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Scenario 1: Eliminate Alternator Scenario 2: Electrify All Accessories Figure 4. Fuel savings under scenarios in which some or all of the engine’s mechanically driven accessories are replaced with electrically driven accessories. Assumptions: (1) sufficient electricity available from the TE system; (2) no increase in vehicle mass with addition of TE system. In terms of cost and mass requirements imposed on a TE system, the Class 8 truck holds advantages over the other vehicle platforms in that this vehicle presents the least challenging requirements for early market introduction. Figure 5 shows the break-even TE system costs, in which a vehicle with a TE system will pay for its initial cost out of three years of fuel savings. For now, we assume that waste heat and TE system performance are sufficient to realize all of the fuel savings shown in Figure 4, though this is typically not the case. The break-even cost is expressed as a function of TE system mass because, for the same efficiency and operating characteristics, a heavier TE system will achieve less fuel savings as its extra mass penalizes vehicle efficiency. Note that the allowable TE system mass shown on the y-axis of Figure 5 should not be taken as absolute, because those results are calculated using a steady-state model predicting less mass sensitivity than expected under transient operation. However, the constant speed results are still useful for comparing the relative merits of each vehicle platform. In Figure 5, the results across vehicle platforms show a relative trend separating the Class 8 truck from the other vehicles. Under both scenarios, the heavy Class 8 truck can tolerate a higher TE system mass (kg/kW) and still achieve fuel savings. The higher number of vehicle miles traveled per year also means that the Class 8 truck will achieve larger aggregate fuel savings within a three-year payback period. The TE system can thus bear a higher cost ($/kW) and still be economically acceptable. Note also that scenario 1 tolerates much higher TE system costs than scenario 2 does. At early market introduction, when TE system costs are expected to be the highest, a modest level of waste heat recovery is economically favorable in comparison to aggressive levels. Because today’s commercially available TE devices cost on the order of $3000 to $6000/kW [13, 14], costs must still be reduced considerably for vehicular waste heat recovery applications to become economically favorable. 6PDF Image | Feasibility of Thermoelectrics for Waste Heat Recovery in Conventional Vehicles
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