Waste Heat Recuperation for Passenger Vehicles
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1 Waste Heat Recuperation for Passenger Vehicles Jim Salvador
2 Outline Brief Introduction to Thermoelectric Technology. Thermoelectric Generator System Basics. Future Research and Development Needs.
3 Disclaimer This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, make any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof.
4 Support U.S. Department of Energy Grant # DE-FC26-04NT and DE-EEE John Fairbanks and Gurpreet Singh (DOE), Carl Maronde (NETL) U.S. Department of Energy, Assistant Secretary for Energy Efficiency and Renewable Energy, Office of Vehicle Technologies, as part of the Propulsion Materials Program, under contract DE-AC05-00OR22725 with UT-Battelle, LLC Competency PbTe/TAGS85 W out Engineering Lp [m] Continuum Materials Science Atomistic Microstructural Chemistry Electronic Physics nm mm mm m log(length scale)
5 Waste Heat Recovery by Thermoelectrics Thermoelectric materials make use of the Seebeck effect to generate a voltage from a temperature difference. The voltage is then used to drive an external load. The electricity generated by the device can be used to supplement the alternator to reduce its torque load on the engine, charge batteries, or be used for propulsion. High quality heat, like that found in the exhaust gas stream, is ideal for generating large temperature difference for higher power densities. Materials Level Performance Metrics zt = S2 ρ κ T System Level Metrics P out = V oc 2 R Load (R int + R load ) 2 V OC = SΔT
6 TE Applications Illustration of SNAP-19 RTG with n and p-type PbTe. Radioisotope Thermoelectric Generators (RTG s) for deep space probes. Radioisotope provides thermal energy RTG s are used when solar flux is insufficient to supply onboard power requirements or when sustained power.
7 TEG System Basics (Your Power Source). TEGs go after waste exhaust heat, which is a sizeable portion of the energy flow through an ICE. TEGs can operate continuously EGHR systems often harvest heat only during warm up to improve engine and transmission performance. TEG s go after an energy stream that is typically a total loss.
8 Operating Temperatures Location is everything for TEG Performance
9 Effect of TEG Location on Power Output Full Size Truck 5.3 L V-8 Average Power: Average Power: Cat Out = 136 WCat Out = 136 W Flex = 94 W Flex = 94 W Mid Muffler = 78.5 Mid W Muffler = 78.5 W
10 Effect of TEG Location on Power Output Full Size Truck 5.3 L V-8
11 TEG Design (Integrated System Approach)
12 TEG Design (Integrated System Approach)
13 TEG Design and Packaging Location
14 TEG Design and Packaging Location
15 Power Management Battery Voltage The voltage of a TEG is a function of: 1) Seebeck Coefficient 2) The Junction Temperatures 3) The number of TE elements connected in series Maximum power is extracted from the TEG at near half the open circuit voltage. The voltage needs to be regulated to the voltage of the Vehicle. This generally requires some type of DC-DC converter (Boost/Buck).
16 Expected On-cycle Fuel Economy Benefits TEGs provide two FE improvement functions 1) Faster Powertrain warmup. 2) Supplemental electrical power to offset the alternator. Electrical power is generated after 2/3 of the energy of combustion is lost and the alternator is not terribly efficient. Vehicle modeling and testing find that if all the electrical loads can be met by the TEG the FE can be improved by about ½ MPG (250 to 350 W electrical load for FST). The relationship between the % power supplied by the TEG and the expected FE benefit is linear. Further there is another MPG from active warm up.
17 Off Cycle Credits EPA has 1.5 gco 2 /mile credit for cars and 3.2 for light trucks for active warm up of engines. There are additional 1.5 gco 2 /mile credit for cars and 3.2 for light trucks for active transmission warm-up. This requires an additional heat exchanger dedicated to the Transmission There is a thermoelectric specific off-cycle credit equal to 0.7g CO 2 /mile for each 100 W of rated electrical power Rated electrical power is taken as the simple average of the power output over the 5 cycles.
18 Challenging Characteristics of TEGs A TEG adds weight and cost OEM s spend a bulk of their resources stripping these out of vehicles and now we want to add it back in. A TEG is not customer facing If it works the way its supposed to the customer will never know that it s there. Does not benefit FE in all driving conditions. US DOT finds ~50% of all miles driven in the US are at higher speeds on rural / urban interstates and highways. Packaging and Competing Space Smaller cars, where a TEG could arguable have a larger impact in FE, are challenging to fit a TEG into and the radiator capacity are an issue.
19 R&D Needs There are still no materials commercially available that are well suited to TEG applications. Cost effective DC-DC converter technology is still needed. TEGs at the current level of development are well suited to larger vehicle. Reduction in TEG size and weight is still needed to make these more broadly applicable to smaller cars.
20 Summary TEGs have the same benefits of EGHR systems while providing recuperated electrical energy under a variety of drive cycles. TEGs can provide a 0.5 MPG improvement on FTP cycle. There are three potential off-cycle credits available to TEGs. New approaches to TE generator designs are quickly reducing cost weight and size of generator systems. Improvements in TE material performance is still needed to make TE s more competitive with more mature forms of waste heat recovery.
21 Acknowledgements Collaborators/Subcontractors: Marlow Industries: Jeff Sharp and Alan Thompson Oak Ridge National Laboratory: Hsin Wang and Andy Wereszczak University of Washington: Jihui Yang Future Tech: Francis Stabler Dana, Inc: Edward Gerges, John Burgers and Matthew Birkett Eberspaecher: Lakshmikanth Meda and Martin Romzek Molycorp: David Brown and David Miller NASA JPL: Jean-Pierre Fleurial and Terry Hendricks Brookhaven National Laboratory: Qiang Li University of Michigan: Jeff Sakamoto Delphi: Scott Brandenburg, Ray Fairchild and David Ihms Purdue University: Xianfan Xu,
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