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6 Transport Refrigeration 6.1 Introduction Since 2015, the transport industry in Europe started to phase in lower-GWP refrigerant R-452A with a GWP of 2141 in new and existing systems instead of R-404A. In parallel research and development, field trials and limited production quantities on natural solutions (such as R-744 and R-290) continue. Flammability, efficiency and availability along the transport routes are the main concerns affecting the future refrigerant choices of the transport industry today. 6.2 Types of equipment and applications The equipment described in this chapter includes refrigeration systems in trucks, trailers and reefer containers, refrigeration and air conditioning systems aboard ships, and air conditioning systems in railway cars. Transport applications have specific challenges such as shock, vibration, corrosion and extreme operating ambient conditions, this leads to design choices different from other refrigeration applications described in other chapters. 6.3 Options for new equipment 6.3.1 Truck and trailer 6.3.1.1 Non-flammable solutions R-452A was introduced during 2015 as a customer option on new truck and trailer refrigeration units. R-404A continues to be offered widely elsewhere, but in Europe, concerns with R-404A availability have quickly made R-452A a preferred choice. By July 2015, one manufacturer had sold over 500 units with R-452A within the first three months on the market (TK, 2015). During 2016-2017, at least two large manufactures had started offering R-452A as standard in Europe. In 2017-2018 the vast majority of newly produced trucks and trailers in Europe use R-452A. R-452A has similar cooling capacity, reliability and refrigerant charge as R-404A. The features supporting R-452A for use in transport refrigeration include non-flammability and low compressor discharge temperatures. The close property match of R-452A to R-404A gives customers the option to retrofit their existing fleets and operate on R-452A later, should they wish. The conversion does not require component changes and it can be carried out in the field during the life of the product. The main limitation of R-452A lies in its GWP, 45% lower than R-404A, but higher than HFC- 134a or flammable alternatives. Considering the phase down steps required by the EU F-gas regulation, it is possible that in the future R-452A availability may become a concern, and lower GWP solutions may need to be developed and introduced. R-448A and R-449A are examples of refrigerants that stand out as “lower” GWP options (both approx. 1400, similar to HFC-134a). However, their discharge temperatures are higher, and require a significant system re-design in order to achieve comparable capacity, efficiency and reliability. This makes them unsuitable for retrofits. Furthermore, given that their GWP is only 30% lower than R-452A, it is unclear if the customer base will accept a change that may have a short life. HFC-134a is being used in small direct drive systems, and one manufacturer uses R- 410A in their truck unit. Non-flammable alternatives to HFC-134a such as R-513A are being tested, but no commercial solution is yet available in road transport. R-404A continues to be used in new truck and trailer applications outside of Europe. 2018 TOC Refrigeration, A/C and Heat Pumps Assessment Report 121PDF Image | Heat Pumps Technical Options
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