SAE CRP1234
`
`Industry Evaluation of low global
`warming potential refrigerant
`HFO1234yf
`
`HFO1234yf
`
`CF3CF=CH2
`
`12/9/2008
`
`Project Summary
`
`1
`
`F3C
`
`F
`
`C
`
`CH2
`
`Arkema Exhibit 1086
`
`1 of 22
`
`
`
`Industry Evaluation of low global
`warming potential refrigerant
`HFO1234yf
`
`HFO1234yf
`
`CF3CF=CH2
`
`12/9/2008
`
`Project Summary
`
`1
`
`F3C
`
`F
`
`C
`
`CH2
`
`Arkema Exhibit 1086
`
`1 of 22
`
`
`
`Europe MAC Directive EU2006/40/EC
`
`• In 2006, the European Commission ordered the
`phase-out of the refrigerant R-134a in mobile air
`conditioning (MAC) systems for vehicles sold in
`Europe.
`– The EC mandated that autos and light trucks use refrigerants
`with a global-warming potential (GWP) not higher than 150.
`
`– The use of R-134a, hydrofluorocarbon (HFC) refrigerant, will be
`banned in all new type vehicles starting in 2011, and in all cars
`by 2017.
`
`• Because of the long lead times in car design,
`global automakers who sell in Europe are
`currently evaluating alternative refrigerants.
`
`12/9/2008
`
`Project Summary
`
`2
`
`2 of 22
`
`
`
`HFO1234yf Cooperative Research
`
`•In 2007, global automobile manufacturers and suppliers
`along with industry experts and independent test
`laboratories initiated the SAE Cooperative Research
`Programs CRP 1234-1 and CRP1234-2 to investigate the
`safety and performance of HFO1234yf for use in Mobile Air
`Conditioning.
`
`•The Cooperative Research Program (CRP) was sponsored
`by major automobile manufacturers including: Chrysler,
`Fiat, Ford, General Motors, Jaguar, Land Rover, Hyundai,
`PSA, Renault, and Toyota.
`
`12/9/2008
`
`Project Summary
`
`3
`
`3 of 22
`
`
`
`3fiE/nternat/'ona/
`
`These OEMs account for approximately 70 percent of all
`new vehicle sales in the European Union and worldwide.
`
`Brands represented
`
`W
`
`‘ @ 3 3
`
`@@@@w@
` VAUXHALL
`
`~
`
`_ V .
`
`A
`
`SUBARU
`
`az=7@ «m®rEL9<2.5.§%.. 9 A
`
`m
`
`J AG U A
`
`PONTIAC.
`
`r\.—'/
`
`Au‘ @ A U?!»
`
`F
`
`7
`
`@D 3 Isuzu DAIHATSU QNISSANDIESEL
`
`I
`
`‘ 1
`
`2/9/2008
`
`Project summary
`
`
`
`HFO1234yf Cooperative Research
`
`The Cooperative Research Programs Investigated
`and confirmed the new refrigerant for:
`– Safety and risk assessment
`– Air-conditioning system performance
`– Material compatibility
`
`HFO1234yf is safe to use in automobiles
`designed for use with HFO1234yf as verified
`through extensive third-party testing.
`
`12/9/2008
`
`Project Summary
`
`5
`
`5 of 22
`
`
`
`HFO1 234yf
`.'i'r"n's’/nternat/'ona/
`A Global Mobile Air Conditioning Refrigerant Solution
`
`Refrigerant Atmospheric GWP
`Lifetime
`
`R134a
`
`13 years
`
`1430
`
`HFO1234yf
`
`11 days
`
`R744
`
`100 years
`
`4
`
`1
`
`
`
`
`Global warming potential (GWP) is a measure of how much a given mass of greenhouse gas is
`
`
`
`
`
`estimated to contribute to global warming. It is a relative scale which compares the gas in
`question to that of the same mass of carbon dioxide (whose GWP is by definition 1).
`GWPs are calculated as the ratio of the radiative forcing that would result from the emissions
`of one kilogram of a greenhouse gas to that from emission of one kilogram of carbon dioxide
`over a period of time (usually 100 years).
