Secondary Loop – Mobile Air

Conditioning (SL-MAC) Project:

Final Results
Timothy Craig, MAHLE Behr Troy
Sourav Chowdhury, PhD, MAHLE Behr Troy
Nancy Sherman, PhD, Institute for Governance & Sustainable Development

With thanks to UNEP’s Climate & Clean Air Coalition to Reduce Short-Lived
Climate Pollutants (CCAC) for project funding
Good News!

The 2016 Kigali

Amendment to the
Montreal Protocol will
phase down HFCs and
can prevent the red
business-as-usual
scenario from happening

Source: SAE Paper # 2019-01-0909 2

Not-so-good news: low-GWP MAC refrigerants are used in only a fraction of
vehicles sold globally. Solutions needed for growing & emerging markets.
Light
Passenger
Year commercial Total HFO-1234yf-equipped vehicles
vehicles
vehicles
worldwide by the end of 2018: 65-85 million
2013 65,745,403 17,728,042 per Chemours estimates
2014 67,782,035 17,897,835

2015 68,539,516 18,617,410

Source: 1234facts.com, 4 March 2019
2016 72,105,435 19,135,852

2017 73,456,531 19,387,815

Total vehicles sold since HFO-1234yf mobile AC
first commercialized: over half a billion
2018
75,000,000 19,500,000
(estimate)
Total: 422,628,920 112,266,954
Source: SAE Paper # 2019-01-0909 3
 What is a secondary loop MAC system?

Direct expansion system Secondary loop system

Andersen et al., 2014 Andersen et al., 2014

SL-MACs use refrigerant to chill a fluid (coolant) that is circulated inside the car for comfort;
a reduced charge of flammable refrigerants can be safely used in systems with less emissions
from fewer fittings and shorter refrigerant hoses. Thermal ballast allows coolness to be
retained during short stops and faster cabin cool-down after vehicle re-start. 4
SL-MAC Technology Demonstration
Goal: SL-MAC system with improved power train control
logic to reduce refrigerant emissions and maximize
energy efficiency

Vehicle: TATA Aria 2.2L Dicor is selected vehicle with

front and rear A/C system

Partners: MAHLE & Tata Motors Limited (TML) with

IGSD + dozens of collaborators and advisers

Refrigerants: Testing of HFC-152a (GWP = 138) and

HFO-1234yf (GWP<1) in SL-MAC system versus HFC-
134a (GWP = 1300) and HFO-1234yf in DX system.

Financial support: United Nations (UN) Climate and

5
Clean Air Coalition (CCAC)
 Core SL-MAC Demonstration Team and
Advisers
Sangeet Kapoor, TML
Prasanna V. Nagarhalli, TML
Jagvendra Meena, TML
Timothy Craig, MAHLE
Dr. Lindsey Leitzel, MAHLE
Dr. Sourav Chowdhury, MAHLE
James A. Baker, JAB Consulting
Dr. Stephen O. Andersen, IGSD
Melinda Soffer, IGSD
Dr. Nancy Sherman, IGSD
Kristen Taddonio, IGSD

6
 Collaborators & Advisers
SAE ICC for standards Core SL MAC demonstration Risk assessment LCCP Analysis: Additional advisers:
leadership: team & advisers: update participants:
John Rugh California Air Resources
Angelo Patti Sangeet Kapoor Curt Vincent Board (CARB), Chemours,
Bill Hill
Larry Wei Prasanna V. Nagarhall Ryan Fortier Chrysler, Fiat, General
Jason Lustbader Motors, Jaguar Land
Curt Vincent Jagvendra Meena Angelo Patti
MAHLE Rover, Neutronics
Chris Seeton Timothy Craig Tim Craig Refrigerant Analysis, HF
TML
Peter Coll Lindsey Leitzel Mark Zima Consultancy, Natural
Resources Defense
Dwayne Taylor Dr. Sourav Chowdhury Bob Low Council (NRDC), Mobile
Gene Dianetti James A. Baker Chris Seeton Air Conditioning Society
Worldwide (MACS), SAE
Aamir Khawaja Stephen O. Andersen Bill Hill
International, Sun Test,
Ryan Fortier Melinda Soffer Larry Wei TERI, TERRE Policy
Centre, National
Paul Weissler Nancy Sherman Amir Khawaja
Renewable Energy
+ committee members: Kristen Taddonio Kristen Taddonio Laboratory (NREL),
thank you! Stephen O. Andersen University of Maryland,
and Valeo 7
 Why are SL-MAC systems needed?
The most widely used MAC
refrigerant, HFC-134a (GWP =
1300) is being phased out due
to the Kigali Amendment.
The most common
replacement, HFO-1234yf
(GWP<1), is expensive and
risks recharge substitution
with HFC-134a.
In India, about 25% of total
HFC use is MACs and about
20% of motor vehicle fuel
powers MACs.
Affordable, efficient, low-
GWP options are needed.

