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journal homepage: www.elsevier.com/locate/ijrefrig

Comparative experimental study of an open piston

compressor working with R-1234yf, R-134a and R-290
E. Navarro*, I.O. Martnez-Galvan, J. Nohales, J. Gonzalvez-Macia
Universitat Polite`cnica de Vale`ncia, Instituto de Ingeniera Energetica, Camino de Vera s/n 46022, 46022 Valencia, Spain

article info

abstract

Article history:

Among the different alternatives proposed in the automotive field to replace R-134a and R-

Received 18 May 2012

1234yf is a new generation fluid which has recently gained great importance for MAC (Mobile

Received in revised form

Air Conditioning) systems. This fluid has the advantage of having a low GWP (Global

5 October 2012

Warming potential) and thermodynamic properties similar to R-134a. But there is some

Accepted 17 November 2012

criticism regarding the non-natural origin of the fluid and its possible long-term effects on

Available online 24 November 2012

the environment have not been studied. In that sense, hydrocarbons and particularly R-290
can be considered as alternatives. This paper presents a comparative study between

Keywords:

R-1234yf, R-134a and R-290 for an open piston compressor at different operating conditions.

Open compressors

The text matrix comprised two compressor speeds, evaporation temperatures from
15  C

Refrigerants

to 15  C and condensation temperatures from 40  C to 65  C. From these tests, the compressor

Hydrocarbons

behavior with these refrigerants has systematically been analyzed in terms of compressor

R1234yf

efficiency, volumetric efficiency, losses to the ambient and oil-refrigerant properties.

2012 Elsevier Ltd and IIR. All rights reserved.

Automotive air conditioning

Etude experimentale comparative sur un compresseur a`

piston ouvert fonctionnant au R-1234yf, au R-134a ou au R-290
Mots cles : compresseurs ouverts ; frigorige`nes ; hydrocarbures ; R-1234yf ; conditionnement dair automobile

1.

Introduction

Refrigerant HFC R-134a is soon to be replaced in automotive

applications. The phase-out of R-134a is due to a total ban in
Europe by 2017 (Directive, 2006/40/EC, 2006 of the European
Parliament). In this sense the automotive industry is pushing
for accelerated progress in this field due to environmental
concerns over the scale of climate change.
Among the different alternatives, CO2, which has occupied
a relevant position as a possible candidate in recent years

(mainly supported by German industry) has been left out

because of the important modifications that must be implemented in the currently used air conditioning systems. On
this basis, the new synthetic refrigerant R-1234yf appears as
a suitable candidate to replace R-134a. This refrigerant has
been developed by collaboration between Dupont and Honeywell and these companies have carried out basic fundamental studies (see Koban, 2009; Spatz and Minor, 2008).
It has a very low GWP (4 compared to 1400 for R-134a) and it
breaks down in the atmosphere in a short time (11 days

* Corresponding author. Tel.: 34 963879123; fax: 34 963879126.

E-mail address: enavarro@fis.upv.es (E. Navarro).
0140-7007/$ e see front matter 2012 Elsevier Ltd and IIR. All rights reserved.
http://dx.doi.org/10.1016/j.ijrefrig.2012.11.017

i n t e r n a t i o n a l j o u r n a l o f r e f r i g e r a t i o n 3 6 ( 2 0 1 3 ) 7 6 8 e7 7 5

Nomenclature
hc
_
m
Qfrig
E_
r
T
h
V
Qloss
hv
COP

compressor efficiency (
)

mass flow rate (kg s
1)
cooling capacity (W)
power consumption by the compressor (W)
density (kg m
3)
temperature (K)
specific enthalpy (J kg
1)
swept volume (m3 s
1)
losses to the environment (
)
volumetric efficiency
coefficient of performance (
)

OCR
m

oil circulation rate (
)

mass (kg)

Subindex
1
2is
2
3
c
ref
oil
tot

compressor inlet
isentropic compressor outlet
compressor outlet
evaporator inlet
condensation
refrigerant
oil
total

769

compared to 13 years for R-134a) according to Koban (2009).

