Title: Optimal Design of a Thermoelectric Cooling/Heating for Car Seat Comfort Developed by Dr. HoSung Lee on 10/18/2014 Car seat comfort is becoming
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1 Title: Optimal Design of a Thermoelectric Cooling/Heating for Car Seat Comfort Developed by Dr. HoSung Lee on 10/18/2014 Car seat comfort is becoming more and more a competitive issue, moving optional to standard vehicle equipment. From early 1960s, it was shown that aerated car seats improved human comfort (Johnson, 1964). Recent climate chamber tests of different types of seat indicate that transpiring (perforated) materials with ventilation showed enhanced comfort (Malvicino, 2001). Thermoelectric devices presumably first time applied to car seat comfort (Feher, 1990). Later, seat climate control for initial startup warming and cooling using thermoelectric devices was reported (Gallup, 2003). Placing seat temperature control unit in series with automotive HVAC module for considering humidity control increased body comfort (Kadle, 2007). Recently, compactness of a novel ventilation system with thermoelectric devices was reported (Bell, 2013). The analysis or modeling of car seat cooling/heating is hardly found in the scientific literature, which infers the inventors proprietary information. In the present work, optimal design (Lee, 2013) of a thermoelectric device itself (element length, cross section and number of thermoelements) is studied using our newly developed optimization method to improve the performance and then an innovative system design which includes a fan, a thermoelectric device, under-seat channels, and an optional recirculating duct is studied toward the high system efficiency (constant cooling/heating and low power consumption). This design includes the initial (transient) startup warming and cooling before the car HVAC is active in the cabin. Usually the distributed air of the channels are completely consumed through perforated holes and permeable seat materials. The present work gives an option whether the distributed air is consumed completely at the end of channels or recirculated using a return duct and impermeable materials except the perforated holes. This option can be verified through measurements. However, by doing this, the calculations indicate that a much lower power consumption almost in half could be achieved with equivalent cooling /heating. Design of thermoelectric cooler devices for various systems has been challenging: manufacturers provides empirical performance curves for their products based on the ideal (standard) condition which uses the constant high and low junction temperatures that assume no thermal resistances between the junction and medium (fluids). This is indeed unrealistic. Optimization with the ideal condition are often used erroneously in system design. Two additional problems are usually confronted, which are firstly that the material properties are not known (the manufacturers do not usually provide the material properties due to their proprietary information) and secondly that the thermal and electrical contact resistances are not known and even difficult to treat with in design. System designers may have great difficulties to select suitable modules for their systems among many commercial thermoelectric modules available. A typical thin thermoelectric cooler module is shown in Figure 1, which is very similar over those of other manufacturers. Intuitive short element length (typically 1.2 mm as shown) for intention to decrease the Joule heating also concurrently revokes energy back-flow by the thermal conduction, so it is not clear whether the short length thermoelectric module in Figure 1 is beneficial or not until the optimization for a specific system is taken into account. 1
2 Figure 1. A typical thermoelectric cooler module. We consider a realistic case taking a fluid flow with a heat sink on each side of the thermoelectric device (TED), so that there exists two thermal resistances between the two hot and cold junctions and fluids, forming a thermoelectric device. Then, we perform a nondimensional analysis for minimizing parameters defining five independent dimensionless parameters, not conflicting one another, one of which is Nk that includes the most important geometric information such as number of thermoelements, element length and cross section, and thermal conductivity. The next important parameter is dimensionless current NI which is the ratio of the Peltier cooling power to the thermal convection. The third dimensionless parameter is Nh, which is the ratio of the cold convection to the hot convection. The fourth is the ratio of cold inlet fluid temperature to the hot inlet fluid temperature. Lastly the fifth is called the dimensionless figure of merit ZT, which represent the quality of materials, the higher the better. As a sample calculation, we herein consider ZT = 1 at 30 C. We were able to