8
Why not direct expansion with low GWP refrigerant?
• DX limits refrigerant choice: HFC-134a, HFO-1234yf, CO2
• HFC-134a being phased down
• HFO-1234yf = expensive refrigerant
• CO2 = expensive components, high ambient temperature performance concerns
• Secondary loop widens engineering options:
• Greater refrigerant choice: Low-cost, energy efficient, low GWP options can be used.
Demonstration used: HFC-152a and HFO-1234yf
• Innovative engineering: compressor control + cold storage = efficiency gains
• Savings potential
• Consumer: fuel + AC maintenance savings
• Manufacturer: refrigerant cost control; fewer leaks = fewer warrantied repairs

9
 Why Secondary Loop?
Advantage R134a R1234yf R152a
Fewer fittings and shorter hoses for lower leak rates ✓ ✓ ✓
Higher reliability and lower service cost ✓ ✓ ✓
Cold storage & regenerative cooling ✓ ✓ ✓
Lower refrigerant charge ✓ ✓ ✓
Manufacturing savings vs. DX HFO-1234yf ✓ ✓
(2 cooling points)
Less AC system noise and vibration ✓ ✓ ✓
Lower life-cycle TFA emissions ✓ ✓ No TFA
Reduced likelihood of service re-charge with HFC-134a ✓ ✓
Extended stop-start with air-conditioned comfort without need to ✓ ✓ ✓
turn engine on to run AC compressor
Improved life-cycle climate performance vs. DX HFC-134a ✓ ✓ ✓
10
 Why include R-152a in test?
Low-GWP GWP Efficiency TFA Flammable Patent Price
Option (AR5)

HFO-1234yf <1 Good Yes Mildly Yes High

R744 (CO2) =1 Poor @ High No No No Low

Ambient
HFC-152a = 138 Better No Moderately No Low

• More affordable than HFO-1234yf

• Lower pressure, higher efficiency in high ambient temperature
• >95% reduction in direct refrigerant emissions impact due to reduced charge & lower GWP
• Good life-cycle climate performance
• No TFA
• Satisfies US EPA SNAP & EU F-Gas Directive (GWP<150) 11
 TATA Aria SL-MAC System Bench Testing

Component Level Tests

• Evaporator
• Condenser
• Chiller-Cooler Combination

System Bench Test

• Q vs. COP
• Per GreenMAC LCCP criteria,
CRP-150 Aria SL-MAC Bench Test – MAHLE Lockport
SAE INTERNATIONAL 12
Copyright © SAE International. Further use or distribution is not permitted without permission from SAE
Secondary Loop System Layout 2
B

Refrigerants for SL: 1

A

- R-1234yf
- R-152a
5 F
Refrigerant Joints – all Double O-ring: C

A. Compressor Discharge 3 4 controller

B. Condenser Inlet D E

C. Condenser Outlet
Pump (P1)
D. Condenser Outlet-to-TXV (Two Double O-ring)
E. TXV-to-Chiller (Two Double O-ring) – MS Leak tested joints Reservoir

F. Compressor Suction
Total number of Double O-ring joints: eight (8); 2 joints MS tested

13
 J2727

MAHLE test results

J2763: Static test Dynamic

Refrigerant emissions are
Test lower due to tighter seals
as well as shorter hoses
Baseline 20.4 g/yr 18.9 g/yr and fewer joints.
Aria
system
SL MAC 8.5 g/yr 7.7 g/yr
system
Reduction: 58% 59%