`
`
`
`
`
`
`
`HFO1234fi:
`
`fuel and have fewer emissions than HFC134a.
`
`- Global Warming Potential well below the EU regulations of 150.
`
`- Low atmospheric lifetime
`
`- Highly energy-efficient refrigerant, meaning autos with HFO1234yf use less
`
`
`
`315/f7l‘€’f /7:31‘/“O/"W Green House Gas (GHG) Emission from Refrigerant Use
`
`emission of the vehicle.
`
`Air conditioning systems derive their
`
`power to run from the car’s engine, so
`
`their efficiency impacts the
`greenhouse tail pipe exhaust gas
`
`Vehicle Lifetime LCCP CO2-eq Direct and Indirect Emissions
`for Various Altemate Refrigerants and World Climatic Conditions
`
`
`
`Cl Indirect Contribution
`
`
`I Direct Contribution
`
`Typical Resultfmm _
`GREEN-MAC LCCP i
`
`
`
`
`
`R-744-OTB HFC-134a
`
`
`
`HFO-1234yt
`
`R-744-OTB
`
`Frankturt
`
`
`
`
`
`HFC-1348
`
`‘ HFO-1234yf
`Phoenix
`
`Direct emissions:
`
`The greenhouse gas emissions resulting
`from the direct emission of the
`refrigerant.
`
`Indirect emissions:
`
`The greenhouse gas emissions (CO2)
`resulting from the power needed to run the
`
`' air conditioning system. The majority of total
`% GHG emissions come from this, especially
`
`
`
`
`
`LCCPC02-eqEmlsslons(kg)
`
`Q for low GWP fluids.
`
`’
`
`h
`
`.
`In developing a low-GWP solution, one must look at the GHG impact of the refrigerant
`
`and its efficiency with an eye on total greenhouse gas emissions
`
`‘
` 5,’
`
`T’
`
`
`
`SAE/nternat/'ona/
`
`G
`
`E N_MAc_LCcP©
`
`- 50 world experts have agreed an LCCP Model:
`—Experts from Industry, Governmental and Non-Governmental
`Organizations, National Laboratories, and Academia
`
`—Transparent assumptions, calculations, and results
`
`- Globally peer reviewed and accepted worldwide as the
`most credible method of comparing the Life Cycle GHG
`emissions of alternative refrigerants
`
`- Hosted on the US EPA’s website:
`http://www.epa.gov/cppd/mac/
`
`I
`
`- SAE has developed standard SAE J2766 addressing
`_ C s stem Life C cle Anal sis
`
`‘,
`.
` 12/9/2008
`
`Project Summary
`
`
`
`3r‘5'='/m‘emat/Ona/
`
`Life Cycle Climate Performance (LCCP)
`
`Refrigerant ...............
`
`uFACTURIN
`
`°°2
`3
`
`Direct Emissi£‘)ps___...-"f
`co ,9
`‘W
`
`Transportatio I
` '33’ Breakdown
`
`12/9/zoos
`
`Project summary
`
`Refrigerant End-of-Life
`
`
`
`31E/nternat/'ona/
`
`G N_MP©
`
`Regular Emissions
`
`Irregular Emissions
`
`Service Emissions
`
`Energy Consumption of AC
`System and Engine Cooling Fan
`
`Energy Consumption to Make
`Components
`
`Energy Consumption to Make
`Refrigerant
`
`End-of-Life Emissions
`
`Energy to Transport Each
`
`Component
`
`Leakage from Refrigerant Production
`and Transportation
`
`Energy for the End-of-Life
`Recycling and Recovery
`
`12/9/zoos
`
`Project summary
`
`
`
`3-‘IE/nternat/'ona/
`
`H F01 234yf
`Superior Environmental Performance in all Climates
`
`2017 Global CO2-Eq by Region
`
`I Baseline R-134a
`
`I HFO1234yf
`
`IARCRPII R744 OTB
`
`"
`
`Africa & M_East
`
`’
`
`E_Europe
`
`N. America
`
`3. 8: C. America
`
`W_Europe
`
`The data above is based on bench data from CRP1234-1 and earlier research on R744 in the
`
`I
`
`
`
`Alternate Refrigerant CRP conducted in 2003.
