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Air conditioning and refrigeration have become necessary in modern life, accounting for more than 7.8% of greenhouse gases (GHG) emitted globally. Reducing the environmental impact of these systems is crucial for meeting the global GHG emission targets. Two principal directions must be considered to reduce the environmental impact of air conditioning systems. Firstly, reducing the direct effect by looking at less harmful refrigerants and secondly, reducing the indirect effect by searching for options to improve the system efficiency. This study presents the latest developments in the vapor compression cycle and natural refrigerants, focusing on water as a refrigerant. Natural refrigerants, and especially water, could be the ultimate solution for the environmental problems associated with the operation of vapor compression cycle (VCC) cooling systems, including ozone depletion (OD) and global warming (GW). Reducing the environmental impact of building cooling systems is essential, and the recent system improvements made to enhance the system coefficient of performance (COP) are thoroughly discussed in this paper. Though the cycle improvements discussed in this work are essential and could increase the system efficiency, they still need to solve the direct environmental impact of refrigerants. Accordingly, this paper suggests that natural refrigerants, including water, are the most suitable strategic choice to replace the current refrigerants in the refrigeration and air conditioning industry. Finally, this study reviews the latest VCC system improvements and natural refrigerants in order to guide interested researchers with solutions that may reduce the environmental impact of VCC systems and suggest future research areas.

Due to the global warming and resulting problems, attention has been paid to greenhouse gases released into the atmosphere since the 1980s and 1990s. For this reason, the Montreal Protocol and the Kyoto Protocol have tightened regulations on the use of gaseous refrigerants in both HVAC systems and industrial refrigeration. Gradually, new generations of gaseous refrigerants, that theoretically have much less negative environmental impact than their predecessors, are introduced into the market. The key parameter describing environmental impact is the GWP index, which is most often defined on a time horizon of 100 years. The long-term use of new generations of gaseous refrigerants in HVAC systems reduces CO2 emissions into the atmosphere; however, given that new generation gases often have a short lifetime, it seems that the adopted assessment may not be applicable. The aim of the article was to show how emissions of CO2 equivalent to the atmosphere differs in the short and long time horizon. The article presents the results of calculations of equivalent CO2 emissions to the atmosphere caused by the operation of compressor cooling devices used in HVAC systems, where cooling is done with the use of water or a water-glycol solution. The analysis was carried out for 28 commonly used devices on the world market. The analyzed devices work with refrigerants: R513A, R454B, R290, R1234ze, R32, R134a, R410A. The equivalent emissions values for GWP 100 and GWP 20 were analyzed in relation to the unit power of the devices depends on refrigerant mass and number of fans. The study showed that in the case of new generation refrigerants with a very short lifetime, the use of GWP 100 indicators is misleading and does not fully reflect the effects of environmental impact, especially in the area of refrigeration equipment application. The article shows that the unit value of the cooling load related to the number of fans or the unit would be helpful in assessing the environmental impact of a cooling device.

The paper deals with the topic of refrigerants, their historical evolution, applied legislation and trends in maritime affairs. Regarding the Environmental care paper considers the impact of refrigerants of refrigeration systems, both on stationary plants on land and on plants on board. New regulations of the European Union, and IMO maritime organization, require the reduction and complete abolition of harmful synthetic refrigerants and the introduction of new refrigerants that will have a significant economic and environmental impact. The trend is the introduction of natural refrigerants as a replacement for existing environmentally unacceptable ones. On-board refrigeration systems introduce natural refrigerants such as ammonia and carbon dioxide into applications that require lower refrigeration temperatures. Absorption cooling plants are introduced into air conditioning applications on board the ship. They work with water/lithium bromide (H2O/LiBr) mixtures, thus increasing the efficiency of the plant and reducing the impact on the environment.

