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either (1) used immediately while the vehicle is operated at high speeds or (2) stored in large batteries for future low-speed driving. This challenge can be partially overcome by electrifying accessories having loads that increase with vehicle speed. In the extreme case, the system could help drive the electric traction motors of a hybrid electric powertrain. Another possibility is to couple the TE system with other vehicle systems that require substantial onboard energy storage and charge while the vehicle is being driven. A no-idle sleeper cab system that powers hotel loads from a bank of batteries (rather than idling the truck engine) is an example of this type of possible system. 4.0 Conclusions A combined vehicle model and engine waste heat model were used to compare various accessory electrification scenarios for four different conventional vehicle platforms: a midsize car, a midsize sport utility vehicle, a Class 4 truck, and a Class 8 truck. The Class 8 truck—which has a large amount of waste heat, low mass sensitivity, and a high number of miles traveled per year— was found to be most attractive for early market penetration of a TE waste heat recovery system. For the Class 8 truck, a near-term-achievable TE system with 5% overall efficiency (taking into account heat exchangers, pumps, and other ancillary losses) can be expected to generate from 0.4 kW for city driving cycles to 2.0 kW for highway driving cycles. This amount of electrical power is insufficient to eliminate the alternator, particularly during cold-start, city driving. Depending on the TE system conversion efficiency, the fuel savings expected by integrating a modest TE system into a conventional Class 8 truck platform are on the order of 2% to 3%. A suitable battery with usable energy on the order of 40 to 80 W-h must also be selected to source/sink electricity during worst-case transients. Current TE system costs of $3,000 to $6,000/kW must be reduced substantially, to about $450/kW for the Class 8 truck platform application, to become economically justifiable. For conventional vehicle platforms, fuel savings are limited by the amount of accessories that can be electrified. In turn, the amount of accessories that can be electrified is limited by all of the following: • Maximum rated power of the alternator • Amount of waste heat in the exhaust, particularly in cold-start city driving scenarios • Conversion efficiency of the TE system • Size of the battery • Maximum rated power of the TE system. Future analyses should focus on specific driving scenarios that produce large amounts of waste heat (e.g., a Class 8 truck used for over-the-road, interstate hauling). Additional analyses should also ensure that the complete system is robust to all other types of driving (e.g., a Class 8 truck driving in the city without a trailer). Vehicle configurations well-matched for TE technology are not directly addressed in this work. These configurations include vehicles in which accessory loads increase with vehicle speed, a large alternator or battery is already present, and a hybrid electric powertrain is present with 14PDF Image | Feasibility of Thermoelectrics for Waste Heat Recovery in Conventional Vehicles
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