UBA_Natural Refrigerants for Mobile Air-Conditioning in Passenger Cars

7/27/2019 UBA_Natural Refrigerants for Mobile Air-Conditioning in Passenger Cars

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NATURAL REFRIGERANTS FORMOBILE AIR - CONDITIONING INPASSENGER CARS

A CONTRIBUTION TO CLIMATE PROTECTION

| B A C K G R O U N D |


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Imprint

Publisher: German Federal Environment Agency

Press Ofce

PO Box 1406, 06813 Dessau

E-Mail: [email protected]

Internet: www.umweltbundesamt.de

Author: Gabriele Homann,

Dr. Wolgang Plehn

Date: September 2010

Layout: UBA

Cover photo: Federal Environment Agency -

Company car UBA


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Content

1. Introduction 2

2. The present situation 2 2.1 Vehicle population and itting rate with mobile air conditioning 2

2.2 The greenhouse gas tetraluoroethane (R134a) 2 2.3 Contribution to the greenhouse eect: mobile air-conditioning systems

in passenger cars and emission o rerigerants 2

2.4 Legal provisions 2

3. Rerigerants or mobile air-conditioning in passenger cars 3 3.1 Carbon dioxide (R744) as rerigerant a contribution to climate protection 3

3.2 Hydrocarbons in the mean time widely used in Australia 4

3.3 Fluorinated substitute rerigerants a way o solution? 4

3.3.1 1.1-diluoroethane (R152a) 4

3.3.2 2,3,3,3-tetraluoropropene (R1234y)) 4

3.3.3 Other luorinated rerigerants 5

4. Future Perspectives 6

5. Literature 7


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1. Introduction

Today mobile air-conditioning systems inpassenger cars contain a rerigerant paying amajor contribution to increasing the greenhouseeect. For the time being, about 30% o theworldwide emissions o hydrouorocarbons ariserom mobile air-conditioning systems in passenger

cars [UNEP 2009]. That is why in Europe thisrerigerant according to Directive 2006/40/EC has to be substituted by a substance less harmulto the climate beginning in 2011.

2. The present situation

2.1 Vehicle population and itting rate with mobile air

conditioning

41.7 million cars were registered in Germany

on January 1, 2011. Already three quarters o allcars registered in Germany are air-conditioned.In the last ew years the percentage o new carswith ftted with mobile air-conditioning systemshas increased sharply. In 1995 only a quarter oall cars newly registered were air conditioned.In 2008 with 96% nearly all new cars had air-conditioning [KBA 2010; Schwarz 2004; Schwarz2010].

2.2 The greenhouse gas tetraluoroethane (R134a)

Today almost exclusively tetrauorethane is used

as rerigerant in mobile air-onditioning systems.Tetrauoroethane is a hydrouorocarbon,abbreviated HFC1 -134a, as rerigerant it is usuallydesignated as R134a, with R standing orrerigerant. Its contribution to the greenhouseeect (GWP)2 is by 1,430 times3 higher than that ocarbon dioxide.

Until 2017 air-conditioning systems in many newpassenger cars are allowed to be flled with thererigerant R 134a (see also Chapter 2.4 Legal

provisions). In the last ew years the averagecharge per air-conditioning unit decreased below0.7 kilograms o rerigerant. Nevertheless theannual consumption o the rerigerant R134a orthe initial flling o air-conditioning systems innew passenger cars increased distinctly due to thesharply increasing ftting with air-conditioningsystems. In 1995 still 1,400 tons o the rerigerantR134a were flled into mobile air- conditioningsystems in passenger cars in Germany, in 2008already 3,800 tons.

In 2008 altogether about 23,645 tons o thererigerant R134a were in the mobile air-conditioning systems in passenger cars inGermany which corresponds to about 31 milliontons o CO

2equivalents [Schwarz 2010].

