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F F S 1 S e e c ce a a en s n si i a a r r i io o2 2 C C C Cl S l l l a a a a S S Se e Figure 5. TE system cost and mass required to achieve 3-year economic payback (i.e., recovering TE system initial cost through fuel savings). Heavy systems will negate a portion of potential fuel savings and thus must have a lower initial cost to be economically feasible. Assumptions: (1) sufficient electricity available from the TE system; (2) steady-state operation at 50 mph; (3) 2006 average fuel prices: $2.58/gal. gasoline, $2.71/gal. diesel; (4) alternator: $400/kW, 20 kg/kW. Results thus far have not addressed whether adequate exhaust waste heat is available to achieve a given accessory electrification scenario. Dividing the required electrical power by the amount of waste heat available at various vehicle speeds provides an estimate of the overall TE system conversion efficiency (including heat exchangers, pumps, and all other ancillaries) necessary for a given scenario. Waste heat is strongly dependent on vehicle speed, scaling with vehicle speed to the third power. Low-speed driving requires little power from a vehicle’s engine and is accompanied by a small amount of waste heat. The most challenging efficiency requirement for a TE system will be to generate the required amount of electricity at low vehicle speeds. Though not considered in this report, it is worth noting that TE systems are best matched to electrify accessory loads that increase with the speed of the vehicle. For comparison purposes, Table 2 gives the TE system conversion efficiencies necessary to eliminate the alternator (scenario 1) and electrify all accessories (scenario 2) for 20 mph steady- state driving. Assuming that TE system efficiency (estimated to be around one-half of TE device efficiency because of ancillary losses) might at best approach 10% in the future, Table 2 shows that the available waste heat is insufficient for complete accessory electrification in low-speed driving situations. Less aggressive partial accessory electrification scenarios might be possible, depending on how often higher vehicle speeds are attained. Comparing across vehicle platforms, the Class 8 truck presents the least challenging conversion efficiency requirement because of the large amount of waste heat available in its exhaust. Smaller vehicles and/or vehicles with highly efficient engines generate less waste heat and require higher TE system conversion efficiencies to generate a fixed amount of electrical power. 7 s ss s s U UV d da s 8 s s4 V an n 8 S 4 S c ce en na a r ri i o I I o1 n n f f D e D e ea e e a s si s si i ig g b bl n n le D e D e e s s i b bl ig gn l n ePDF Image | Feasibility of Thermoelectrics for Waste Heat Recovery in Conventional Vehicles
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