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10 Vehicle air conditioning 10.1 Introduction Road vehicles (i.e., cars, trucks, and buses)10 built before the mid-1990’s mostly used CFC-12 as the refrigerant with some HCFC-22 use in buses in a vapour compression cycle. From that period onwards the evolution is characterised by legal constraints and regulations. Since then and until recently, in response to the Montreal Protocol’s phase-out of controlled substances with significant Ozone Depletion Potential (ODP)2, new vehicles with air conditioning (AC) have been equipped with systems using HFC-134a, with the use of some R-407C in buses. By the year 2000, the transition from CFC-12 to HFC-134a as an Original Equipment Manufacturer (OEM) refrigerant, for factory installed AC systems, was complete in all non- Article 5 countries. The transition to HFC-134a in Article 5 countries was completed around 2007. In addition, since the mid-1990’s, development and deployment of refrigerant alternatives have been underway due to replace HFC-134a because of its high Global Warming Potential (GWP)11. Today, nearly all light duty vehicles in Europe and a significant portion in the United States and some other countries are delivered with HFO-1234yf mobile air conditioners (MACs). In addition, as of the year 2017, two German OEMs have started to deliver some of their premium models with R-744 (carbon dioxide) equipped MACs. This chapter covers the new developments since the RTOC 2014 Assessment Report including the evolution related to the vehicle electrification (e.g., the adoption of the heat pump mode). Details on system design and history of refrigerant system development are included in preceding RTOC reports. Even though railway (train) air conditioning falls within mobile mass transit because of the similarity of technology, this sector is covered in Chapter 6 (Transport Refrigeration) 10.2 Types of equipment and future trends Light duty vehicles use from 0.3 kg to 1.4 kg refrigerant charge, while for buses the charge could be from 8 kg up to 16 kg as a function of the vehicle category (e.g. simple bus, articulated bus). Currently there are approximately 1,000 ktonnes of refrigerant in vehicles considering that there are about 1.3 billion road vehicles circulating (see https://www.statista.com/statistics/281134/number-of-vehicles-in-use-worldwide/). Estimating that 75% of circulating vehicles are equipped with MAC, and assuming a yearly renewal rate of 8% (e.g. 100 million units approx.), the refrigerant demand (excluding service) is about 75 ktonnes/year. After the switch from CFCs to HFCs in the mid-1990's, HFC-134a has been the refrigerant of choice for new equipment as well for retrofits worldwide. In the mid-1990’s the evaluation of lower GWP refrigerant started, as an alternative to HFC-134a. Several synthetic and natural working fluids (e.g. R-744, R-290) have been evaluated and at the end HFO-1234yf has been identified as the preferred candidate by most OEMs because it is almost a drop-in solution in spite of its flammability. 10 Trains applications are covered in Chapter 6 11 Ozone depletion potential (ODP) and Global Warming Potential (GWP) of the refrigerants here are given in chapter 2 of this report. 2018 TOC Refrigeration, A/C and Heat Pumps Assessment Report 189PDF Image | Heat Pumps Technical Options
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