2.3 Contribution to the greenhouse eect: mobile air-

conditioning systems in passenger cars and emission o

rerigerants

Mobile air-conditioning systems in passengercars work like a rerigerator with a compressionrerigerating system; the passenger compartmento the car corresponds to the interior o arerigerator. Yet, air-conditioning systems in

passenger cars are contrary to the householdrerigerator no completely closed systems. Thecompressors are mechanically driven by theautomobile motor via a shat and are exposedto the motor vibration; the rerigerant owsthrough hoses to the remaining units o thererigerant cycle. That is why the rerigerantescapes gradually through the seals o the airconditioning system into atmosphere alreadyduring the normal operation o the system inthe car. Yet, rerigerant is also released into

environment during the frst flling, service andrepair in the garage, when the system is damagedby accidents or ying stones and when the mobileair-conditioning systems are disposed o [Schwarz2001; Schwarz 2005].

Releasing o rerigerants the so-called rerigerantemissions are steadily increasing in Germany. Iin 1995 only 133 tons o R 134a were released, in2008 the amount rose already to 2,700 tons. Thiscorresponds to a contribution to the greenhouseeect o 3.5 million tons o CO

2equivalents per

year. For comparison: I in Germany 2 millioneconomical passenger cars are run or one yearthey release also about 3.5 million tons o CO

2.4

Relating the rerigerants emission to the distancecovered by car 7 grams o CO

2per kilometre are

released by the rerigerant in addition to thecarbon dioxide coming rom uel.5

Today, already more than one third o the overallemissions o hydrouorocarbon substances group

come rom mobile air-conditioning systems inpassenger cars. I there is a continued use oR134a, a urther increase o the emissions to 3,500tons o this rerigerant is to be expected in 2020[Schwarz 2003; Schwarz 2010]. In many countrieswith on average older cars, less developed serviceand requently lacking disposal structures thererigerant emissions are usually clearly higherduring a car lie. Worldwide it is expected thatwithout taking measures the emissions will riseurther to more than 180,000 tons o R134a peryear in 2020. This corresponds to about 240million tons o CO2 equivalents [UNEP 2009].

2.4 Legal provisions

On July 4, 2006 the EU Directive6 relating toemissions rom air conditioning systems in motor


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vehicles, also reerred to as MAC7 Directive,entered into orce. From January 1, 2011 onwardsthis EU Directive prohibits the use o mobileair-conditioning systems containing uorinatedgreenhouse gases with a global warming potential(GWP) o more than 150 in passenger cars andsmall commercial vehicles.8 Opting out will beslowly. First o all, new types o cars with such

mobile air-conditioning systems are no longerregistered and sold rom January 1, 2011 onwards.Also the retroftting o any vehicles with suchsystems is prohibited. Beginning with January 1,2017 all mobile air-conditioning systems o newlybuilt passenger cars and car-like commercialvehicles have to be flled with a rerigerant with aGWP below 150.9

In addition, the Directive sets requirements tothe tightness o air conditioning systems eective

since June 21, 2009 or all newly producedpassenger cars and small commercial vehicles withR134a-systems that have to be proved in the type-approval process o the car.

3. Rerigerants or mobile air-conditioning inpassenger cars

3.1 Carbon dioxide (R744) as rerigerant a contribution to

climate protection

Since there has been known that synthetic

rerigerants damage the ozone layer and intensiythe greenhouse eect10, the ecologically mostavourable and sustainable solution is to usenatural rerigerants such as CO

2. Carbon dioxide

(CO2), a component o air, has been used or

rerigeration already in the middle o the lastcentury. Due to the good rerigeration propertieso this rerigerant and its low global warmingpotential CO

2experienced a renaissance as a

rerigerant in the last 10 years. With the level oknowledge reached in the mean time very energy-

efcient rerigeration and heat cycles may beimplemented with CO2. Today CO

2is introduced

as rerigerant e.g. or the supermarket and inhot water heat pumps. As rerigerant CO

2is

designated by the short term R744.

