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1. Introduction Waste heat recovery devices can increase vehicle fuel economy by converting a portion of engine waste heat to useful work. Taking a conventional example, a turbocharger expands hot exhaust gases through a turbine and uses this shaft power to compress engine intake air and boost engine efficiency. Though they are not used in vehicles at present, adsorption and absorption refrigeration systems provide potential pathways to convert engine waste heat into passenger cabin cooling [1, 2], eliminating engine loads associated with traditional vapor-compression systems. Thermoacoustic devices [3, 4] provide a pathway to convert waste heat to sound and then to cooling or, if combined with a linear motor or piezoelectric generator, electricity. Thermoelectric (TE) devices, the subject of this report, offer an attractive direct conversion path from heat to electricity, with no moving parts [5]. This direct conversion of heat to electricity, combined with recent laboratory advances in efficiency, makes TE devices an interesting candidate for automotive waste heat recovery [6]. While TE generators have the potential to increase vehicle fuel economy by converting a portion of engine waste heat to electricity [7, 8], that electricity can be used in several ways. Conventional vehicles could derive a fuel economy benefit by using the extra electrical power to reduce alternator loads and/or electrically drive accessories such as power steering [9]. Hybrid electric vehicles (HEVs) might also use the extra electrical power to directly assist with vehicle propulsion [10]. A typical engine wastes approximately two-thirds of the fuel’s combustion energy as heat. Some waste heat is transferred to the coolant system and/or carried from the engine block by convection and radiation. Although waste heat could potentially be recovered from the coolant system, the relatively low difference in temperature from ambient would result in low TE generator efficiency. This work assumes that the TE generator recovers heat from the engine exhaust, which has the highest temperature and, consequently, the most thermodynamically available waste heat. In most vehicle applications currently being explored, the TE device employs heat exchangers to carry heat from the exhaust system to the hot side of the device (and isolate the device from peak exhaust system temperatures) as well as to remove heat from the cold side of the device [8, 11]. The cold side commonly uses ethylene glycol as a working fluid, either shared with the engine cooling loop or using its own dedicated radiator. This report provides a simplified analysis in which the energy conversion efficiencies of the TE device and associated heat exchangers, pumps, and other components are lumped into a single conversion efficiency representative of the entire TE system. In the analysis, four vehicle platforms—a midsize sedan, a midsize sport utility vehicle, a Class 4 truck, and a Class 8 truck—are initially considered. A more detailed analysis of waste heat availability for the Class 8 truck under various duty cycles then follows. 1PDF Image | Feasibility of Thermoelectrics for Waste Heat Recovery in Conventional Vehicles
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