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Whole-Chain Energy Efficiency Assessment for Three Different Methods of Lighting an Automotive Headlight
T. Hurst, S. Lioutas, D. Papadopoulos. November 2010.
1. Abstract
The aim of this project was to assess the efficiencies of different supply chains in providing illumination for an automotive low-beam headlight. Three energy supply methods were chosen; a battery electric vehicle; a car running a traditional diesel internal combustion engine; a hydrogen fuel cell vehicle. Comparison of the whole chains leads to the conclusion that a fuel cell vehicle using Xenon HID bulbs has the best overall efficiency at 30%, with the IC vehicle coming in last with 7% for Xenon.
Figure 1. Three different routes to powering an automobile headlight from natural gas.
3.2 Transmission
The energy produced by the power station enters the transmission grid for delivery. The GB transmission grid operates at three different voltage levels: 400kV, 275kV and 132kV. Most power stations are directly connected to the system which consists of 25,000 circuit kilometers and more than 1000 transformers. This is the case for the CCGT plant considered for the electricity production. The generated voltage is 11kV from the gas turbine and 15.75kV from the steam turbine (Smith & Sharpe 1995). These voltages are upconverted to 400kV by the generator transformers, in order to adapt to the grids high voltage levels. The generated output is supplied to the grid via underground cable to the grid at a point 0.5 km away. The efficiency of the transmission system is determined by the losses that occur between the power plant and the grid supply point GSP and are made up of (i) Fixed losses (0.49%); Corona losses on outdoor transmission equipment and iron losses in transformers, (ii) Variable (I2R) losses because of transmission heating losses in the overhead lines, underground cables etc (1.8%), heating losses in grid supply transformers to low voltage level (0.19%), generator transformer losses (0.22%). The total efficiency as a result of the losses across the transmission grid is 97.23%. The losses presented above are calculated from the data available for the power losses (in MW) over the peak demand estimation for the year 2010-2011 (National Grid, 2010, nationalgrid.com)
94.8%
3.3 Distribution
After the electricity has been transmitted to the Grids Supply Point and downconverted to 132kV, it enters the distribution network. The distribution network delivers electricity to the end user at lower voltage levels and is the final stage of the electricity transfer from the plant to the final application. The distribution network in UK operates at 33kV, 11kV and 400V, with
80%
3 conversions between voltage levels introducing additional losses. More precisely as a result of line losses and transformer load and non-load losses in 33-132kV and 6.6-11kV and line losses in 400V level, the total losses are 4.47%. This calculation was carried out by ATEN &FERRIS (2009) for E.on Central Networks, a distributor network operator. Mazza & Hammerschlag (2005) include a 6% losses in their Wind to Wheel Energy Assesment. For this work an average loss of 5.2% is used. According to this, the total efficiency of the distribution network is 94.8%
Battery Efficiency
87%
Power Available
Table 1. Process and total efficiencies for the BEV chain up to the point of delivery
99% 18%
4.4.1 Alternator
The alternator or generator is used to power the vehicles electric system and to charge the vehicles battery, ensuring that the batterys state of charge is maintained at an adequate level. The generation of power has an effect on fuel consumption of the vehicle and depends on the alternators efficiency. The maximum efficiency of a modern, air-cooled alternator is around 70% at full load. In automotive applications, the alternator mainly operates in the part-load range, in which an efficiency of up to 75% is achieved (Meyer, 2007). Boschs 14 Volt Efficiency Line generator has an efficiency range from 70 to 77%, according to the VDA cycle, which is a German standard used to evaluate the performances of a generator in its operation area (A.Gimeno, G.Friedrich, 2008). Because the alternator operates most of the time in part load, we assume the lowest efficiency, thus 70%. There are strong interrelationships between the battery, alternator, engine speed and engine load that constantly vary during a driving cycle so the efficiencies are just a subcategory of the systems performance used to provide an indicative case for our study. 60% Battery Efficiency
Alternator
70%
Power Available
Table 2. Process and total efficiencies for the diesel fuel-cell chain up to the point of delivery
91%
97%
61%
7 According to Bossel (2003), polarization losses and ohmic resistances mean that a fuel cell with a common design voltage of 0.7 Volts may experience a range of voltages depending on load conditions, so a mean voltage of 0.75 Volts is a good value to work with. Using the above equation gives a voltage efficiency of ~61%. This is the efficiency for an individual cell; a stack will likely have a slightly lower overall efficiency due to imperfections, small parasitic losses and unwanted heat generation.