Already in the 90-ies beore the EU Directiveentered into orce German automobilemanuacturers and suppliers have identifedCO

2as a rerigerant suited best also or air

conditioning systems in passenger cars. In2007 the German automobile manuacturersannounced fnally to use the rerigerant CO2and started to prepare its series introduction.In addition to its good rerigeration properties,its small s contribution to the anthropogenicgreenhouse eect (GWP o 1) compared to other

rerigerants and its substance properties notammable and nontoxic have been decisiveor choosing CO

2. CO

2is cheap and worldwide

available, it is e.g. obtained as a by-product inchemical industry and air ractionation.

Compared with R134a and R152a(1.1-diuoroethane) CO

2allows a aster cooling

and heating o the passenger compartment. Thisdoes not only mean a higher comort or the endcustomer, but also an increase in the securityas misted up car windows are aster reed rommoisture. The tests o mobile air-conditioningsystems in passenger cars show the highefciency o CO

2as rerigerant or this application

[Wieschollek, Heckt 2007; Wol 2007; Neksa etc.2007; UBA 2008; Graz 2009].

Mobile air-conditioning systems with the

rerigerant CO2 as compared with the rerigerantR134a have to be designed or a higher pressure(up to 135 bar). To this end new componentsor the rerigeration cycle had to be developedwhich was successully solved by the engineeringexpertise o European engineers. The installationspace required, an important actor or the overallcar construction, did not have to be extended orthe new CO

2equipment, the system has rather

a smaller volume due to the good rerigerationproperties o CO

2. Provisions should be made to

not allow developing too high CO2

concentrations

in the passenger compartment.

Today all components or the CO2

mobile air-conditioning system are developed so that theserial production o the equipment may bestarted. Several big automobile companies andsuppliers in Europe, USA and Japan equipped testcars with CO

2- mobile air conditioning systems,

requently in joint programmes [Mager 2003;Wertenbach 2005; Neksa 2007; Parsch 2007;Riegel 2007; Morgenstern 2008; SAE 2009].

A urther advantage o the CO2- mobile air-

conditioning system is that in addition to thecooling unction in summer it may be used asheat pump in winter or the ast heating o thepassenger compartment and, in particular, othe windscreen. This improves the security andallowing renouncing other conventional, lessefcient additional heating systems. An additionalheating will be required or many cars in uture,in particular, or cars with hybrid or ully electricdrives as the waste heat o an extremely efcientmotor or electromotor is too low to providesufcient heat [VDA 2004; Heinle a.o. 2003; Heckt2004; Neksa 2005; TWK 2010].


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Analyses o the emission o climate-eective gaseso air conditioning systems in passenger cars withvarious rerigerants (LCCP)11 with experimentallydetected technical data o CO

2components

show advantages o the rerigerant CO2

as to thegreenhouse gas emission over the lietime againstR 134a and R1234y under nearly all climaticconditions [Haner 2004; 2007; Neksa 2007; Wol

2007].

3.2 Hydrocarbons in the mean time widely used in

Australia

Hydrocarbons such as e.g. propane or butanehave proved a success as rerigerants in numerousapplications. As they do not deplete the ozonelayer and their global warming potential is verylow their use also in mobile air-conditioningsystems is advocated e.g. by nongovernmentalorganizations. In Australia and the USA

demonstration projects were implemented wheretraditional air conditioning systems were fllede.g. with mixtures o the hydrocarbons propaneand isobutane [COM 2003; Maclaine-cross 2004].Estimates proceed on the acts that hydrocarbonswere retroftted into mobile air-conditioningsystems o about 1 million cars in Australia [Hoare2010].