`Life Cycle Analysis is done per the latest GREEN-MAC-LCCP© model described in SAE J2766.
`The results assume the use R134a for vehicles in the fleet prior to 2011 and all new vehicles
`produced after 2011 have the new refrigerant.
`[ARCRPII =the second phase of the Alternate Refrigerant CRP. OTB=0rifice with a Bypass for expansion device.]
`3.
`
` Pro'e¢;t m_m_ary
`
`
`
`5"5’”t9”73“'0’7<9/
`
`HFO1234yf and Safe use in Cars
`
`Extensive Toxicity Testing at Leading Labs
`
`-
`
`Independent, global testing laboratories have
`
`conducted comprehensive toxicity tests on
`
`HFO1234yf and based on these tests it is
`concluded that HFO1234yf is safe for use in
`mobile air conditioning.
`
`Flammability Testing at Leading Labs
`
`-
`
`In the event of a car fire, HFO1234yf -— like
`other materials found in an automobiles such
`as plastic parts -- will burn and release
`hazardous materials. However, there have
`been no documented cases where combustion
`
`
`
`of automotive refrigerants has resulted in injury
`or death.
`Flammability testing at lneris and Exponent
`labs have not indicated flammability risks
`either in the passenger compartment or engine
`compartment.
`
`
`
`HFO1234yf toxicology has been thoroughly evaluated by experts from around the world
`and is judged to be safe for use in mobile air conditioning systems
`
`
`
` 12/9/2008
`
`Project summary
`
`E
`
`I
`
`W1 I«
`
`W Researsh Laboratories
`The Umted States
`
`TN0 Pharma
`The Netherlands
`
`Eggggmeer:
`United States
`
`
`
`I
`
`i
`
`g
`
`......
`
`
`
`‘J
`
`1
`
`i
`
`at; i
`
`
`
`“W .tt ‘Mi KM 21
`
`hllp:lIwww.gradientcorp.comfindex.hlml
`
`
`
`Hydrogen Fluoride Formation
`• Hydrogen fluoride (HF) can be formed when fluorine
`containing refrigerants are exposed to an open flame
`• Risk assessments have concluded there is an extremely
`low probability of a fire associated with HFO-1234yf
`during an accidental release. Therefore, there is an
`extremely low probability of HF formation.
`In the unlikely event of an accidental refrigerant release,
`where HFO-1234yf or HFC-134a are exposed to a flame
`(such as a butane lighter), experimental tests have
`confirmed the amount of HF formed is extremely low and
`similar for HFO-1234yf and HFC-134a.
`• There have been no known published medical reports of
`any documented injuries attributed to HF formed during
`accidental release of HFC-134a. HFC-134a has been
`used for more than 16 years in the automotive industry.
`
`•
`
`12/9/2008
`
`Project Summary
`
`13
`
`13 of 22
`
`
`
`S-‘lE/nternat/'ona/
`
`Pe1'meation*
`
`Com 0 atibili
`
`Oil A
`HFO1234
`
`Oil-B
`HFO1234
`
`Oil-C
`R134a
`
`Permeation
`
`HFO1 234yf
`
`Permeation
`
`Table 1a — Overall Project Summary — Material Compatibility and
`366' z2
`
`DM-1
`DM-2
`
`BR-1
`BR-2
`BR-3
`I I
`_\
`
`CRP1234-2
`
`Material
`
`Compatibility
`Summary
`
`No significant issues
`with materials are
`
`found.
`
`
`
`rmal Temp. Hoses
`
`N
`
`- h Tem . Hoses
`
`ermo-plastics
`S-1
`3-2
`
`Table 1b — Overall P1'o'ect Summarv —0ils*
`
`Thermal Stability
`R134a
`HFO—
`1234
`
`Miscibility
`R134a
`HFO—
`1234
`
`Daniel Plots
`R134a
`HFO—
`1234
`
`.--m-
`
`*Green color indicates no issues were
`
`noted, Yellow color indicates
`
`improvements are suggested, no color
`indicates materials were not tested.