14
 Demonstration Results
Target / Parameter Baseline Target R-152a Results

R-152a (138)
Refrigerant (GWP) R-134a (1300) ✓ GWP target met
HFO-1234yf (<1)
800 gms ✓ 46% reduction
Charge quantity 40% reduction
(±20 gms) 430 gms
Average Cabin Temperature at 25th min 23.8°C - Needs normal
21.8°C 21±1
in 350C 40%RH Solar Load 1000W/m2 development
Average Cabin Temperature at 25th min 31.5°C - Needs normal
28.9°C 28±1
in 450C 40%RH Solar Load 1200W/m2 development
5.5 kW at 2400 ✓ 9.6% reduction
Compressor Power Consumption 5~8% reduction
erpm 5.0kW at 2400erpm
Rise in Grill temp – City cycle tests ≤ 40C ≤ 20C ✓ < 2.0°C
✓ 1.9% to 2.6% mix of city and
Fuel Economy -Indian Drive Cycle highway condition
~3% - FE will slightly reduced to get back
(ARAI) With AC ON (No Engine IDLE 12.55Kmpl
Improvement same capacity (same cabin temp)
STOP Strategy used in test)
- Engine IDLE STOP Strategy will
increase FE 15
 2017

Site: MAHLE Facility, US, Apr 2017 Technical meeting to review progress of design and layout of the SL-MAC system on demonstrator vehicle

Mr Lindsey
(MAHLE)

Mr Edward
Mr Cory
(MAHLE)
(NREL)
Mr Steven
Dr Souirav Dr Stephen Mr Prasanna (MACS)
(MAHLE) (IGSD) (TML)
Mr Timothy
(MAHLE)
c Copyright, Confidential, Tata Motors Limited
 2017

Site: MAHLE Facility, US, Sept 2017 TML Climate Control Engineer visited Mahle US in
September 2017 to witness vehicle level wind tunnel tests

MAHLE Facility
Team
Two TML
engineers worked
with MAHLE
engineers in
Lockport, New
York, to conduct
and verify final
Mr Lindsey
tests before the (MAHLE)
vehicle was Mr Timothy
shipped back to (MAHLE)
Pune, India.
Mr Jagvendra
(TML)
Dr Sourav
(MAHLE)

c Copyright, Confidential, Tata Motors Limited

 2018

Site: Maharashtra, India, July 2018 Aria SL-MAC on Road Trials

TML professional
test drivers with
the Aria SL-MAC
prototype vehicle
and a baseline
HFC-134a vehicle
used to conduct
extensive road
tests of AC
performance and
fuel efficiency in
urban and
highway settings.

TML Engineers with Aria SL-MAC System Demonstrator Vehicle and Aria Baseline DX System Vehicle
c Copyright, Confidential, Tata Motors Limited
 Fuel Economy Comparison
1.100
1.090
1.080 Tested System 8% fuel savings
1.070 Increased Comp Capacity (Estimated)
possible by using SL
Fuel Economy (FE) Ratio, (FE System/FE Baseline)

1.060
1.050
MAC cold storage to
1.040 improve stop-start
1.030 performance!
1.020
1.010
R134a Baseline = 1
1.000
0.990
0.980
0.970
0.960
0.950
0.940
0.930
0.920
R152a SL R152a SL with Logic R152a SL with Logic+Eng Off Estimation
System 19
 14000
Lifetime GHG emissions from mobile AC, high ambient
12000

10000
-44%
8000
(kg CO2-eq)

6000
-15%
-4%
4000 -7%

2000

0
Non-enhanced Enhanced Reduced load Powertrain New refrigerant
(R134a) (R134a) (R134a) optimization (SL-152a)
(R134a)
Indirect, high Direct, high

Figure 1: GHG reduction potential at higher average temperature conditions. From “Mobile air conditioning: The life-cycle
20
costs and greenhouse-gas benefits of switching to alternative refrigerants and improving system efficiencies.” IGSD & ICCT, 2019
 Fuel Economy Results Discussion
Question: How to achieve maximum FE Result with adjustment for AC system Capacity
benefit with cold storage on India Drive Cycle? Fuel Economy Comparison
1.100
1.090

VEHICLE SPEED (KMPH) 1.080

1.070
Tested System
Increased Comp Capacity (Estimated)

Fuel Economy (FE) Ratio, (FE System/FE Baseline)