The high ammability o hydrocarbons may bea risk or the occupants o a car. That is whytheir use is prohibited in mobile air-conditioning

systems in passenger cars e.g. in the U.S.A. [EPA2003]. Contrary to the ammable uorinatedgreenhouse gases, in the case o the combustiono rerigerants on the basis o hydrocarbons(e.g. during an accident) no hydrogen uoride isormed. Most o the automobile manuacturersconsider, as a rule, only to use hydrocarbons i thererigerant is in a second cycle hermetically closedin the motor compartment as it is required orR152a (s. Chapter 3.3.1).

3.3 Fluorinated substitute rerigerants a way o solution?

Parts o the automobile industry aimed at fndinga substitute which does not require to changethe introduced air conditioning equipment (aso-called drop-in substance). First o all, chemicalindustry suggested a hydrouorocarbon HFC-152a (R 152a) and presented and rejected againin rapid succession most various new substitutererigerants with a global warming potentialbelow 150 or mobile air-conditioning systems inpassenger cars since 2006. So ar the HFC-1234y(R1234y) has been ollowed up.

3.3.1 1.1-diluoroethane (R152a)

Some, notably US manuacturers considered usinganother greenhouse gas, the hydrouorocarbon

(HFC) 1.1-diuoroethane (R152a) instead oR134a. With a GWP o 140 as against the presentrerigerant R134a with a GWP o 1,430 R152a hasa low GWP.

However, R152a is - like hydrocarbons - ammable,its auto-ignition temperature is 455C. In the caseo fre R152a as a uorinated substance releases a.

o. toxic hydrogen uoride (HF).

In 2008, the American environment authority EPAlicensed the rerigerant R152a, yet with conditionsto be ulflled12 [EPA 2008]. A measure to ensuresecurity is e.g. to install a second heat exchangerin connection with a second cycle reducing energyefciency and raising costs, size and increasingthe weight o the system. The personnel workingin the production and service has to be instructedin handling ammable rerigerants.

Already in 1990 security concerns resulted in theact that R152a was excluded as substitute or thechlorouorocarbon (CFC) R1213 by the Germanautomobile manuacturers. Some experts doubtedthat it will be possible to settle all securityproblems at an appropriate expenditure [Mager2005].

3.3.2 2,3,3,3-tetraluoropropene (R1234y))

The rerigerant with the short term R1234yis a comparatively new substance belonging

to the group o hydrouorocarbons (short:HFC). The chemical name o the substance is2,3,3,3,-tetrauoropropene.

R1234y has a global warming potential o 4.With 11 days its atmospheric lie time is short,yet the decomposition products correspond tothose o the rerigerant R134a [Nielsen at al 2007;Papadimitrou at al 2008; Yau 2008]14. A verystable decomposition product is the triuoroaceticacid toxic to algae which may accumulate in the

environment [Kajihara 2010; Luecken 2010].

As R152a and hydrocarbons R1234y is ammableand has to be labelled extremely ammable gasaccording to the CLP Regulation [GHS 2008]. Theauto-ignition temperature o R1234y is 405C (orcomparison: propane 470C) [Honeywell 2008; DuPont 2009]. R1234y has a density about 4 timeshigher than air. Thereore, it may accumulate atground level orming there explosive mixtures. Asall other uorine-containing rerigerants R1234ymay orm toxic hydrogen uoride (HF) duringcombustion.

In practical tests with settings close to applicationconditions, the Federal Institute or MaterialsResearch and Testing (BAM) confrmed the


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ormation o explosive gas mixtures and toxichydrogen uoride (HF) in connection with theuse o R 1234y. In the event o a fre or explosionconcentrations o more than 90 ppm HF weredetected in the passenger compartment.

Even without an explosion or fre, moreover,hydrogen uoride orms on hot suraces such as

are commonly ound in engine compartments.The concentrations o hydrouoric acid detectedare, as a rule, above the AEGL 2-value15. Exceedingo the AEGL 2 - value results in irreversibledamages or human health [BAM 2010; UBA2010a, b].