Regarding its thermodynamic properties, recently great effort
has been expended to measure and accurately determine its
thermophysical properties, (Tanaka and Higashi, 2009; Akasaka
et al., 2010; Di Nicola et al., 2010; Fedele et al., 2011) and develop
a state equation for this refrigerant (Brown et al., 2010a, 2010b;
Perkins and Huber, 2011). From all this work, it has been found
that this refrigerant is not very different from R134a and could
be a direct (or with minor changes) drop-in for the current AC
systems for mobile air conditioning systems (MACS).
More specifically, comparing both refrigerants on the basis
of their thermodynamic properties, R-1234yf has lower heat of
vaporization, higher density at the compressor inlet and
higher typical vaporization pressures than R-134a. The saturation pressure of R-1234yf is equal to that of R-134a at 37.8  C.
Hence, in comparison with R-134a, R-1234yf will work with
a reduced pressure ratio, improving the efficiency of the
system. On the other hand, Figs. 1 and 2 summarize the
volumetric refrigerant effect and the isentropic COP for
several working conditions based on the RefProp database
version 9 (McLinde et al., 2010). R-1234yf represents a reduction in the volumetric capacity and isentropic COP of the
system that could reach up to 10%. Nevertheless, a comparison in real systems must be undertaken in order to combine
all possible factors influencing the performance of the system.

On that basis, several experimental studies have been conducted in recent years. Stehouwer (2010) has studied
compressor durability with R-1234yf, Mathur (2010a and
2010b), Del Col et al. (2010), Park and Jung (2010) and Park et al.
(2011) have studied the heat transfer coefficient on different
heat exchangers, Zilio et al. (2011), Mathur (2010a) and Lee and
Jung (2012) have studied refrigerant behavior, taking into
account global systems and some modifications in the R-134a
systems. Heat exchangers, expansion valves and piping have
been suggested in order to adapt them to the new refrigerant.
Regarding the oil and compressor lubrication, the SAE (Society
of Automotive Engineers) initiated in 2007 Cooperative
Research Programs CRP 1234-1, CRP 1234-2 and CRP 1234-3
sponsored by major automobile manufacturers: Chrysler, Fiat,
Ford, General Motors, Jaguar, Land Rover, Hyundai, PSA,
Renault, and Toyota. These studies established that most
materials and oils were compatible with R-1234yf although
some concerns were detected regarding the miscibility of this
refrigerant in some oils that should require optimization.
Fukitaka et al. (2010) suggest the possibility of a higher autooxidation of POE oil with this refrigerant than with other HFCs.
Nevertheless, to the knowledge of the authors, there has
been no public study of open compressors in which only the
compressor performance is analyzed in a wide range of
conditions.

Fig. 1 e Volumetric capacity for R-290, R-134a and R-1234yf

as a function of evaporation temperature.

Fig. 2 e Isentropic COP for R-290, R-134a and R-1234yf as

a function of evaporation temperature.

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Among the main theoretical drawbacks of R-1234yf:

 There is little experience of the collateral effects that could
result from its extensive use.
 It is flammable and products derived from its combustion or
degradation, such as HF, can be toxic.
 The short lifetime of this refrigerant could restrict its
application range.
All these issues have also been evaluated by the research
programs of the SAE cited previously and the conclusions
from some theoretical estimations were that the possible
effect on the environment will be low compared with R-134a;
regarding its flammability, according to ANSI/ASHRAE
Standard 34-2007, it is classified as an A2L refrigerant and
new standards are being adopted to allow its safe use (ISO TC
22 N 2916). From all these works, the conclusion has been that
The sponsors of the SAE CRP1234 have concluded that HFO R1234yf can be used as the global replacement refrigerant in future
mobile air conditioning systems and it can be safely accommodated
through established industry standards and practices for vehicle
design, engineering, manufacturing, and service. (SAE).
Nevertheless, using a flammable refrigerant opens the
possibility of using other refrigerants, like HCs, with the proper
safety measurements. HCs are present in the atmosphere for
a long time and, without requiring any theoretical estimation,
it is well known which are neutral from an environmental
point of view and have suitable thermodynamic properties to
work as refrigerants. In that sense, propane (R-290) can
constitute a good alternative for consideration. There is long
experience of using it in refrigeration systems, it is compatible
with the materials used in refrigeration, its saturation pressures are in the range of the used refrigerant and standards
have been developed to allow its safe use (Corberan et al., 2008).
In this paper, an experimental investigation of the performance of an open compressor of 660 cm3 with four pistons

and a dead volume of 5% of the total volume indicated for bus

transport has been carried out. The compressor has been
tested working with R-134a, R-1234yf and R-290 in a wide
range of operating conditions. The obtained results have been
systematically compared and analyzed in terms of COP,
capacity, discharge temperature, oil sump temperature and,
compressor and volumetric efficiencies.

