling tube and an adsorption
heat pump with multi-cooling tubes for chiller unit. According to
the resulted data, COP and SCP reached about 0.5 and 85 W/kg,
respectively at hot water temperature of 85 1C. The temperature of
condenser was 30 1C and chilled water inlet temperature 15 1C.
Jribi et al. [57] analyzed a transient mathematical model of a 4-
bed adsorption chiller using Maxsorb III as the adsorbent and CO2
as the refrigerant. It was found that the desorption pressure has a
big influence in the performances due to the low critical point of
CO2 (31 1C). With 80 kg of Maxsorb III, the CO2 based adsorption
chiller produces 2 kW of cooling power and presents a COP of 0.1, at
driving heat source temperature of 95 1C along with a cooling
temperature of 27 1C and at optimum desorption pressure of 79 bar.
The present thermal compression air-conditioning system could be
driven with solar energy or waste heat from ICE and therefore it is
suitable for both residential and mobile AC applications.
Wang et al. [58] used a notable technique to improve both heat
and mass transfer in the chemisorption beds. An adsorption
refrigeration and heat pump systems have been considered for
the efficient used of low-grade thermal energy of 60–150 1C. The
1231
Fig. 23. Spiral plate heat exchangers adsorption chiller for air conditioning system.
resulted showed that, it was strongly recommended to use rising
film evaporator and looped heat pipe to output cooling stably and
easily for small capacity chillers. This technology had been
successfully utilized with silica gel–water as the working pair.
Experiments showed that COP was between 0.35 and 0.6 based on
the different levels of cooling water and chilled water and the SCP
was at about 100–150 W/kg for the suitable heat source tempera-
ture of 60–90 1C.
Tamainot-Telto et al. [59] used a thermodynamic cycle model to
select an optimum adsorbent-refrigerant pair. The resulted simu-
lation found of 26 various pairs which. Three cycles (single bed,
two-bed and infinite number of beds) were presented at typical
conditions for ice making (condenser T ¼35 1C, evaporator
T¼  5 1C), air conditioning (condenser T¼ 35 1C, evaporator
T¼ 10 1C) and heat pumping (condenser T¼ 40 1C, evaporator
T¼ 5 1C) applications. The heat source temperature varied from
80 1C to 200 1C. The carbon absorbents investigated had mainly
coconut shell and coal based types in multiple forms: monolithic,
granular, compacted granular, fibre, compacted fibre, cloth, com-
pacted cloth and powder. Considering two-bed cycle, the best
thermal performances with, considered a double bed configura-
tion at a low driven temperature of 1001. Resulted showed that for
ice making COP was 0.45–0.48, for air conditioning COP was 0.61–
0.66 and for heat pump COP was 1.5. At high driven temperature of
200 1C, the best performances were for ice making COP was 0.63–
0.68, for air conditioning COP was 0.82–0.87 and for heat pump
COP was 1.7.
Vasta et al. [60] designed and experimentally tested a prototype
for mobile adsorption chiller for cooling in a truck cabin and its
experimental performance. The unit consisted double-bed adsorber
connected with an evaporator and a condenser and driven by a low
grade thermal energy came from engine coolant loop. Overall
volume and weight of the machine had 170 dm3 and 60 kg,
respectively. The experimental results obtained showed that the
system was able to deliver an average cooling power (ACP)¼1–
2.3 kW, SCP¼300–600 W/kg and volumetric cooling power
VCP¼ 5.8–13.5 kW/m3 and COP 0.25–0.45, at a desorption tempera-
ture of about 90 1C (Tevaporator ¼8–14 1C and Tcondenser ¼ 28–35 1C).
Wang et al. [61] tested experimentally a heat regenerative
adsorption refrigerator shown schematically in Fig. 23. It was used
spiral plate heat exchangers as adsorber for adsorption heat pump
and used plate fin heat exchangers or plate fin shell and tube type
heat exchangers as adsorber for air conditioning. Activated car-
bon–methanol adsorption pair was used for the two kinds of
adsorption systems. With a heat source temperature of 100 1C, the
refrigerator achieved a refrigeration power density of more than
1232 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234

Table 1
Summarized surveyed ICE adsorption cooling systems.

Ref. Temperature Pair SCP COP Ambient Cooling Cooling Cycle No. of
heat source (1C) Wkg  1 temp (1C) temp (1C) power time bed
(kW) (min)