1.060
100 City Cycle Highway Cycle
1.050
90 1.040
VEHICLE SPEED (KMPH)

80 1.030
70 1.020

60 1.010
R134a Baseline = 1
1.000
50
0.990
40
0.980
30 0.970
20 0.960
10 0.950

0 0.940
0.930
0 200 400 600 800 1000 1200
0.920
TIME (SEC) R152a SL R152a SL with Logic R152a SL with Logic+Eng Off Estimation

Answer: System

1. Turn off A/C compressor or IC engine whenever

Enhancing chiller, cooler, condensing
stored cold energy maintains cabin comfort capacity in an ab initio design can also Ref: TML data and
Lindsey Leitzel ,
2. Replenish stored cold when IC engine is bridge the gap in AC system capacity
MAHLE, analysis
without deteriorating the realised FE
efficient benefits
October 2018
21
Charge size and refrigerant leakage cut in half

Charge size
• Reduced to 430 grams (R152a) from 800 grams
(R134a)
• ~46% reduction

Direct emissions (Leakage)

• 37 - 59% reduction in leakage
• Higher reliability
• Lower emissions

GWP-weighted emissions reduced by over 95%

22
 2018

Site: TML Pune, Feb 2018 Dr Stephen visit to TML Pune

Dr. Stephen Andersen, Mr.

Sangeet Kapoor, Mr.
Prasanna Nagarhalli, and
the TML engineering team Mr Suresh
with the prototype Aria (TML)

vehicle at TML headquarters

in Pune, India.
Mr Kapoor
Mr Rajiv (TML)
Mr Nikhil Mr Sarkar
(TML)
(TML) (TML)

Dr Stephen
(IGSD)

Mr Girish
(TML)
Mr Prasanna Ms Geetanjali
(TML) (TML)

c Copyright, Confidential, Tata Motors Limited

Projected SL-MAC Manufacturing and Ownership Cost for India
2 Cooling-point System; Costs & Savings in USD
Direct Expansion Direct Expansion Secondary Loop
R134a R1234yf R152a
Refrigerant HFC-134a HFO-1234yf HFC-152a
charge 800 g 750 g 430 g
tonnes CO2-eq (initial charge) 1.04 <0.01 <0.1

Added manufacture cost Baseline $73 1 $36 2

Service cost (each service) $114-$171 $266-$400 $54 6

estimated frequency in India
cost over 10 years: $57 4 every 3-5 years $133 5 every 3-5 years $54 every 6-10 years

Annual fuel savings Not applicable Not applicable up to 37 litres8

Assumes 2.6% fuel savings with SL $37 at $1 per litre
MAC per test results
1 tonne
tonnes CO2 over 10 years
24
Summary: OEM, Owner, Service and Citizen Benefits

• Original equipment manufacturers (OEMs)

• Lower refrigerant cost with multiple suppliers, higher reliability, greener
product, potential for MAC credits
• Owners
• Higher reliability, lower service costs, fuel savings
• Service Shops & Technicians
• SL-MAC makes DIY less attractive
• Citizen and Community
• Cleaner air, less climate forcing

25
 Milestones and communications
• 14 papers and presentations by SL-MAC team since July 2016 for Montreal Protocol,
industry and public audiences

• In addition to IGSD reports, Milestone Reports 1 – 4 submitted by MAHLE and Tata

Motors Ltd. according to schedule

• 11 meetings and side events conducted or attended to present project progress and
results

• Coverage by more than 20 mainstream and industry media as a result of press releases
and papers, including Reuters, Economic Times, and Automotive Engineering Magazine