2.

Test set-up

2.1.

Experimental facilities

The open piston compressor tests were performed in the test

rig shown in Fig. 3. The test rig is provided with several PID
control loops (compressor inlet and outlet pressure, superheat
and subcooling controls) which allow an adjustment of the
refrigerant conditions at the compressor inlet (evaporating
pressure and superheat) and outlet (condensing pressure)
with a precision of 1 kPa and 0.5 K. The rig is fully automated,
and designed to permit working in steady state conditions for
long time periods.
Other important characteristics of the test rig are that the
mass flow rate is directly measured by means of a Coriolistype (Fisher-Rosemount Micro-Motion CMF025M) and with
secondary refrigerant calorimeter based results. The accuracies of pressure transmitters (Fisher-Rosemount 3051) and
temperature sensor (RTD-PT 100) are 0.02% of full scale and
0.1  C, respectively. The open compressor was adapted to an
electrical motor as shown in Fig. 4, a torque transducer was
installed in between to measure the real compressor energy
consumption with enough accuracy. The deviation of the
torque transducer was lower than 1.5% for all cases.
Two thermocouples, type T, were installed at the bottom of
the compressor shell, and fixed to it with a thermally
conductive epoxy. These thermocouples were isolated from

Fig. 3 e Scheme of the test rig.

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771

temperatures at the condenser inlet from 40  C to 65  C and

evaporation temperature at the evaporator outlet of
15  C to
15  C (see Fig. 5 for details). Two nominal speeds were selected
(1500 rpm and 2200 rpm) and the entire tests were performed
for superheating values of 15 K and 6 K. Other manufacturers
recommend working at high superheats with R-290 (at least
20 K), nevertheless the obtained results for this open
compressor at 15 K and at 6 K with the oil used do not justify
that assessment in this case (all the data can be found in the
Supplementary material).
The oil used for all tests was POE oil ISO 68. The results for
2200 rpm and 6 K of superheating have not been shown in the
figures of the text as no significant differences in the global
trend of the results have been observed; this material is
supplied as Supplementary information.
Fig. 4 e Photography of the compressor coupled to the
electric motor.

the environment by covering them with a flexible foam

insulation piece. Considering the thermal conductivity of the
crankcase and the isolation from the environment of the
thermocouple, it is assumed that the oil sump temperature in
steady state is approximately the temperature registered by
the thermocouples.
The entire characterization tests were performed following
methods A and E described in the European Norm EN-13771-1
for refrigerant mass flow rate evaluation.
In addition, several OCRs were performed for specific test
points (see Fig. 5). The OCR measurements were carried out
following the ANSI/ASHRAE 41.4-1996 standard. Care was
taken that the oil level on the compressor sight glass was
stable during the test.

3.

Results and discussion

Characterization test results showed a high consistency

between the result from the primary (E method) and
secondary (A method) tests as specified in the standards. The
mean discrepancy between both methods was less than 1% in
all cases. The evaluation of the thermophysical properties was
undertaken using RefProp software (McLinde et al., 2010).
The evaluation of compressor performance was undertaken in terms of the following parameters:
 Volumetric efficiency:
hv

_
m
rin V_

_ 1
h3 $hv
Qfrig rin Vh

2.2.

Performed test

The matrix used for the compressor characterization test was

chosen taking into account the conditions in which this type
of compressor would work in order to provide service representative results. It covered a set of condensation

(1)

(2)

_ represents the refrigerant mass flow rate, rin is the

where m
refrigerant density at the compressor inlet, V_ the compressor
swept volume, h1 the enthalpy at the compressor inlet and h3
the enthalpy at the evaporator inlet.
 Compressor efficiency:
hc

_ 2is
h1
mh
;
E_

COP

h1
h3
$h
h2is
h1 c

(3)

(4)

where h2is is the enthalpy in the compressor outlet if the

compression were isentropic and represents the power
consumption by the compressor.
 Losses to the environment:
Qloss

Fig. 5 e Test matrix used for the compressor

characterization.

E_
mh2
h1
E_

(5)

where h2 is the specific enthalpy at the compressor outlet.

