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Table 2. TE System Conversion Efficiencies Required to Eliminate the Alternator (Scenario 1) and Electrify All Accessories (Scenario 2) for 20-mph Steady-State Driving Scenario 2: Electrify All Accessories 20%-35% 30%-60% 20%-40% 20%-45% 30%-55% Scenario 1: Eliminate Alternator 2%-3% Class 8 truck Class 4 truck 5%-8% Midsize SUV 5%-6% Midsize sedan, nominal engine (121 kW) Midsize sedan, small engine (75 kW) 4%-10% 7%-12% 3.2 Duty and Driving Cycle Analysis for Class 8 Truck As discussed above, the Class 8 truck platform holds multiple advantages over the other platforms considered, which makes it the most attractive application for early market introduction of a TE waste heat recovery system. Although the remainder of this analysis focuses on the Class 8 truck, the approach and discussion generally apply to the other vehicle platforms. This section assesses the quantity of waste heat available under various driving situations, determines an appropriate TE system size, and evaluates the level of accessory electrification that is practical for a Class 8 truck. Figure 6 shows speed-versus-time traces for the eight different driving cycles used in this analysis. Given that waste heat is strongly dependent on vehicle speed, Figure 7 quantifies the cumulative percentage of time spent above various speeds for eight different driving cycles. For discussion purposes, the cycles are grouped on the basis of their speed-time statistics into three classifications: city cycles, suburban cycles, and highway cycles. These cycles are plotted in red, blue, and magenta, respectively, in Figure 7. Each of the two highway cycles shows a vehicle being driven more than 50% of the time at greater than 40 mph; this suggests that, in highway driving situations, it might be advantageous to size the TE system to capture the amount of waste heat available at 40 mph (~55 kW for the Class 8 truck). In practice, we want to avoid sizing a TE system too small or too large for expected driving situations. For example, a 40-mph-peak waste heat design would be too small to make complete use of the waste heat available at speeds higher than that. Conversely, the same TE system would be oversized for city driving situations. In these low-speed situations, a smaller, lighter, and less expensive TE system would be more appropriate. In practice, exhaust waste heat depends not just on the vehicle speed but also on the magnitude and frequency of acceleration events. City and suburban cycles in particular contain frequent acceleration events that are important to characterize. For the Class 8 truck, Figure 8 presents the percentage of time spent above a given level of exhaust power, predicted using a transient vehicle model that captures the exhaust waste heat produced during acceleration and deceleration events. Compared with Figure 6, Figure 8 shows less separation between the highway cycles and the city and suburban cycles because acceleration events are more frequent in low-speed cycles. 8PDF Image | Feasibility of Thermoelectrics for Waste Heat Recovery in Conventional Vehicles
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