PowerDriver - Nano 4TE Clusters

PowerDriver
An innovative environmentally friendly
thermo-electric power generation system for
automotive and marine applications that is
powered by exhaust waste thermal energy to
reduce fuel consumption.
Presented by:
Yaniv Gelbstein and Yossi Marciano
Ben-Gurion University, Israel ([email protected])
1st Workshop – European Nanotechnology for Thermoeelctrics Cluster, 17 September
2013, Warsaw University of Technology
Grant agreement n°: 286503
Start and end dates: Feb. 2012-Feb. 2014
Coordinator: European Thermodynamics Ltd, UK, Kevin Simpson and Barri Stirrup,
[email protected].
Presenting: Ben-Gurion University of the Negev, Israel, Yaniv Gelbstein and Yossi
Marciano, [email protected].
Consortium: Power Driver (13 partners - 5 RTDs, 6 SMEs and 2 Other Enterprises)
Partner
Beneficiary Name
Country
1
BGU (Yaniv Gelbstein, Yossi Marciano)
Israel
2
IML (Jonathan Tunbridge, Richard Dixon)
UK
3
QMUL (Mike Reece, Huanpo Ning)
UK
4
5
JLR (Robert Gilchrist)
Halyard (Richard Summers)
UK
UK
6
Tecnalia (Iñigo Agote)
Spain
7
ETL (Kevin Simpson)
UK
8
Ricardo (Cedric Rouaud, Peter Feulner)
UK and Germany
9
Nanoker (Sergio Rivera, Ramon Torrecillas)
Spain
10
11
Rolls Royce (Mark Husband)
Thermex (Julian Crossley, Ivan Robinson)
UK
UK
12
DTS (Marco Stella, Carlo Bonfreschi)
Italy
13
FCT (Jürgen Hennicke)
Germany
Role
RTD – Telluride Materials – synthesis
/ thermoelectric characterization
RTD- Silicide Materials – synthesis /
structural characterization
RTD- Silicide / Telluride Materials –
SPS / characterization
Other Enterprisers and End Users
SME – Marine.
RTD- Silicide Materials – SPS /
structural characterizations
SME – TEG development /
coordination
RTD – TEG / Heat Exchanger design
and Manufacturing
SME – Silicide Materials SPS upscaling.
Other Enterprisers and End Users
SME – Heat Exchanger
SME- Exhaust, Dissemination,
automotive application
SME- SPS
Main Objectives
Development of thermoelectric generators in the range of 300-600W output
electrical power for automotive applications (gasoline engines) by utilizing the
waste exhaust heat generated into useful electrical power. The project has also a
target of more than 1.5kW for marine (Diesel engines) applications such as leisure
boats and several kW for Large Diesel/Gas engines.
Description
Although several automotive companies had recently demonstrated the high potential of
thermoelectric converters to utilize the large extent (>60%) of the waste exhaust heat
generated in automotive applications into electricity, the PowerDriver project applies for the
first time to marine applications, showing several clear advantages. Since maximizing the
thermoelectric efficiency requires maximizing the hot side temperature and minimizing the
cold side temperature, it is clear that marine applications are capable of much more effectively
cooling the cold side using the large reservoir of cold sea water. There are difference in
operation between automotive applications and marine application on the hot side as well.
Automotive applications will tend to show variable temperature through a driving cycle;
Marine engines are typically run at 75 – 80% of rated power for extended periods allowing for
consistent power generation. Furthermore, the thermoelectric semiconducting materials are
usually mechanically weak and prone to mechanical failure due to thermal cycling. In a
normal driving profile of cars, on average, the engine is turned on and off several times a day.
In the large boat application, the engine is turned on only once per cruise. Both of the
approaches are investigated in the PowerDriver project. For the automotive application, we
consider a gasoline engine, generating ~650oC, while for the marine application, we consider
a Diesel engine, generating 450oC.