The investigations carried out by the BAM showthat using R1234y is connected with dangers.They result rom hydrogen uoride developingrom the rerigerant R1234y in the case o fre

and high temperatures already without fre. InGermany between 30,000 and 40,000 vehicles areon fre a year. It is to be expected that hydrogenuoride is ormed during such an event. As perorder BAM has not quantifed the additionalrisk this may be only done by the automobilemanuacturers or specifc vehicles yet itpoints to the act that in the case o R1234ybeing used a comprehensive risk analysis willbe required and many precautionary measureswill have to be taken. Potential measures aree.g. the rigorous shielding o hot suraces in the

motor compartment, installing an automatic freextinguishing system in the motor compartment,measures preventing hydrogen uoride rombeing emitted into the passenger compartment,prevent sparking also in the case o an accident(a. o. switching o power supply) and inormingand training o a rescue personnel.

The automobile manuacturers hoped that thenew rerigerant would be a substitute whichmay be directly flled into the traditional air

conditioning system instead o the old rerigerant.In rerigeration this is called a drop-in substance.Yet, R1234y may not be simply flled into theold R134a system. Plastic materials such as sealsand hoses have to be replaced and a new suitablererigerating oil has to be ound. Furthermore thecompatibility o the rerigerant and its impuritieswith the rerigerating oil and urther materialso the mobile air-conditioning system has to beensured which may require urther changes o thesystem. Thus, with R1234y a drop-in substancehas not been ound.

Although the thermodynamic properties oR1234y are similar to those o R134a thererigeration capacity o R1234y is by 8 to 15 %lower than that o R134a [Petitjean 2010; Eusitice

2010; Wieschollek 2009].

R1234y is more sensitive to moisture and air thanother rerigerants. Oil producers and rerigerationinstitutes consider the development o suitablererigeration oils and additives or the rerigerantR1234y by ar more complicated than or R134a.All materials o the rerigeration cycle have to be

tested to its compatibility with the rerigerant/oil/additive system still to be developed. R1234ycontains up to 0.5 % o impurities the compositiono which diers depending on the productionprocess and which are partly toxic such as1,2,3,3,3-pentauoropropene (1225ye). Theseimpurities may reduce essentially the stabilityo the rerigerant/oil/additive system and o thererigeration cycle components and seals [Low,Schwennesen 2009; Seeton 2010; Grimm 2010;Dixon 2010].

The American chemical companies Honeywelland DuPont hold the major part o the productionpatents or R1234y [Patents 2010]. A Europeanpatent or using R1234y in air conditioningsystems was granted [Chemie.DE 2010].

The production technology or R1234y is notyet adopted in industrial production. DuPontplans frst commercial supplies to the automobileindustry starting in the 4th quarter 2011. A plantto meet the demand on worldwide level is to

be put in operation later [Seeton 2010]. So arspecifc data relating to the costs o the rerigerantR1234y as well as to the costs o the equipment othe plants or producing R1234y are not available.Rerigerant costs by 10 to 20 times higher thanthose o R134a are mentioned [Sorg 2009; Eustice2010].

In spite o the disadvantages o the rerigerantand o the open questions the German automobilemanuacturers announced in May 2010 that they

will use the ammable, uorinated rerigerantR1234y or air conditioning systems in the newcar types rom 2011 onwards.

3.3.3 Other luorinated rerigerants

In 2009 a chemicals producer presented againa new rerigerant mixture o uorinatedhydrocarbons which, however, will be onlyavailable on the market at the earliest in 2014.The global warming potential will be close to 150.This mixture will be also ammable. However, thisrerigerant will be in energetic respect better thanR134a and R1234y [Low 2009; Low, Schwennesen2009; UNEP 2010]. Further inormation is, or thetime being, not available so that it is not possibleto assess the rerigerant mixture.