Standard cooling capacity and standard COP are calculated
with zero subcooling. This work has focused on the
compressor, therefore the possible different behavior on the

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heat exchangers from the point of view of the pressure drop

was not considered.
The cooling capacity of the system using a refrigerant is
influenced on the one hand by the refrigerants thermodynamic properties (volumetric refrigerant effect in Fig. 1), and
on the other by the interaction of the refrigerant with the
compressor. This influence is comprised of the concept of
volumetric efficiency. This variable compares the ideal mass
flow rate, considering that all the compressor chamber
volume is used, with the real mass flow rate. The obtained
results for cooling capacity and for volumetric efficiency for all
the refrigerants are shown in Figs. 6 and 7. R-290 shows
a better cooling capacity and a significantly higher volumetric
efficiency compared with R-134a and R-1234yf. Comparing R134a and R-1234yf, a direct drop in of an R-134a system will
represent a loss of cooling capacity from 3% to 13% depending
on the working conditions. Volumetric efficiency for the same
pressure ratio is higher for R-134a and the possible improvement with R-1234yf, derived from working at lower pressure
ratios at the same temperature conditions, is only noticeable
from pressure ratios of 8.
As cooling capacity, COP of a system working with a given
refrigerant is influenced also on the one hand by the refrigerant thermodynamic properties (in this case isentropic COP
in Fig. 2) and on the other by the way in which the refrigerant
interacts with the compressor, a measure of this second
influence is called compressor efficiency. This variable
compares the real energy consumption of the compressor
with that of the ideal process. The obtained results for COP
and compressor efficiency for all the refrigerants are shown in
Figs. 8 and 9. Fig. 8 shows that COP for R-290 is significantly
improved in real systems compared with the other two (more
than 10%). Overall, considering that isentropic COP for R-290 is
lower than for R-134a, this is a consequence of the high
compressor efficiency of R-290 compared to the other two
refrigerants (Fig. 9). Regarding R-134a and R-1234yf, R-134a has
a better COP mainly as a consequence of its thermodynamic
properties (isentropic COP). Regarding compressor efficiency,
R-134a shows a slight improvement for low and medium

Fig. 6 e Cooling capacity for R-290, R-134a and R-1234yf as

a function of evaporation temperature for a superheat of
15  C for the points supplied on the test matrix of Fig. 5.

Fig. 7 e Volumetric efficiency for R-290, R-134a and

R-1234yf as a function of pressure ratio for a superheat of
15  C for the points supplied on the test matrix of Fig. 5.

pressure ratios, overall at high condensation temperatures.

The R-1234yf thermodynamic property of having lower pressure ratios for the same evaporation and condensation
temperatures only improves the compressor efficiency when
the compressor works at high pressure ratios (8 or higher).
These results concur with those obtained for volumetric efficiency. For lower pressure ratios, the poorer efficiency of R1234yf is more significant than the advantages obtained from
working at pressure ratios lower than R-134a.
Figs. 10 and 11 represent the compressor discharge
temperature and the losses to the environment. Discharge
temperature constitutes one of the limiting factors in allowing
a compressor to operate at high pressure ratios. Manufacturers usually insist that this temperature must be lower than
130e140  C. The discharge temperature is approximately 10 K
lower for R-1234yf compared to R-134a and R-290. In that
sense, R-1234yf can increase the range of compressor

Fig. 8 e COP for R-290, R-134a and R-1234yf as a function of

evaporation temperature for a superheat of 15  C and the
points supplied on the test matrix of Fig. 5.

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773

Fig. 9 e Compressor efficiency for R-290, R-134a and

R-1234yf as a function of pressure ratio for a superheat of
15  C and the points supplied on the test matrix of Fig. 5.

Fig. 11 e Heat losses for R-290, R-134a and R-1234yf as

a function of evaporation temperature for a superheat of
15  C and the points supplied on the test matrix of Fig. 5.

operating conditions compared to R-290 or R-134a. Losses to

the environment compare the real energy consumption to the
energy supplied to the refrigerant. Fig. 11 shows that these
losses increase significantly at low evaporation temperatures
and have a minimum value at evaporation temperature of
approximately 0  C. Comparing this magnitude among the
different refrigerants, R-290 has shown the lowest value of
heat losses (40% lower than R-134a) followed by R-1234yf with
R-134a having the most significant heat losses of all considered refrigerants. The high heat losses for R-134a are probably
related to the higher compressor discharge temperature
associated with this refrigerant.
Finally, Fig. 12 represents the oil sump temperature for all
the refrigerants, this variable is important in order to ascertain how much refrigerant is dissolved in the oil, and from
that information to be able to estimate the thermophysical
properties of the lubricant fluid or the refrigerant total charge

