HEAT ENERGY HARVESTING WITH TEG – HEAT PIPE

SYSTEM FROM EXHAUST OF AUTOMOBILE ENGINE

ARUN SEERALAN BALAKRISHNAN1, FARRUKH NAGI2, KHAIRUL SALLEH3 PREM A/L
GUNNASEGARAN4
1
School of Engineering, Asia Pacific University (APU), Kualalumpur, Malaysia.
2,3,4
Facultyof Mechanical Engineering, University of Tenaga Nasional Malaysia (UNITEN), Kuala
Lumpur, Malaysia.
1
arun@apu.edu.my, 2farrukh@uniten.edu.my, 3Khairuls@uniten.edu.my, 4Prem@uniten.edu.my

Abstract

This study investigate how the heat from car exhaust can be recovered as voltage using passive
thermoelectric generator (TEG) and Heat pipe combination. Keeping TEG cold side temperature low
without expending any energy is accomplished with passive heat pipes devices. A method that
enables accurate performance analysis in thermoelectric generators and which gives detailed insight
into how Nanofluids influence its performance is presented in this paper. On the basis of results from
3D finite element simulations and experiments in a setup, the heat flow, voltage, and current were
measured. The method presented in this paper gives detailed insight into how thermoelectric modules
perform in general, and also enables prediction of potential improvement in module performance by
using different Nanofluids as coolants. Preliminary results for a design of heat exchanging pipes for
use with a thermoelectric generator installed across exhaust of an automobile and the heat pipes are
presented. The results of Finite Element Analysis are analogous with the experimental results of
Thermal electric generator with water filled heat pipes with minimal possible errors. Therefore, the
performance of Nanofluids in heat pipes are numerically evaluated and proposal are made for the
enhancement of Module power outputs in Harnessing exhaust heat energy.

waste heat recovery from automobile exhaust

Introduction
Thermoelectric power generators are being
investigated aggressively as a viable source of
gases. The principle involved is the Seebeck
effect which allows for the conversion of a
temperature gradient into electrical power.
Since there is already a high temperature
source available in the form of exhaust gases,
thermoelectric devices may be used to harness
this temperature difference between the hot gas
and the atmosphere or coolant. Waste heat
energy recovery using thermoelectric elements
may be used in any such application where a
hot source and a cold sink are available. This
method is more viable than ever now due to the
greatly improved performance of newer
thermoelectric materials.
The efficiency of a TEG (Thermoelectric
Generator) may be thought of as the ratio of the
power output to the heat input at the hot
junction. This ratio is governed by the laws of
thermodynamics and cannot thus exceed the
Carnot efficiency. It follows that the greater the
difference between the hot and cold side
temperatures, the greater the efficiency of the
TEG. The efficiency of typical IC engines is
37-50% of the fuels total energy;
approximately 40% is lost to the exhaust gases.
A lot of the engine power is utilized in running
the alternator for providing electrical power for
features such as air conditioning, headlights
etc. Approximately 10% of engine power may
be made available by harnessing about 6% of
the energy in exhaust gases and using it
towards work ordinarily done by the alternator.
The typical efficiencies of thermoelectric
materials are extremely low (< 10 %). This
efficiency depends, among other things, on the
temperature difference available to the device.
The efficiency of these generators may increase
by as much as 0.04 per degree of the
difference. Therefore, it is important to develop
an efficient heat exchanging method for use
with the generator in order to realize the full
potential of the available power. Along with
being thermally capable and efficient, the heat
exchanger must also be dynamically stable and
must allow for expansion of the TEG materials
due to the high temperatures involved. There
are, however, several challenges in designing
the heat exchanger. Since the space available to
install this heat exchanger is limited, it is
difficult to increase the surface areas of the
heat exchanger. In order to compensate for this
limitation, more heat transfer enhancement
features have to be added. Apart from the
considerations above, another important
decision point is the location of the TEG. It
would be beneficial from a heat exchanger
point of view if the hot side were installed
immediately after the exhaust manifold, as this
is where the exhaust gases will be the hottest.
However, this would result in reduced
temperatures at the catalytic converter,
negatively affecting its performance. It is for
this reason that manufacturers are reluctant to
put any energy scavenging device before the
catalytic converter. Typical research in this
field is related to development of new
thermoelectric elements. This has however
been a fairly difficult area of research. Here,
the focus of research is on increasing the
temperature difference available to the TEG in
order to improve efficiency and power
production. The new approach is to decrease
the temperature at the cold junction. Some
researches are carried out by using the Fins to
increase the Heat dissipation at the cold side.
However, the experimental results of using fins
were negligible improvements in the
performance of TEG. To increase the heat
dissipation at the cold side, heat exchanging
pipes are introduced. Water is circulated inside
To characterize module performance in terms
of heat flow, electric voltage, and current a
setup enabling the dependent variables to be
measured with high accuracy is required. For
this purpose the symmetric experimental setup
shown in Fig. 1awas used. By measuring the
performance of four modules operating under
the same conditions, potential variability
between the modules could be identified.
Experimental data showed that four modules
gave identical performance for the same
temperature difference. Water-cooled heat
pipes were used as heat sinks on the cold side
of the modules. Because the water was heated
on its way through the system, the water
channels in the blocks were connected in
series, from one block to the other and back
again, so the temperature distribution was as
uniform as possible. The mass flow rate of
water affected the temperature difference
between the hot side and the cold side. The
four modules studied here were commercial
the pipe for effective convective heat transfer
from the heat pipes. The Finite element
Analysis is carried out and the results are
compared with the Experimental values. If the
Results are having good agreement with the
experimental values, Different engineered
Nanofluids are tested analytically to get the
optimum performance of the Thermo Electric
Generator.
EXPERIMENTAL SETUP
bismuth telluride module. The modules are
TEP1-1264-1.5, were 40 mm X 40 mm and
contained 127 TE pairs the dimensions of the
pellets and the connecting bridges and their
arrangement inside the modules were
determined by opening the modules, thus
enabling measurement of interior parts. The
thermoelectric module was connected in series
with an electronic load approximately 3 ohm.
The resistance was slightly varied at each load
point to achieve a voltage over the module that
was 50% of the voltage when it was measured
at open circuit at the same temperature. This
was done to maximize the power delivered by
the modules. The hot-side temperature was
incremented in six steps and all the
Measurements were taken when steady state
conditions were achieved. Water-cooled Heat
Pipes were used as heat sinks on the cold side
of the modules. Because the water was heated
on its way through the system, the water
channels in the blocks were connected in
series, from one block to the other and back
again, so the temperature distribution was as The Experimental study is carried out in three
uniform as possible. The mass flow rate of cases of different heat dissipation at the cold
water affected the temperature difference side.
between the two cold blocks, i.e. the higher the
mass flow rate of water, the lower the
temperature difference between the blocks. The 1. Only Setup without any additional heat
experiment is carried out with the Toyoto dissipation arrangements
Engine of exhaust internal Diameter 40mm. 2. Setup with Fins
The Thermo Electric modules are placed 3. Setup with Water circulating through
tangentially around the curved surface of the Heat pipes
Exhaust pipe as shown in the Figure 1.
Case 1: Only Setup without any additional heat dissipation arrangements
Experimental Results
Engine
Max(°C) Min (°C) TEMP Difference Exp. Voltage Exp. Current Exp. Power
Speed
(V) (A) (W)