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4. Future Perspectives

CO2

is the new rerigerant suited best or mobileair-conditioning systems in passenger cars. CO

2

is not ammable and has a good rerigerationcapacity. CO

2air conditioning systems are energy

efcient: in summer the additional consumptionis lower and in winter the air conditioning system

may be switched over to unction as heat pump.CO

2is worldwide available at avourable prices.

As rerigerant CO2

has the highest and most cost-eective reduction potential or greenhouse gasemissions or cars worldwide. The emission o thererigerant R134a will rise worldwide; withoutreduction measures the emissions will total tomore than 180,000 tons worldwide in 2020. Thiscorresponds to roughly 240 million tons o CO

2-

equivalents16. I CO2

was used as rerigerant these

emissions might be largely avoided. To reacha comparable saving by taking engine-relatedmeasures the automobile manuacturers wouldhave to reduce the uel consumption by about10%17.

Though the uorinated rerigerant R1234y ulflsthe demands made by the Directive 2006/40/EC relating to emissions rom air-conditioningsystems in motor vehicles it is not a solutionimproving sustainably climate protection. Theglobal warming potential o R1234y is by our

times higher than that o CO2. I the mobileair-conditioning technique so ar applied ismaintained substances dangerous to climatelike R134a or other cheaper rerigerants may bereflled. This will not be possible or systems withthe rerigerant CO

2.

Also or mobile air-conditioning or uture highlyefcient vehicles with internal combustionengines, yet also or hybrid and electric vehiclesthe rerigerant CO

2is technologically the best

solution to efciently combine cooling andheating.

On the whole or technological reasons androm the viewpoint o climate protection thererigerant CO

2will be also in uture the best

alternative or mobile air-conditioning.


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5. Literature

BAM - Bundesanstalt r Materialorschung und-prung (2010): Ignition behaviour o HFO1234y. FinalTest Report, 22. Juni 2010, Messungen im Autrag desUmweltbundesamtes, Frderkennzeichen 363 01 262,(http://www.umweltbundesamt.de/produkte/dokumente/test_report_ho1234y_2010_06.pd ,

27.08.2010).

Chemie.DE - Inormation Service GmbH (2010):Honeywell erhlt europisches Patent r Khlmittelmit niedrigem Treibhauspotenzial. Pressemitteilungchemie.de vom 6. Januar 2010 (http://www.chemie.de/news/d/111381/, 23.06.2010); Patent Nr. EP 1 716 216B9, Titel: Compositions Containing Fluorine SubstitutedOlefns (https://data.epo.org/publication-server,25.10.2010).

COM - European Commission, DG Environment (2003):How to Considerably Reduce Greenhouse Gas Emissionsdue to Mobile Air Conditioners. Consultation Paper,Brssel, Belgien: COM.

Dargay, Joyce; Gately, Dermot; Sommer, Martin (2007):Vehicle Ownership and Income Growth, Worldwide:1960-2030. January 2007, Joyce Dargay, Institute orTransport Studies, University o Leeds, England, UK

Dixon, Liz (2010) Results o Shrieve Evaluationso 1234y Rerigerant on Mobile A/C Lubricant

Perormance and System Chemistry. SAE AutomotiveRerigerant and System Efciency Symposium, 13-15.Juli 2010, Scottsdale, Arizona, USA.

Du Pont (2009): Material Saety Data Sheet2,3,3,3-Tetrauoro-1-propene. 1. Dezember 2009.EPA - US Environmental Protection Agency (2003):Questions and Answers on Alternative Rerigerants.(www.epa.gov/ozone/snap/rerigerants/qa.html#q12 30.10.03).

EPA - Environmental Protection Agency (2008):,40 CFR Part 82 Alternatives or the Motor VehicleAir Conditioning Sector Under the Signifcant NewAlternatives Policy (SNAP) Program, Protection o theStratospheric Ozone, Final rule. EPAHQOAR20040488, FRL85781, Federal Register, Vol. 73, No. 114,,June 12, 2008, Rules and Regulations, S. 33304.