Background, aim, and scope Policy initiatives, such as the EU End of Life Vehicle (ELV) Directive for only 5% landfilling by 2015, are increasing the pressure for higher material recyclability rates. This is stimulating research into material alternatives and end-of-life strategies for automotive components. This study presents a Life Cycle Assessment (LCA) on an Australian automotive component, namely an exterior door skin. The functional unit for this study is one door skin set (4 exterior skins). The material alternatives are steel, which is currently used by Australian manufacturers, aluminium and glass-fiber reinforced polypropylene composite. Only the inputs and outputs relative to the door skin production, use and end-of-life phases were considered within the system boundary. Landfill, energy recovery and mechanical recycling were the end-of-life phases considered. The aim of the study is to highlight the most environmentally attractive material and end-of-life option. Methods The LCA was performed according to the ISO 14040 standard series. All information considered in this study (use of fossil and non fossil based energy resources, water, chemicals etc.) were taken up in in-depth data. The data for the production, use and end-of-life phases of the door skin set was based upon softwares such as SimaPro and GEMIS which helped in the development of the inventory for the different end-of-life scenarios. In other cases, the inventory was developed using derivations obtained from published journals. Some data was obtained from GM-Holden and the Co-operative research Centre for Advanced Automotive Technology (AutoCRC), in Australia. In cases where data from the Australian economy was unavailable, such as the data relating to energy recovery methods, a generic data set based on European recycling companies was employed. The characterization factors used for normalization of data were taken from (Saling et. al. Int J Life Cycle Assess 7(4):203–218 2002 ) which detailed the method of carrying out an LCA. Results The production phase results in maximum raw material consumption for all materials, and it is higher for metals than for the composite. Energy consumption is greatest in the use phase, with maximum consumption for steel. Aluminium consumes most energy in the production phase. Global Warming Potential (GWP) also follows a trend similar to that of energy consumption. Photo Oxidants Creation Potential (POCP) is the highest for the landfill scenario for the composite, followed by steel and aluminium. Acidification Potential (AP) is the highest for all the end-of-life scenarios of the composite. Ozone Depletion Potential (ODP) is the highest for the metals. The net water emissions are also higher for composite in comparison to metals despite high pollution in the production phases of metallic door skins. Solid wastes are higher for the metallic door skins. Discussion The composite door skin has the lowest energy consumption in the production phase, due to the low energy requirements during the manufacturing of E-glass and its fusion with polypropylene to form sheet molding compounds. In general, the air emissions during the use phase are strongly dependent on the mass of the skins, with higher emissions for the metals than for the composite. Material recovery through recycling is the highest in metals due to efficient separation techniques, while mechanical recycling is the most efficient for the composite. The heavy steel skins produce the maximum solid wastes primarily due to higher fuel consumption. Water pollution reduction benefit is highest in case of metals, again due to the high efficiency of magnetic separation technique in the case of steel and eddy current separation technique in the case of aluminium. Material recovery in these metals reduces the amount of water needed to produce a new door skin set (water employed mainly in the ingot casting stage). Moreover, the use of heavy metals, inorganic salts and other chemicals is minimized by efficient material recovery. Conclusions The use of the studied type of steel for the door skins is a poor environmental option in every impact category. Aluminium and composite materials should be considered to develop a more sustainable and energy efficient automobile. In particular, this LCA study shows that glass-fiber composite skins with mechanical recycling or energy recovery method could be environmentally desirable, compared to aluminium and steel skins. However, the current limit on the efficiency of recycling is the prime barrier to increasing the sustainability of composite skins. Recommendations and perspectives The study is successful in developing a detailed LCA for the three different types of door skin materials and their respective recycling or end-of-life scenarios. The results obtained could be used for future work on an eco-efficiency portfolio for the entire car. However, there is a need for a detailed assessment of toxicity and risk potentials arising from each of the four different types of door skin sets. This will require greater communication between academia and the automotive industry to improve the quality of the LCA data. Sensitivity analysis needs to be performed such as the assessment of the impact of varying substitution factors on the life cycle of a door skin. Incorporation of door skin sets made of new biomaterials need to be accounted for as another functional unit in future LCA studies.

Recently, as climate changes have manifested worldwide, every country is making efforts to prevent ozone depletion and global warming. In the automotive industry, R-134a refrigerant is widely used in air conditioning systems because it has zero ozone depletion potential (ODP). Unfortunately, its global warming potential (GWP) is high. Therefore, alternative refrigerants are needed as a replacement for R-134a. R-152a is considered to be one of the better alternative refrigerants due to zero ODP and low GWP. In this paper, the performance of an automotive air conditioning system using R-134a and one using R-152a are compared experimentally at the bench level. The experimental apparatus simulated a real automotive air conditioning system consisting of a cabin and engine room structure. The cooling capacity, condensing capacity, coefficient of performance (COP) and power consumption characteristics of the automotive air conditioning system are evaluated by changing the air velocity entering the condenser and the compressor rotation speed with the optimized refrigerant charge amount. Also, the performance of the R-152a system was investigated by changing the thermostatic expansion valve which is set of values. The results of this study show that the R-152a system is slightly better than the R-134a system, not only under driving conditions but also under idling condition. R-152a refrigerant thus shows promise as an alternative refrigerant to replace the current standard, R-134a, in automotive air conditioning systems.

The chapter contains sections titled: Introduction Methods Results Discussion Conclusion

The rate constants of OH radicals with CF 3 CF=CCl 2 , CF 3 CH=CF 2 , CF 3 CF=CH 2 , CF 3 CH=CH 2 , and (CF 3 ) 2 C=CH 2 have been measured over the temperature range 250–430 K. Kinetic measurements have been carried out using flash photolysis and laser photolysis methods combined respectively with laser-induced fluorescence technique. The Arrhenius rate parameters have been determined as k (CF 3 CF=CCl 2 ) = (6.50 ± 0.22) × 10 −13 ∙exp[(200 ± 10)/ T ], k (CF 3 CH=CF 2 ) = (4.85 ± 0.14) × 10 −13 ∙exp[(120 ± 10)/ T ], k (CF 3 CF=CH 2 ) = (1.54 ± 0.03) × 10 −12 ∙exp[− (100 ± 10)/ T ], k (CF 3 CH=CH 2 ) = (1.06 ± 0.02) × 10 −12 ∙exp[(80 ± 10)/ T ], and k ((CF 3 ) 2 C=CH 2 ) = (8.75 ± 0.23) × 10 −13 ∙exp[− (20 ± 10)/ T ] cm 3  molecule −1  s −1 . Infrared absorption spectra of the halogenated alkenes have been measured at room temperature. The atmospheric lifetime, global warming potential, ozone depleting potential, and photochemical ozone creation potential have been estimated. The change in the reactivity of halogenated alkenes by the substitution has been examined by considering the structure containing the atoms or atomic groups attached to the carbons on both sides of the double bond.