1000 55 39.8 15.2 2.9 0.13 0.377

1500 68 51.3 16.7 4.3 0.18 0.774
2000 76 61.4 14.6 6.1 0.21 1.281
2500 87 68.1 18.9 7.6 0.27 2.052
3000 92 83.4 8.6 8.2 0.36 2.952
3500 113 95.2 17.8 9.2 0.39 3.588

Case 2: Setup with Fins

Experimental Results
Engine
Max(°C) Min (°C) TEMP Difference
Speed Voltage (V) Current (A) Power (W)

1000 55 33.33 21.67 3.012 0.1568 0.4722816

1500 68 41.5 26.5 4.368 0.2 0.8736
2000 76 50.1 25.9 6.2 0.2492 1.54504
2500 87 57.7 29.3 7.96 0.2852 2.270192
3000 92 73.2 18.8 8.32 0.44 3.6608
3500 113 86.3 26.7 9.52 0.56 5.3312

Case 3: Setup with Water circulating through Heat pipes

Experimental Results
Engine Speed Max(°C) Min (°C) TEMP Difference
Voltage (V) Current (A) Power (W)
 1000 55 33.3 22.2 5.6 0.29 1.63
1500 68 41.5 26.3 6.5 0.27 1.75
2000 76 50.1 27.1 8.8 0.30 2.72
2500 87 57.7 29.7 9.2 0.40 3.68
3000 92 73.2 33.1 9.8 0.46 4.50
3500 113 86.3 34.6 11.8 0.48 5.66