Eustice, Harry (2010): A Vehicle ManuacturersPerspective on Alternative Rerigerant Development.General Motors, MAC UNEP Workshop 3.-4 Juni 2010,Nanjing, China: UNEP.

GHS (2008): Verordnung (EG) 1272/2008 desEuropischen Parlaments und des Rates vom16.Dezember 2008 ber die Einstuung, Kennzeichnungund Verpackung von Stoen und Gemischen, zur

nderung und Auhebung der Richtlinien 67/548/EWGund 1999/45/EG und zur nderung der Verordnung(EG) Nr.1907/2006 http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:353:0001:1355:DE:PDF,27.08.2010).

Graz, Martin (2009) Investigation on Additional FuelConsumption or a R134a and R744 AC-System in a VW

Touran. VDA Alternate Rerigerant Wintermeeting, 11.-12. Februar 2009, Saalelden, sterreich,(http://www.vda-wintermeeting.de/Presentations.24.0.html, 23.07.2010).

Grimm, Ulrich (2010): Complex Interactions o LowGWP Rerigerants, A/C Oils, and Materials in MACCircuits. SAE Automotive Rerigerant and SystemEfciency Symposium, 13-15. Juli 2010, Scottsdale,Arizona, USA.

Haner, Armin; Jakobsen, Arne; Neks, Petter; Pettersen,Jostein (2004): Lie Cycle Climate Perormance (LCCP)o Mobile Air-Conditioning Systems with HFC-134a andR-744. VDA Alternate Rerigerant Wintermeeting, 18.-19. Februar 2004, Saalelden, sterreich.

Haner, Armin; Neks, Petter (2007): GlobalEnvironmental and Economic Benefts o IntroducingR744 Mobile Air Conditioning. SINTEF Energy Research,Norwegen, (http://www.r744.com/article.view.php?Id=532, 13.09.2010).

Heckt, Roman (2004) CO2 Heat Pump- optimized or ueleconomy - Assessment o Dierent Rerigerant BasedSupplemental Heaters in Vehicle Testing. VDA WinterMeeting, 18. Februar 2004, Saalelden, sterreich,http://www.vda-wintermeeting.de , 20.07.2010).

Heinle u. a. (2003): Zuheizsysteme r efzientePkw-Motoren. In: DKV-Tagungsbericht 2003, Bonn,Arbeitsabteilung III, 19.-21. November 2003, Stuttgart:DKV.

Hoare, B. (2010): Natural Rerigerants an update romdownunder.Green Cooling Association, Atmosphere2010 http://www.atmosphere2010.com/fles/speakers/presentations/pd/Hoare_green_cooling_association.pd

Honeywell (2008): Material Saety Data Sheet2,3,3,3-Tetrauoroprop-1-ene, HFO-1234y. 10 .November2008.

Hurley, M.D., Wallington, T.J., Javadi, M.S., Nielsen, O.J.(2008): Atmospheric Chemistry o CF3CF=CH2: Productsand mechanisms o Cl atom and OH radical initiated

oxidation. Chemical Physics Letters 450, S. 263-267.

Kajihara, Hideo; Kazuya, Inoue; Kikuo, Yoshida;Ryuichi, Nagaosa (2010): Estimation o environmentalconcentrations and deposition uxes o R-1234-
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1 HFC are hydrocarbons consisting next to carbon onlyo hydrogen and uorine.

2 The global warming potential (GWP) indicates byhow many times more a substance contributes to thewarming o the earth atmosphere as compared withcarbon dioxide. The greenhouse eect is absolutelynecessary or lie on earth; the gases in the atmosphere

retain partly the heat radiation o earth. The principleis similar to that in a greenhouse, thereore thename. The problem is that since industrialization hasstarted ever more greenhouse-eective substances arereleased into the atmosphere (so-called anthropogenicgreenhouse eect) contributing to a rising o thetemperatures on earth and resulting in urther changeso the climate.