`
`
`
`HFO1234yf Alternative Conclusion
`
`• Thorough International testing, including
`independent, third-party, documented
`tests by the SAE International --
`Engineers and automakers using real-
`world conditions have demonstrated that
`HFO1234yf is safe to use in mobile air
`conditioning.
`
`12/9/2008
`
`Project Summary
`
`15
`
`15 of 22
`
`
`
`SAE H F01 234yf Standards
`-'*""E’"‘e’"a*”°"a’
`Members from both the CRP1234-1
`and 2 groups’ together
`the
`
`SafetyStandardsforMotorVehicleRefrigerantVapor
`
`compression systems
`
`
`
`Systems
`
`Measurement of Passenger Compartment_Refrigerant
`Concentrations under N6 system refrigerant
`leakage conditions
`
`J2772
`
`*t*':2:;::*i::;:::;°:i:°;::;:::::;::;;::'vst
`
`Evaporator Design Certification for OEM and service
`
`ICCC [Interior Climate Control
`Committee] have developed nine new
`or revised SAE standards to assure
`that
`is
`to _
`rnobne alr Condltlonlng Systems In a
`safe manner. Furthermore, many of
`
`the members at this team as wet as
`
`the
`
`r.__ssssss
`§;l‘§§‘ ‘%-ET
`
`T”
`
`_
`
`0"?
`
`1
`
`replacement
`Refrigerant Recovery- Recycle-Charging Equipment
`
`for Mobile Automotive Air Conditioning Systems
`
`Refrigerant Purity and Container Requirements for
`Refrigerant Used in Mobile Air-Conditioning
`SV5‘°'“‘
`SAE ICCC are working with the ISO
`Technician Certification for Servicing and Refrigerant
`\ TeChniCa| COrnfnittee 22, WOf'king
`ContainmentofAIC Systems
`‘ Group
`to develop a new
`
`
`Refrigerant Recovery Only Equipment for Mobile
`1 Standard for mobile air Conditioning
`
`Safety_
`Automotive Air Conditioning Systems
`
`
`
` Project Siirrlmary
`
`
`
`R744 Alternative
`Carbon dioxide (R744) has been put forward as
`alternative to meet EU regulations.
`
`• Lifecycle climate analyses indicate that R744
`based solutions will produce 10-15% more total
`CO2 equivalent emissions than a HFO1234yf
`solution.
`
`• R744 AC system performs poorly in hot climates
`
`• Requires all new components in the MAC system
`
`• Adoption rate will be slower due to complexity
`
`12/9/2008
`
`Project Summary
`
`17
`
`17 of 22
`
`
`
`CO2 Potential Health Effects
`~"""'=”"?e’f’at"0"a’
`mmmwlwfiwlmwilln
`
`17-30
`
`7-10
`
`Sechzer et al. 1960, cited in > 10-15
`
`
`0-60 seconds Loss of controlled
`activity.
`unconsciousness. death
`
`1-3 minutes
`
`Dizziness, drowsiness,
`muscle twitching,
`unconsciousness
`
`Headache, increased
`heart rate, shortness of
`breath, dizziness,
`sweating, rapid breathing
`
`OSHA 1989: CCOHS 1990,
`Dalgaard et al. 1972; CATAMA
`1953, cited in USEPA 2000:
`Lambertsen 1971
`
`Wong 1992: CATAMA 1953;
`
`USEPA 2000
`
`Wong 1992; Sechzer et al. 1960
`and OSHA 1989, cited in USEPA
`2000
`
`decrement
`
`hours
`
`<16 minutes Headache, dyspnea
`
`1992
`
`disturbances
`
`Significant degradation Wamsley et al. 1975. cited in Wong
`in pilot perfonnance
`1992
`during landing;
`unacceptable increase in
`touch down sink rates
`
`Drop in body
`temperature (one degree);
`
`Brown 1930. cited in Wong 1992
`
`no deficit in performance >;__zH9U3
`
`
`on Army Intelligence
`Test
`Headache. dizziness,
`Schulte 1964, Schneider and
`increased blood pressure, Truesdale 1922, Patterson et al.
`uncomfortable d s nea
`1955, cited in USEPA 2000
`Mild headache, sweating.