Materials – Nano-materials/FGM/Mechanical stability/oxidation resistance/ZT maximization
Gasoline engine- Silicides (p-HMS & n-Mg2Si1-xSnx )
Diesel engine- Tellurides (p-PbTe(Na)/GexPb1-xTe & n- PbTe(PbI2) – FGM
Design and simulations – Mechanical / Thermal (Finite Elements & analytic simulastions)
System & Assembly – Overall efficiency maximization (Module, Heat exchanger, Exhaust )
Materials – General
Characterization
DSC 404-F3
High Temp. Hall Effect
Synthesis
Materials – General – Accuracy & reproducibility
Accuracy
Linseis LSR-3/1100 vs. our home made sys.
Reproducibility -
Comparison between two samples
– 1st which was previously measured by the Linseis
LSR-3/1100 vs. 2nd measured by our home made sys.
Materials – Tellurides- Marine
n-PbTe(PbI2)
Materials – Tellurides- Marine – PbTe & GeTe
(a)
1mm
(c)
50nm
(b)
(d)
100nm
(e)
Large micro scale agglomerates composed of 100-300nm
particles
Materials – Tellurides- Marine – PbxGe1-xTe
Cahn-Hilliard equation→
Evelyn Sander and Thomas Wanner, Monte-Carlo simulation
Materials – Tellurides- Marine – n-PbTe (FGM)
Materials – Silicides- Automotive
Materials – Silicides- Automotive
Dissemination Activities
1.
2.
3.
Conference presentations (EnMat, ICT, ECT, EMA).
Manuscript submissions (JEMS/Journal of Nanomaterials).
Press Releases
4.
System’s patent to be submitted.
Summary and additional notes
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The European Union funded PowerDriver project – a two-year research project
initiated in February 2012 – has reached a crucial stage.
The project aims to turn waste heat from combustion engine exhaust gas into
electricity utilising thermoelectric generator (TGEN) technology
Simulation work on a potential automotive application predicts a TGEN output of
more than 300W and equivalent fuel saving over the NEDC drive cycle of 2.5
percent, using nano-structured silicide and telluride based materials and the novel
FGM concept.
With the completion of the simulation work, the PowerDriver project will now
continue to progress the production of a prototype TGEN design for a Jaguar
passenger car, which will provide a reduction in fuel consumption and a
corresponding decrease in carbon dioxide emissions. In parallel, designs will also
be developed for two marine diesel applications – again, achieving a reduction in
fuel consumption and carbon dioxide emissions. Both the marine and automotive
installations will be designed to enable their implementation at a commercially
viable cost.
In order to extract the energy from the exhaust gas flow the TGEN has to be
mounted between two heat exchangers – a hot side heat exchanger and a cold side
heat exchanger. This is necessary because the thermoelectric materials produce
energy when exposed to a large difference in temperature. The development for the
automotive application was completed.
Technical challenges to be resolved
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The silicide materials considered for the automotive application have a potentially
low cost but need further development to achieve the performance and thermal
stability required for the application. This is not least due to the fact that the TGEN
is located within the exhaust line and is subject to significant thermal cycling.
The telluride based thermo electric materials being investigated for the marine
application have a proven track record in similar applications but present financial
issues which need to be overcome. This is the reason for considering the p-type Na
doped PbTe as a replacement to the highly efficient GeTe based materials.
The thermoelectric generators require electronic controls which also need to be
developed to maximize output efficiency.
The joining of current conductors to the thermo electric material also presents
issues which will need to be overcome.
Engineering simulation modelling optimization using Computational Fluid
Dynamics (CFD) and Finite Element Analysis (FEA) techniques is still required to
design both the TGEN and the heat exchangers for obtaining optimal system
performance (euro/watt) and thermal stability, in addition to the achievement vof
olume and weight constraints for the target vehicle.
During the remainder of the project, activity will be directed at the production
of a prototype for evaluation on a hot air test rig to confirm the projected
power output performance; the cost/watt of power for a complete commercial
system will also need to be established. This will validate the commercial
potential of the system before more costly in-vehicle testing is undertaken.

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