3 Inormation: According to latest calculations theglobal warming potential (GWP) totals about 1430 or

R134a: all fgures used here are taken rom calculationsor the World Climate Council (IPCC) where the actor1300 has still served as basis o calculation. Whenreerring to the GWP, usually the GWP value or aperiod o 100 years (GWP100) is used.

4 Average annual driving perormance (distancecovered) 14,000 km/year [TREMOD 2010], CO2 emissiono an economical car approx. 120 g/km

5 Emission per car and year :10 % at an average totalrerigerant charge o 0.69 kg (2008) result to 69 g o

rerigerant/year, annual driving perormance o 14,000km/year, Greenhouse eect (GWP 100) o R134a = 1,430

6 EU Directive 2006/40/EC o the European Parliamentand the Council o May 17, 2006 relating to emissionsrom air-conditioning systems in motor vehicles andthe amendment o Directive 70/156/EC o the Council,Ofcial Journal o the European Union no. L 161, June14, 2006, p. 12-18

7 MAC Mobile air-conditioning

8 The directive reers to smaller motor vehicles orpassenger transport (vehicle category M1) and orgoods transport (vehicle category N1, class 1). CategoryM1 includes notably passenger cars and small buses,yet also special vehicles such as motor-caravans,ambulances and hearses and armoured and wheel-chair accessible vehicles. Category N1, class 1 involvessmaller commercial vehicles such as small utilityvehicles, yet also special vehicles such as caravans.

9 Vehicles o the categories M1 and N1, class 1, with

type-approvals beore January 1, 2011.

10 CFCs (Chlorouorocarbons) damage the ozonelayer and intensiy the greenhouse eect, PFC(ully uorinated hydrocarbons) and HFCs

(hydrouorocarbons) intensiy only the greenhouseeect. That is why PFCs and HFCs became, frst o all,substitutes or CFCs.

11LCCP (Lie-Cycle Climate Perormance) is the analysiso the lie cycle calculating the eects o a producton the climate. A US car manuacturer developedthis programme allowing to calculate the emission

o climate-eective gases o air conditioning systemsin passenger cars with various rerigerants (LCCP).Here, the direct and indirect emissions o greenhousegases are determined over the whole lie cycle o themobile air-conditioning system rom its productionvia its operation up to its disposal. However, dierentresults are obtained or the individual rerigerantsdepending on the data, measured values andtechniques used as basis. A LCCP is not as detailed asa lie-cycle analysis including in addition to climate-eective also other substances and other eects e.g.

toxicity and acidifcation and considering apart romthe atmosphere other media such as soil, air, plants.Moreover an obligatory standard or making up LCCPdoes not exist so ar.

12 Foreseeable leakage o the passenger compartmentshall not result in R152a concentrations o more than3.7 % by vol. or more than 15 seconds i the ignitionsystem is switched on.

13 CFC R12 - a rerigerant damaging the ozone layerand having a high greenhouse eect- is prohibited

since 1995 in Germany and was used or mobile air-conditioning o passenger cars beore the introductiono R134a.

14 Decomposition products o R134a are e.g. HC(O)F andCF3-radicals at the earth surace and CF3C(O)F in thetropopause (atmospheric layer, the upper boundarylayer o the tropoause is in a height o approx. 10to 15 km, above which the essentially less movedstratosphere begins) [Tuazon, Atkinson 1993; Hurleya.o. 2008].

15 AEGL = Acute Exposure Guideline Levels, publishedby the US National Research Council and NationalAcademy o Science, AEGL 2 value or HF is 95 ppm(duration 10 minutes).16 Data rom literature [UNEP 2009], with 1.5 billion carsestimated in 2020 this corresponds to 160 kg o CO2-equivalents per passenger car and year [Dargay 2007]

17Estimated with 120 g/km CO2 emissions per car andan annual driving perormance o 14,000 km/year

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