`
`dyspnea at rest
`
`mild exertion
`
`http://www.epa.gov/
`
`Ozonelsnaplfirelcozl
`
`co2report_pdf_
`
`
`
`
`Project Summary
`
`NL».lb.5;U:U:U:
`
`4
`
`
`
`12/9/2008
`
`minutes
`
`Several
`B‘EU)
`
`
`
`
`
`-‘1’-='-'=’/ntematI’0na/
`
`HFO1234yf vs R744 Summary
`
`HFO1234yf
`
`R744
`
`Environmental Impact
`
`Lower total greenhouse gas
`emissions than either
`134a or C02
`
`10-15% more total global
`warming emissions than
`HFO1234yf
`
`Atmospheric Lifetime
`
`11 days
`
`> 100 years
`
`Drop-in Solution?
`
`Near drop—in solution
`
`New system design required
`
`Ability to Cool Auto
`
`Interior
`
`Superior performance
`
`in all climates
`
`Less effective/efficient in hot
`
`climates — where air
`.
`.
`.
`.
`condltlonlng IS used more
`
`afety
`
`Safe for use in automotive air
`C0nditi0nin9 aPP”Cati0nS
`with proper mitigation
`
`Safe for use in automotive
`air conditioning applications
`With PTOPGT miti9ati0n
`
`’
`
`‘ 1
`
`2/9/zoos
`
`Project summary
`
`
`
`315International
`
`Conditions for Safe Use
`
`- HFO1234yf
`
`R744
`
`Concentration must be less than
`
`6.2% [LFL] in all areas of the interior
`
`Ignition sources of high energy
`
`content should be avoided [3OOV
`systems may be a concern]
`
`- Both ignition sources and
`concentration are required for there
`
`to be a concern
`
`EPA recommended that for safe use
`
`for R152a, concentration shall not
`
`exceed LFL for more than 15
`
`seconds
`
`- A similar requirement is expected for
`
`HFO1234yf
`
`Plumbing Underhood must be routed
`to avoid impingement on hot
`surfaces or shielded [similar to other
`flammable fluids criteria]
`
`— Concentration may not exceed 3%
`for more than 15 minutes
`
`according to EPA proposed
`guideline for safe use.
`
`- Odorant does not help to meet
`this requirement
`
`— Normal occupant breathing in the
`vehicle may cause elevated CO2
`
`levels [1-2%] when MAC is in
`RECIRC or off mode
`
`- Decreasing allowable R744 refrigerant
`leakage amount
`
`— Leakage rates will be higher with
`the same diameter leak due to
`
`higher pressures [Est. 21g/s vs..
`12g/s for HFO1234yf for 6.5mm
`hole]
`
`- Same mass displaces more
`
`volume
`
`Project Summary
`20
`12/9/2008
`
`
`
`
`.‘1"‘r‘aE/nternat/'ona/
`
`Risk Assessments
`
`- Risk Assessments Completed
`— Independent Assessments
`
`- SAE Cooperative Research Project
`
`- JAMA/JAPIA Assessment
`
`- Fiat/Renault/PSA Assessment
`
`— Risk is less with HFO1234yf as compared to R744
`
`0 United States
`ocanaoa
`olntemabonal
`
`D.\'\' Climale Change Senices
`
`ll:"uinll
`
`‘HUIn...l
`
`CD W9:9: m :F.
`
`http://wvvw.dnvcert.com/dnv/c|imatechange
`
`12/9/zoos
`
`Project summary
`
`
`
`Overall Conclusions
`
`• HFO1234yf safety mitigation strategies can be developed.
`– Risk is lower because you need 6.2% [vs 3%] concentration and
`also an ignition source of sufficient energy must be present
`
`– Should HF be formed in unlikely event of fire, it is the same risk that
`currently exists today. (In use over 16 years in millions of A/C
`systems)
`
`• Need to develop additional risk mitigation strategies for
`R744
`– Risk is higher because threshold is lower [3% time weighted
`average over 15 minutes]
`• Risk mitigation strategy needs to mitigate risk by not exceeding
`threshold
`
`• Background passenger cabin concentration due to respiration makes
`mitigation difficult
`
`12/9/2008
`
`Project Summary
`
`22
`
`22 of 22
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