optimize NI and Nk for a maximum cooling power with a reasonable COP, which is shown in Figure 2 (a) and (b). The figures show the dramatic thermal dynamics of the cooling power and COP as a function of NI and Nk. This allows designers to determine the operating condition. In fact, Nk is the geometry or dimension of TED, so once determined, it is permanent. But NI represents the current, so it can be adjusted depending on the demand such as transient initial startup cooling for a short time (a few seconds to minutes) or steady cooling/heating for a longer time (minutes to hours). This dynamic behavior is usually very difficult to predict without the analysis of dimensionless parameters. (a) Figure 2 (a) Cooling power (W) vs. NI and Nk, (b) COP vs. NI and Nk (b) 2
3 One of the important findings in the present study is that the performance of TED is a function of thermoelectric element length, as shown in Figure 3. This result provide an essential concept of typically intractable problem how to determine the element length even using the optimal design available in the literature. Figure 3 shows that the optimal element length is near 2.2 mm, which contrasts with commercial module in Figure 1 (approximately 1.2 mm). Figure 4 shows the cold and hot fluid outlet temperatures along with the element length. The cooling power of about 38 W and COP of about 1.0 give a temperature difference of T = 11 C for cooling in summer, while the heating power of about 80 W and COP of about 2.0 in Figure 5 provide a temperature difference of T = 21 C for heating in winter, which would encounter the initial startup cooling/heating for a short period of time. The summary of the results as the maximum power (transient) is shown in Table 1. This indicates that thermoelectric devices must be custom designed based on the specific cooling/heating system. Figure 3 Cooling power (W) and COP vs. element length (mm) with the current of I = 4 A used. This optimization of element length of 2.2 mm as shown in Table 1 is attained along with other optimal dimensionless parameters, mainly NI, Nk, and Nh. It is practically very difficult to achieve the optimization by a trial and error method without correct information of optimal NI, definition of Nk and system (fluid and heat sink) conditions. It is noted in Figure 3 that the increase of element length from 1.2 mm (commercial) to 2.2 mm (present) results in 35 % increase of cooling power from 28 W to 38 W with an acceptable decrease in the COP from 1.3 to 1.0. A schematic view of the present car seat cooling/heating system is shown in Figure 6, where a fan with a TED supplies conditioned air of a volume flow rate of about 6.3 CFM to five channels of thickness of 0.3 cm which covers about 25 cm x 20 cm of an occupant seat area. Each channel has small holes (perforated) on the top surface which allows flows through the holes reaching the seat occupant. This improves the occupant comfort, especially allowing potential sweat to evaporate. The TED has the cold and hot heat sinks, where each has 20 fins which lead to a 3
4 spacing of 1 mm between fins. This fin design is based on the optimization of heat sink. The major pressure drops were occurred mainly at the TED and secondly at the channels, totaling of 142 Pa, leading to a fan power of about 1 W. Heating can be easily achieved without any change of hardware only by changing the polarity of electricity of the TED, which is one of advantages of using thermoelectricity. The cold heat sink is indicated as heat sink 1 in Figure 6, while the hot heat sink is indicated as heat sink 2, where the hot air may be vented to cabin as long as not directing to occupants. The hot air temperature at the startup cooling will be somewhat disturbing to occupants but the flow rate is small compared to that of the car HVAC. It should not be a problem. Nevertheless, the exit duct of the hot side fluid to cabin should be throttled to balance the high pressure drop of the cold side fluid over the thin channels, which can be calculated but the exact throttling (duct diameter) can be experimentally determined. Figure 4. Fluid outlet temperatures vs. Element length (mm) with the current of I = 4 A used. The goal of car seat cooling/heating is to provide occupant comfort during not only the steady state but also the startup (transient) period until the car HVAC is in active. Therefore, the transient behavior is equally important, which is also calculated and shown in Table 1. The meaning of the maximum power (column title) for cooling in the table is that there will be not much gain if the current is increased above the maximum current. For instance, we can have a cooling power of 43 W with an increased power consumption of about 100 W leading to a small change of gain of the temperature difference of ~ 1 C. Therefore, currents higher than the maximum current of I = 4 A for cooling are not recommended. However, for heating, the situation is different. We can have a doubly increased temperature differences from 21 C to 40 C as the current increases from 4 A to 6.5 A with a pay for the power consumption from 40 W to 107 W. This may be incorporated into car seat climate control as an extreme condition if the car battery is permitted. 4
