UNEP Workshop on HFCs management.

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Presentation transcript:

UNEP Workshop on HFCs management. Bangkok, 20 - 21 April 2015 Session 3: Challenges and opportunities in addressing high-GWP HFCs in mobile air-conditioning Low GWP systems, including HFO’s and CO2, perceived barriers, costs, safety issues and performance in high ambient temperatures Enrique PERAL ANTUNEZ Climate Control Innovation Senior Manager enrique.peral-antunez@renault.com (+33)176850864

Environmentally friendly refrigerants GWP vs LCCP GWP is important, and the criteria for regulatory initiatives should be ideally the same worldwide (<150 as in EU and USA). But indirect emissions should also be considered (consumption of the MAC systems, fluid production, transportation, etc...)  the best parameter dealing with both direct and indirect emissions is LCCP (Longlife Cycle Climate Performance, see US EPA website) However, the approach in EU and US (GWP<150) is technology neutral, and let the industry to decide on the best choice.

Car industry choice …so far So far, the only option currently available in mass production for MAC is HFO1234yf But its market situation is far away from what we consider to be “normal”, with only 2 providers allowed to commercialized it, and with extremely high prices (as compared to what we consider it is the reasonable cost of production)

Car industry choice R445A (AC6) ? The ideal situation for car industry is one unique refrigerant, used by all car manufacturers, and used globally, as it was the case of R134a. But the current market situation of HFO1234yf pushed OEMs to look for new alternatives; global alternatives  R445A (commonly named AC6) R445A is a 3-molecules blend refrigerant, complying with EU and US regulatory requirements (GWP<150), It is not flammable according to REACH evaluation in EU (which means no-flammable in MSDS), while being A2L according to ASHRAE.

Performance A/C & Heat Pump modes R445A is performing equal or better as compared to R134a, and especially as compared to R1234yf, in A/C mode, and significantly better in heat pump mode  which opens a very interesting potential for Electric vehicles and Hybrids. But performance should not be the only criteria, system efficiency (which ends in fuel consumption for ICE vehicles or driving range for EV’s) needs to be carefully addressed. In hot climates both R445A and R1234yf are significantly more efficient than R744 (CO2). R445A seems to be the best comprise between performance and efficiency at any external climate condition, but also regarding costs.

Costs Using the existing technology of components in the AC loop is a key factor for decision. This is the case for R445A and R1234yf, but it is rather the opposite for R744. The need of a new technology of components for R744 (with additional components and more severe requirements due to the extremely elevated working conditions) makes the R744 option very expensive as compared to HFOs Within HFOs, R445a is claimed to be easier to be produced as compared to R1234yf, so it is supposed to be cheaper  to be confirmed.

Safety Both R1234yf and R445A have been deeply evaluated by the industry (3-years SAE programs) and declared as “suitable & safe refrigerants for the use in MAC systems”. This has also been confirmed by EC (JRC) in 2013. R445A, been less flammable than R1234yf (no-flammable according to REACH in EU), poses even a lower level of risk.

Regulatory initiatives Impact on the industry The automotive industry is committed to sustainability as demonstrated by its continual investments in vehicle technology, intelligent transport systems and cleaner production processes, which have already played a significant part in cutting emissions and improving safety. However, we need to be careful to avoid creating a double penalty on the industry because of the impact of administrative burdens and overlapping legislations. This is the case in EU, where automotive industry is already complying with the MAC Directive (2006/40/EC, banning the use of >150GWP fluids), but it is now also impacted by the F-gas regulation (EU 517/2014) because of the late inclusion of MAC in its scope.