Conditioning Electronics
100%
90%
86%
The efficiency of FCEV to the point of delivery is tot = PRD * COM * DST* DLV * CNV * CND * RUN * (BAT) Process stage Hydrogen production from NG Hydrogen compression Hydrogen distribution Hydrogen delivery Energy conversion Conditioning electronics Efficiency (%) 71 91 97 97 61 100
8 Running the fuel cell Battery roundtrip efficiency Total efficiency for direct powering of light Total efficiency with intermediate battery 90 86 33 29
Table 3. Process and total efficiencies for the fuel-cell chain up to the point of delivery
6. Illumination
There is no set unit of absolute efficiency for illumination delivered by a lighting element, so for this project, a relative value must be defined. An efficiency value is defined here normalised against the headlight (not just bulb) able to emit 1000 lumens onto the road (high-end delivered output of dippedbeam headlights (Ackerman, 2007)) with the lowest power input.
6.4 Efficiencies
The Xenon HID light source has the best output at 91 L/w, so this value is normalised to an efficiency of 100%. Based on this, efficiencies for the LED and halogen bulbs are calculated as 58% and 20% respectively.
7. Whole-chain comparisons
Summarised in Table 4 are the calculated efficiencies for each stage of all three energy delivery methods in their entirety. All three lighting methods are compared for each route, delivering three final efficiencies. In the cases of the internal combustion vehicle and the fuel-cell electric vehicle an extra three efficiencies are calculated to reflect the different operating modes, i.e. power directly from the source or indirectly via the battery. Values are rounded to the nearest whole number to reflect the uncertainties involved in generating them.
Battery Electric Vehicle Process Electricity Generation Transmission Distribution Battery Charger Battery Roundtrip Efficiency (%) 51 97 95 80 87 Internal Combustion Powered Vehicle Process Diesel Production Diesel Distribution Engine Alternator Battery Efficiency (%) 65 99 18 70 60 Fuel Cell Electric Vehicle Process H Production Efficiency (%) 71 91 97 97 61 100 90 86 Without Battery With Battery 30 18 6 26 15 5 Efficiency of Natural Gas Extraction, Production and Distribution: 92%
Light Source
TOTAL EFFICIENCY (%)
H Compression H Distribution H Delivery Conversion Conditioning Running Battery Roundtrip Without Battery With Battery Light Source 7 5 2 5 3 1 Xenon LED Halogen
Figure 2. Relative losses for each route Table 4 shows that the most efficient method for delivering light onto the road is via a fuel cell electric vehicle utilising a Xenon HID headlight, at 30%. However, for drive cycles where power is being delivered via the battery, the efficiency of the FCEV drops and the battery electric vehicle becomes the more efficient option, with 29%. Figure 2 allows for the comparison of the relative losses for each of the energy delivery routes, excluding the efficiencies of natural gas extraction and delivery, and the final light sources, which are common for all three cases. It can be seen that for the battery electric vehicle, the largest source of losses is in electricity generation; for the internal combustion engine the largest losses come from the engine itself; for the FCEV most of the losses are incurred in generating electricity in the fuel cell.
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9. Conclusions
Based on the initial conditions defined in the introduction, it has been shown that the most efficient way of powering an automotive headlight from a natural gas fuel source is via a hydrogen fuel cell vehicle using a Xenon HID light source. The least efficient method is a diesel IC vehicle using a halogen light source. A battery electric vehicle yields similar overall efficiencies to the FCEV, and overtakes when the FCEV is using battery power. While there is scope for improving the reliability of these conclusions, the values derived are a good starting point, giving a fair overview of the losses and true inefficiencies involved in achieving a desired energy output. A particular benefit of this investigation is the ability to analyse the relative losses of the stages in the different energy chains, so allowing for identification of areas where savings and improvements could be implemented to maximum effect.
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