29 350 Zeolite–water N/A 0.25 30–33 5 N/A 1

30 210–230 Zeolite–water N/A 0.38 N/A 18 3.4 160–180 N/A
31 350–450 Zeolite–water 164– 0.25 40 10 6.5–10.0 17.67 2
200
32 400 Zeolite/foam aluminum–water 650 0.55 40.15 10.15 N/A 30–120 2
33 400 Zeolite–water N/A 0.2–0.3 33–43 7 5 60–120 1
34 550 CaCl2 and expanded graphite N/A 0.38 25 10.0–15.6 5.1 12 2
35 255–296 Zeolite–water 25.7 0.38 30 10 45 131.5 1
36 200–250 Zeolite–water 0.25 45 3.0–5.0 2.8–4.0 120 1
37 270–450 Zeolite 13X–water 45 0.41 45 10 N/A N/A 2
38 325 Zeolite 13X–water 180 0.4 18 0.7–16.2 0.002– up to 130 1
0.0105
39 220–250 Zeolite–water N/A 0.21 33.5 5–18 3.0–4.2 125–162 1
40 150–450 Zeolite–water N/A 0.230– 38 7 3.5 20–120 1
0.498
41 200 Activated carbon–methanol 400 0.25 35–40 15–25 0.65 22 2
42 up to 135 CaCl2 and activated carbon 731 0.41 25  15 1.37 average 2
30
43 115 Silica gel–water 770 0.2–0.6 12–25  20 N/A N/A 1
44 250 Zeolite–water 0.436 38 7–15 2.015 30 2
45 70 Zeolite–water 420 0.1–0.6 34 7–13 3 N/A 2
46 90 N/A Up to Up to 30 10 N/A N/A 1
1200 0.55
47 60–100 Silica gel–water 730 0.3–0.4 30  15 1–10 N/A 2
48 70 (Silica gel–water) & (activated carbon þ HFC 134a) & activated carbon N/A N/A 30 7 N/A N/A N/A
fiber þ ethanol
49 80–90 Zeolite–water N/A 0.6 35 10 5 Average 2
15
50 90 Activated carbon–ammonia 650– 0.22 32 20 1.6–2.0 N/A 1
800
51 87 Silica gel–water 208 0.62 25 12 3.6 15 2
52 85 NaBr/expanded graphite composite sorbent and NH3 N/A 0.28 to 25 10 1.27 to 3.16 21 1
0.48
53 85 Highly porous activated carbon of type Maxsorb III and R1234ze N/A 0.165 30 15 2 8 4
54 90 LiNO3/vermiculite 230 0.66 35 10 N/A 10 1
55 85 Activated carbon adsorbent and refrigerant pairs, which are Maxsorb N/A 0.24–.38 29.4 6.7 N/A N/A 2
III with Propane, n-butane, HFC-134a, R-32, and R507a
56 60–90 Silica-gel–water 0.5–85 0.55 30 15 N/A 8.33 N/A
57 95 Maxsorb III & CO2 0.1 31 2 2 9.58 4
58 60–150 N/A 100– 0.35–0.6 30 10 N/A N/A 1
150
59 80–200 26 various activated carbon–ammonia pairs 0.45 35–40 5,10 N/A N/A 1 to
infinity
60 90 N/A 300– 0.25– 28–35 8–14 1–2.3 10.33 2
600 0.45
61 100 N/A 0.13 25–30  15 N/A 40 2
62 85 Silica-activated carbon/CaCl2 þ water 380 0.65 30 9 N/A 6 2

2.6 kW ice per day per kg of activated carbon with a COP of 0.13, 0.7
and the heat pump achieved 150 W/kg activated carbon for AC
with a COP of about 0.4. [43]
0.6
Tso et al. [62] studied a model of an adsorption chiller with [32]
[40]
silica-activated carbon/CaCl2 þ water adsorption pair. The calcu-
0.5
lated simulation indicated that a COP value of 0.65 has been [44]
[42] [37]
resulted with a driven source temperature of 85 1C in combination [38]
0.4 [30] [35] [34]
with cooling inlet and chilled water inlet temperature of 30 1C and
COP

14 1C, respectively. The most optimum adsorption–desorption [33]

0.3
cycle time was measured approximately to be 360 s. The delivered [41] [36] [29] [31]
chilled water temperature was about 9 1C under these operating [39]
conditions, achieving a SCP of 380 W/kg. 0.2

0.1
4. Summary
0
115 135 200 230 250 250 250 296 325 350 400 400 450 450 450 550
The presented survey summarizes the state of the adsorption
Driving temperature, C
cooling systems powered by wasted heat from ICEs. The collected
data from the reviewed papers have been presented in Table 1. Fig. 24. Different COPs with different engine exhaust temperatures.
 M. Hamdy et al. / Renewable and Sustainable Energy Reviews 51 (2015) 1223–1234 1233

0.7 carbon-HFC and silica gel–water. The intermittent of ICE adsorp-

[62] [54]
[45] [51] tion cooling system has been commonly studied theoretically and
[49] [58]
0.6 experimentally due to its simplicity and low operation costs.
[46] [56]
Environmental benefits of applying adsorption cooling tech-
0.5 [52]
nology in automobile AC and its independence on conventional
[60] [59]

[47]
energy sources makes it highly attractive for further developments
0.4 [55]
and a potential alternative to conventional systems in the future.
COP

The literature reveals that ICE adsorption cooling devices can

0.3
supply, among others, the needs for refrigeration and air-
[50]
conditioning applications, for car passengers in ICE applications.
0.2 [53]
[61]
The surveyed data showed that many adsorption pairs have
0.1
[57] been used in ICE adsorption cooling systems. Zeolit–water and
silica gel–water are the most employed adsorption pairs in ICE
0 adsorption cooling systems. The driving temperature are found to
70 85 85 85 85 87 90 90 90 90 90 90 95 100 100 150 200 be in range of 70 to 550 1C based on the used waste heat (coolant
Driving temperature, C or exhaust gases). The COP of the studied ICE adsorption cooling
system is found to be less than 0.7.
Fig. 25. Different COP with different engine coolant temperatures.
Despite all the efforts and numerous studies conducted all over
the world regarding the improvement of ICE adsorption cooling
Every row of the table presents the outcome of a single research systems, over the last decades, a lot of research work still needed
study. The row’s data contains the reference of the research, in order to improve its performance. Improving of COP, SCP (e.g.,
driving temperature, employed adsorption pair, COP, SCP, ambient enhancement of heat and mass transfer, research on adsorbent
temperature, cooling temperature, cooling power, cycle time and materials, efficiency of heat exchangers) and decrease the invest-
number of the beds. These data are essential data for comparing ment costs, making this technology competitive.
the surveyed studies and for starting any new research about
using of adsorption cooling system in automobiles.
In order to simplify the collected data, Figs. 24 and 25 show the
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