26
Papers & Presentations
• Next Generation Refrigerant Transition: Lessons Learned from Automotive Industry Experiences with CFC-12, HFC-134a and HFO-1234yf,
Presented April 2019 at SAE World Congress in Detroit, SAE Technical Paper 2019-01-0909
• Economic and Climate Advantages: Secondary Loop Motor Vehicle Air Conditioners (SL-MACs), SAE Technical Paper 2018-37-0030, 2018,
doi:10.4271/2018-37-0030.
• Economic and Climate Advantages of Using Secondary Loop Systems (SL-MACs) for HFO-1234yf in Mobile Air Conditioning, International
Institute for Refrigeration for the 1st IIR International Conference on the Application of HFO Refrigerants, 2-5 Septr 2018 in Birmingham, UK.
• Secondary Loop Mobile Air Conditioner (SL-MAC) Demonstration Project Briefing, 16 February 2018, Mobile Air Conditioning Society
Worldwide conference
• The Importance of MAC to HFC Phasedown and Vehicle Greenhouse Gas Standards, 9 April 2018, SAE Interior Climate Control Committee
• Economic and Climate Benefits of Secondary Loop Motor Vehicle Air Conditioners (SL-MACs), 1 May 2018, Mobile Air Conditioning Workshop,
California Air Resources Board
• Next generation refrigerant transition: lessons learned from automotive industry experiences with CFC-12, HFC-134a, and HFO-1234yf, SAE
International 2019 World Congress and Exposition
• Lifecycle costs and benefits comparison of low-GWP refrigerant, improved efficiency mobile air conditioning systems, 2019, International
Council on Clean Transportation (ICCT) and IGSD
• TATA Secondary Loop Motor Vehicle Air Conditioning (SL-MAC), 2016, Private Briefing in India
• Efficient Secondary Loop Mobile Air Conditioners (SL-MACs) using HFC-152a Refrigerant, 9-11 Oct 2018, SAE Thermal Management Systems
Symposium
• Efficient & Affordable Secondary Loop Mobile Air Conditioners (SL-MACs), October 2018, side-event during the Meeting of the Parties to the
Montreal Protocol in Quito, Ecuador.
• Secondary Loop Mobile Air Conditioning Systems, 18 Nov 2017, CCAC Sustainable Technologies for Air Conditioning Workshop, Montreal
• Secondary Loop Mobile Air Conditioner (SL-MAC) Demonstration Project. 13 July 2017, side event at 39th OEWG in Bangkok, Thailand
• Technical Options to Replace High GWP HFC-134a in Motor Vehicle Air Conditioning with Opportunity to Reduce Refrigerant Charge and
Emissions and for Increased Energy Efficiency, Feb2017, Brochure prepared for Symposium of International Automotive Technology (SIAT)
2017, Pune, India.
• Technical Options to Replace HFC-134a in Motor Vehicle Air Conditioning with Opportunity to Reduce Refrigerant Charge and Emissions and for
Increased Energy Efficiency, July 2016, Public launch of CCAC SL-MAC project, 38th OEWG in Vienna, Austria. 27
 The Bottom Line
• Question: How will the 2016 Kigali Amendment to the Montreal Protocol—which phases
down hydrofluorocarbons (HFCs) globally—impact mobile air conditioner engineering?

• Answer:
• The Kigali amendment will accelerate the transition away from HFC-134a.
• Solutions are urgently needed in price-sensitive emerging and growing markets.
• Traditional DX-MAC design has drawbacks that limit refrigerant choice.
• Electric vehicles (EVs) are accelerating MAC innovation: AC efficiency, once ignored, is
now critical.
• New MAC designs such as secondary loop enable engineering options and innovative
solutions that can improve fuel economy (FE) and reduce GHG emissions.

28
Questions or comments?

29
Back-Up Slides

30
 Global CO2-eq emissions from MACS
• Worst Case Scenario: >100 gigatonnes of CO2-eq by 2100
• This worst case scenario represents what would happen if inefficient HFC-134a MACS were used
in all new passenger & light commercial vehicles produced between 2020 and 2100.
• Best Case Scenario: <10 gigatonnes of CO2-eq by 2100
• This best case scenario imagines what is technically possible if best-available MAC technology is
introduced in all new vehicles in 2020, all new vehicles are electric by mid-century, and the
electricity sector decarbonizes in all countries by mid-century.
• Reality is likely to fall somewhere in between; however, with focused effort, we can
move toward the low-emissions MAC future and away from the high-emissions
“world to avoid.”

Estimates by K. Taddonio, March 2019, documented in notes & back up slides

31
 Global CO2-eq emissions from MACS – Notes and calculations (1 of 2)

Global production of passenger vehicles will reach approximately 100,000,000 vehicles/year by 2020. In a hypothetical scenario
where production of internal combustion vehicles reaches 100,000,000 vehicles per year by 2020 and grows at 2% per year
thereafter, there will be approximately 20 billion (19,864,740,000) more passenger vehicles produced this century.