of the system. In hermetic compressors, this variable has

a stronger bond to discharge and evaporation temperatures
than to the used refrigerant (see Navarro et al., 2012). The
obtained results for R-290 and R-134a have followed the trend
observed for hermetic compressors. The one with the highest
oil sump temperature has been R-134a. Comparing R-290 with
R-1234yf for condensation temperatures of 50  C and 40  C,
both refrigerants have very similar oil sump temperatures.
Therefore, although the discharge temperature is up to 10 K
lower for R-1234yf, the oil sump temperature is not significantly different from R-290. This fact could be related to the
higher thermal losses of R-1234yf compared to R-290 or other
factors related to lubrication, such as mechanical losses or
leaks from the high pressure side to the low pressure side not
analyzed in this work.
Regarding OCR values, according to the standard they have
been obtained in according with the expression:

Fig. 10 e Discharge temperature for R-290, R-134a and

R-1234yf as a function of evaporation temperature for
a superheat of 15  C and the points supplied on the test
matrix of Fig. 5.

Fig. 12 e Oil sump temperature for R-290, R-134a and

R-1234yf as a function of evaporation temperature for
a superheat of 15  C and the points supplied on the test
matrix of Fig. 5.

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 R-134a has good efficiency for low and medium pressure

ratios, but its discharge temperature and heat losses are the
highest of the three refrigerants considered.
 The OCR of POE ISO 68 oil has shown no significant differences between the refrigerants.
 The oil sump temperature for R-1234yf and for R-290 has
been similar. Considering that the discharge temperature of
R-1234yf is lower than that of propane, this could point to
a possible different behavior related to lubrication. Higher
leak fractions or higher mechanical losses could be factors
to take into account in order to explain the observed
differences.

Fig. 13 e OCR for R-290, R-134a and R-1234yf as a function

of operating conditions.

OCR 1

mtot
moil
mtot

where the values and procedure to determine the different

masses are defined according to the norm, ANSI/ASHRAE 41.41996.
The measurements represented in Fig. 13 allow establishing that there are no significant differences between the
refrigerants and in all cases the OCR is lower than 3%. OCR for
low evaporation temperatures is higher than for the rest of the
conditions. Regarding the dependence on compressor speed,
the obtained values are similar to those obtained for 1500 rpm
except for low evaporation temperatures, where there is
a mean increase of 1% (results shown in the supplementary
material). No dependence on superheating has been detected.

From this study, it can be concluded that R-1234yf and R-290

can be good replacements for R-134a. Nevertheless, from the
efficiency point of view, R-290 has shown better performance
for all the range of tested conditions (mean improvement of
30% in volumetric efficiency and 15% in compressor efficiency).
R-1234yf has shown higher heat losses than R290 even having
a significantly lower compressor discharge temperature.
Nonetheless, more studies have to be performed for
a wider compressor series in order to confirm the results
derived from this study. From another point of view, durability tests complementing the works performed by
Stehouwer (2010) would supply relevant supplementary
information to this work.

Acknowledgments
The authors are very grateful to the Spanish Ministerio de
Economia y competitividad through the program Programa
Nacional de Proyectos de Investigacion Fundamental for the
support given to the Project Diseno Asistido por Ordenador de
Equipos de Refrigeracion y Bomba de Calor ref. TRA2009-0062.

Appendix A. Supplementary data

4.

Conclusions

In this work R-1234yf, R-134a and R-290 have been tested in an

open compressor for bus applications in a wide range of
working conditions. The measurements and the subsequent
analysis resulted in the following conclusions:
 R-290 has shown a significant improvement in compressor
and volumetric efficiencies and the heat losses are considerably lower than for the other two refrigerants. It should be
mentioned that R-290 has a significantly higher volumetric
capacity than the other two refrigerants which can reduce
the size of this kind of system.
 The new refrigerant, R-1234yf, improves its efficiencies
compared to R-134a for pressure ratios higher than 8. Its
discharge temperature is approximately 10 K lower than the
discharge temperature of the other refrigerants. It has less
heat losses than R-134a but 20% more than propane. It
should be mentioned that considering this refrigerant as
a direct drop-in refrigerant for R-134a will lead to
a reduction of 10e15% in the systems cooling capacity.

Supplementary data related to this article can be found at

http://dx.doi.org/10.1016/j.ijrefrig.2012.11.017.

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