5 Figure 5. Heating power (W) and COP vs. element length (mm) Figure 6. Schematic of thermoelectric car seat cooling/heating device. 5
6 Figure 7 Schematic of thermoelectric car seat cooling/heating with a recirculating duct. Now an innovative design on top of the design showed in the preceding paragraphs is implemented into car seat cooling/heating. Suppose that the design is modified to utilize the waste conditioned air by recirculating the air to the inlet of the fan, which is shown in Figure 7. In this new design, the permeable materials should be replaced by impermeable materials to reduce the air consumption while still having the small holes, where the size can be optimized to be large enough to provide comfort but small enough to minimize the conditioned air consumption. In this way, the unused conditioned air is returned to the fan, so that a portion of the total volume flow rate is consumed through the small holes and simultaneously a portion of the flow rate is vented to cabin for hot side air. For that reason, the fan has to draw more air than the air recirculated through the opening (gap) between the return duct and the fan inlet, where the gap can be determined by experiments. This new design significantly improves the performance of car seat cooling/heating, in which the results of the approximated calculations are shown in Table 2, using the similar calculations as for the preceding design. The details for the performance can be verified experimentally. Table 1. Summary for Car Seat Cooling /Heating. Min. Power (Steady state) I = 1.5 A Car Seat Cooling Max. Power (Transient) I = 4 A Min. Power (Steady state) I = 0.5 A Car Seat Heating Dimensionless figure of merit ZT = 1.0 ZT = 1.0 TED element length 2.2 mm 2.2 mm Max. Power (Transient) I = 4 A 6
7 Dimension of heat sink at the 5 cm x 5 cm x 3 cm 5 cm x 5 cm x 3 cm thermoelectric device (TED) Number of fins at heat sink Convection coefficient at heat sink, h 108 W/m 2 K 100 W/m 2 K Dimension of each channel under seat 5 cm x 30 cm x 0.3 cm 5 cm x 30 cm x 0.3 cm Number of channels after TED 5 5 Total volume flow rate for TED 6.3 CFM 6.3 CFM Pressure drop per channel including TED, 142 Pa 146 Pa P (Pa) Fan power (W) 1.0 W 1.1 W Air Inlet Temperature ( C) 30 C 21/0 C Human body heat dissipation (max. comfort) for each channel 120 W/m W/m 2 Temperature difference across heat sink, 6 C 11 C 2 C 21 C T Channel inlet/exit temperatures 24/27 C 19/22 C 23/25.5 C 21/24 C Cooling or heating power (W) at TED 19 W 38 W 6 W 80 W COPTED Power input at TED 5.8 W 38 W 0.6 W 40 W Table 2 Summary of Car Seat Cooling/Heating with a Recirculating duct Min. Power (Steady state) I = 1 A Car Seat Cooling Max. Power (Transient) I = 2 A Min. Power (Steady state) I = 0 A Car Seat Heating Dimensionless figure of merit ZT = 1.0 ZT = 1.0 TED element length 2.2 mm 2.2 mm Max. Power (Transient) I = 2 A Dimension of heat sink at the 5 cm x 5 cm x 3 cm 5 cm x 5 cm x 3 cm thermoelectric device (TED) Number of fins at heat sink Convection coefficient at heat sink, h 103 W/m 2 K 100 W/m 2 K Dimension of each channel under seat 5 cm x 30 cm x 0.3 cm 5 cm x 30 cm x 0.3 cm Number of channels after TED 5 5 Total volume flow rate for TED 6.3 CFM 6.3 CFM 7
8 Pressure drop per channel including TED, 182 Pa 189 Pa P (Pa) Fan power (W) 1.4 W 1.42 W Air Inlet Temperature ( C) 25/30 C 20/10 C Human body heat dissipation (max. comfort) for each channel 120 W/m W/m 2 Temperature difference across heat sink, 4 C 12 C 0 C 8 C T Channel inlet/exit temperatures 21/25 C 18/22 C 20/23 C 18/21 C Cooling or heating power (W) at TED 13 W 24 W 0 W 32 W COPTED Power input at TED 2.6 W 11 W 0 W 10.3 W References Attar, A., et al. (2014). "Optimal Design of Automotive Thermoelectric Air Conditioner (TEAC)." Journal of Electronic Materials. Bell, L. E. (2013). Thermoelectric Heat exchanger, Gentherm Incorporated, Northville, MI. US RE44,272 E. Feher, S. (1990). Cooling and heating seat pad construction. US. US Gallup, D. F., et al. (2003). Variable temperature seat climate control system, Amerigon Inc. USRE38128 E. Johnson, L. H. (1964). Heating and Cooling Employing Aerated Car Seats. US Kadle, P. S., et al. (2007). Thermally Conditioned Vehicle Seat, Delphi Technologies, Inc. Troy, MI. US Lee, H. (2013). "Optimal design of thermoelectric devices with dimensional analysis." Applied Energy 106: Lee, H. (2013). "The Thomson effect and the ideal equation on thermoelectric coolers." Energy 56: Malvicino, C., et al. (2001). "The seat thermal-hygrometric performance measurement and its correlation with perceived comfort." SAE
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