ICCT and IGSD’s recent report (Blumberg et al 2019) found that in high ambient temperatures:
Non-enhanced HFC-134a MACs emit nearly 12,000 kg CO2-e over their lifetimes;
Enhanced HFC-134a MACs emit about 6,000 kg CO2-e over their lifetimes; and
Best-available technology (low-GWP refrigerant, enhanced efficiency MACs, reduced vehicle thermal loads plus powertrain
optimization) emits about 3,500 kg

The same report found that in temperate climates:

Non-enhanced HFC-134a MACs emit nearly 4,200 kg CO2-e over their lifetimes;
Enhanced HFC-134a MACs emit about 2,500 kg CO2-e over their lifetimes; and
Best-available technology (low-GWP refrigerant, enhanced efficiency MACs, reduced vehicle thermal loads plus powertrain
optimization) emits as little as 1,250 kg

Assuming that 70% of the passenger vehicles made between 2020-2100 are sold in temperate climates (such as Europe, North
America, China) and 30% are sold in higher ambient temperature climates (such as India, Brazil, Central America, Central Afri ca
and the Middle East), and that all new passenger vehicles are equipped with AC from 2020 on, then the world will add:
14 billion more air conditioned vehicles in temperate climates, and 32
6 billion more air conditioned vehicles in higher ambient temperature climates
 Global CO2-eq emissions from MACS – Notes and calculations (2 of 2)

If all of these vehicles used lower efficiency (non-enhanced) HFC-134a MACs, they would emit:
14 billion * 4,200 kg CO2-eq emissions in temperate climates,
+ 6 billion * 12,000 kg CO2-eq emissions in higher ambient temperatures, equals
= 130.8 billion tonnes of CO2-eq.

If all of these vehicles used enhanced efficiency (but not best available) HFC-134a MACs, they would emit:
14 billion * 2,500 kg CO2-eq emissions in temperate climates,
+ 6 billion * 6,000 kg CO2-eq emissions in higher ambient temperatures, equals
= 71 billion tonnes of CO2-eq.

If all of these vehicles use the best available technology to optimize MAC life-cycle climate performance, they will emit:
14 billion * 1,250 kg CO2-eq emissions in temperate climates,
+ 6 billion * 3,500 kg CO2-eq emissions in higher ambient temperatures, equals
= approximately 38.5 billion tonnes of CO 2-eq

Finally, if all passenger vehicles sold after mid-century (2050) switch to battery electric drivetrains, utilize best-available low-GWP MAC, and the
world manages to decarbonize the electricity sector in line with the 1.5 degree scenario, then these MACs will emit:
5 billion internal combustion engine MACs emitting 1,250 kg CO 2-eq in temperate climates and 3,500 kg CO 2-eq in higher ambient temperatures;
plus
15 billion BEV MACs with very low indirect emissions (due to decarbonized electricity) and very low direct refrigerant emissi ons (assuming GWP
150 or better)
= < 5 billion tonnes of CO2-eq
33
 Risk Assessment Update Participants
Curt Vincent, GM
Ryan Fortier, GM
Angelo Patti, Ford
Tim Craig, MAHLE
Mark Zima, MAHLE
Bob Low, Mexichem
Chris Seeton, Shrieve
Bill Hill, GM (retired)
Larry Wei, Behr
Amir Khawaja, MAHLE
Tim Lewandowski, Gradient Corp.
Kristen Taddonio, IGSD
Stephen O. Andersen, IGSD
34
 LCCP Analysis

John Rugh, then at National Renewable Energy Laboratory

Jason Lustbader, National Renewable Energy Laboratory
Bill Hill, Lead for SAE J2766, MAC LCCP Analysis (GM – Retired)
MAHLE
Tata Motors, Limited (TML)

35
 Additional Advisers from:
California Air Resources Mobile Air Conditioning
Board (CARB) Society Worldwide (MACS)
Chemours Natural Resources Defense
Council
Chrysler
SAE International
Fiat
Sun Test Engineering
Jaguar Land Rover
TERI
Neutronics Refrigerant
Analysis TERRE Policy Centre
HF Consultancy University of Maryland
Valeo

36