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Suburban and highway driving replenish the battery much faster, in just 3 to 8 minutes for suburban driving and 2 to 4 minutes for highway driving, depending on the exact driving cycle chosen. Table 4. Feasible Accessory Electrification Scenarios for a Class 8 Truck Incorporating TE Systems with Various Conversion Efficiencies TE System Characteristics Conversion efficiency, ηTE sys (%) Maximum rated power, Pmax, TE sys (kW) Accessory Electrification Feasible level of electrification, Pelec (kW) Cold-start energy storage requirement (W-h) Fuel Savings and Economic Analysis Fuel savings (%)c Fuel savings ($/yr)d Battery cost ($)e Maximum TE system cost—3-year breakeven ($/kW) a. TE system sized for good waste heat recovery in city driving (45 mph constant speed waste heat). b. Maximum power consumption that allows for charge-sustaining operation of overall system within first 12 minutes of cold-start city driving. c. Extrapolated from constant-speed-averaged simulation results of Figure 4. d. Assumptions: $2.71/gal diesel (2006 avg, EIA), 80,000 mi/yr traveled, 5.7 mpg nominal (2002 avg., Ref. [16]). e. Assumptions: $150/kWh deep-cycle lead-acid battery, sized for 5x energy requirement. Table 4 also gives an approximate range of fuel savings, calculated by interpolating speed- averaged values from Figure 4. The smaller value represents fuel savings achieved by shifting the specified amount of mechanical accessories to electrical power. The larger value represents additional fuel savings achieved by unloading the alternator once charge-sustaining operation is reached. A designer will be forced to limit the level of accessory electrification based on the worst-case cold-start, city driving requirement. However, under higher speed suburban and highway cycles, the TE system will generate sufficient power to also unload the alternator. Table 4 gives a range of allowable costs necessary for the TE system to pay for itself with 3 years of fuel savings, depending upon the fuel savings achieved. For a new technology, a higher allowable cost is preferred; this means that a TE system that is less expensive than the allowable cost will pay for itself in fewer than 3 years. Compared with a $300/kW cost requirement for initial market penetration into light-duty automotive applications [15], the high number of vehicle miles traveled of the Class 8 truck tolerates a slightly higher TE system cost of $450 to $750/kW for a 5% efficient system and $330 to $460/kW for a 10% efficient system. With higher diesel fuel prices of $4.00/gal (compared with the $2.71/gal base case), these allowable TE system costs can increase by some 50% and still achieve payback in 3 years. Table 4 predicts relatively modest fuel savings for TE waste heat recovery systems, on the order of 2% in the near term and 3% in the future. Additional fuel savings may be possible by optimizing the system as a whole. A larger alternator (not explored here) would help to relax cold-start constraints and enable an increase in accessory electrification and thus fuel savings. Also, in the case of suburban and highway driving, it is possible to generate much more electricity by incorporating a larger (and more expensive) TE system than that of Table 4. The challenge in realizing fuel savings from this additional electricity is that the electricity must be a 5% 10% 15% 3.0 6.0 9.0 b 0.55 1.10 1.66 43 85 128 1.2%-2.0% 1.8%-2.5% $460-$760 $690-$950 2.4%-3.1% $913-$1,179 $290-$380 $32 $64 $96 $450-$750 $330-$460 13PDF Image | Feasibility of Thermoelectrics for Waste Heat Recovery in Conventional Vehicles
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