MODULE GEOMETRY AND NUMERICAL

SIMULATION PARAMETERS

The Module had 254 legs (16X 16) legs minus
two legs for wire connections), covering a
surface of 40X40 mm2. The leg lengths were
1.5 mm with a square section of 1.4 X 1.4 mm2
and a separating distance of 1 mm. These 40 X
40 mm2 modules were built only from alloys
optimized for TE generation. For symmetry
considerations, only one module was
simulated. During module fabrication, a 4μm
nickel metallization layer was usually
introduced between the TE material and the
solder, acting as a diffusion barrier. This thin
layer was not considered in the numerical
simulations. However, the 250μm thick copper
conductor strip and the solder were considered
for their important role in stress relaxation.
Alumina substrates 0.75 mm thick were used
for modules respectively. The Exhaust pipe of
40mm internal diameter with the length of
100mm is assembled tangentially with the
Module.
The numerical simulation of TE module
behavior was carried out with the ANSYS
finite element solver. The coupled thermo
electric behavior was simulated by assuming
steady state conditions obtained after imposing
a given temperature difference between the hot
and cold sides of the module. Quadratic
elements (Solid226) with three degrees of
freedom at each node for Voltage and one for
temperature were used for the calculation of
total current density. The accuracy of this type
of elements is high, because it takes into
consideration the nonlinear features of stress
distribution. Thermoelectric simulations
require relevant material data, for example the
Seebeck coefficient, electrical resistivity, and
thermal conductivity. Temperature-dependent
material data for the bismuth telluride used in
the modules was obtained from the
manufacturer. The temperature dependence of
all these materials was also included in the
model. To evaluate the performance of TEG,
Nine cases of analysis has been carried out for
Optimized results.
1. Only Setup without any additional heat
dissipation arrangements
2. Setup with Fins
3. Setup with Water circulating through
Heat pipes
4. Setup with Silver Nano Fluid
circulating through Heat pipes
5. Setup with Aluminum Oxide Nano
Fluid circulating through Heat pipes
6. Setup with Cuprous Oxide Nano Fluid
circulating through Heat pipes
 7. Setup with Diamond Nano Fluid 9. Setup with Titanium Oxide Nano Fluid
circulating through Heat pipes circulating through Heat pipes
8. Setup with Silicon Dioxide Nano Fluid
circulating through Heat pipes

Case 1: Only Setup without Any Additional Heat Dissipation Arrangements

S.No Material Property Unit Bismuth Copper

Tellurium
1. Electrical Conductivity (σ) S/m 1.1x105 5.9x108
2. Thermal Conductivity (κ) W/K-m 1.6 350
3. Seeback Coefficient (α) V/K ±200x10-6 6.5x10-6
4. Specific Heat Capacity (C ) J/K-Kg 154.4 385
5. Density (ρ) Kg/m3 7740 8920

Figure No: 1

𝑻𝟏 𝑻𝟐 Voltage
Engine Speed Current (A) Power (W)
(°C) (°C) (V)

1000 rpm 55 39.8 2.9 0.13 0.377

1500 rpm 68 51.3 4.3 0.18 0.77

2000 rpm 76 61.4 6.1 0.21 1.28

 2500 rpm 87 68.1 7.6 0.27 2.05

3000 rpm 92 83.4 8.2 0.36 2.95

3500 rpm 113 95.2 9.2 0.39 3.58

Case 2: Setup with Fins

Analysis Results
Min TEMP
Engine Speed Max Voltage Current
(°C) Difference Power (W)
(°C) (V) (A)

1000 rpm 55 33.33 21.67 3.2 0.1448 0.46336

Figure No: 2
1500 rpm 68 41.5 26.5 4.8 0.192 0.9216

2000 rpm 76 50.1 25.9 6.08 0.24 1.4592

2500 rpm 87 57.7 29.3 8.12 0.276 2.24112

 3000 rpm 92 73.2 18.8 8.24 0.40375 3.326903

3500 rpm 113 86.3 26.7 9.72 0.52 5.0544

Case 3 – 9: Setup with Water & Different Nano Fluids circulating through Heat pipes

Figure No: 3

Analysis Results of TEG setup with Water through Heat Pipes

Analysis Results
Engine TEMP
Max(°C) Min (°C)
Speed Difference Voltage (V) Current (A) Power (W)
55 33.3 22.2 5.6 0.27 1.512
1000
 68 41.5 26.3 6.5 0.25 1.625
1500
76 50.1 27.1 8.8 0.297 2.6136
2000
87 57.7 29.7 9.2 0.37 3.404
2500
92 73.2 33.1 9.8 0.43 4.214
3000
113 86.3 34.6 11.8 0.45 5.31
3500

Analysis Results of TEG setup with Ag Nano Fluid through Heat Pipes

Engine TEMP Analysis Results

Max(°C) Min (°C)
Speed Difference Voltage (V) Current (A) Power (W)
1000 55 22.2 32.8 5.2 0.2748 1.42896
1500 68 26.3 41.7 6.5 0.2528 1.6432
2000 76 27.1 48.9 8.4 0.2792 2.34528
2500 87 29.7 57.3 9.2 0.3824 3.51808
3000 92 33.1 58.9 9.8 0.3992 3.91216
3500 113 34.6 78.4 11.2 0.412 4.6144

Analysis Results of TEG setup with Al2O3 Nano Fluid through Heat Pipes
Analysis Results
Engine TEMP
Max(°C) Min (°C)
Speed Difference Voltage (V) Current (A) Power (W)

1000 55 22.2 32.8 5.2 0.2624 1.36448

1500 68 26.3 41.7 6.5 0.252 1.638
2000 76 27.1 48.9 8.4 0.266 2.2344
2500 87 29.7 57.3 9.2 0.3784 3.48128
3000 92 33.1 58.9 9.8 0.392 3.8416
3500 113 34.6 78.4 11.2 0.408 4.5696

Analysis Results of TEG setup with CuO Nano Fluid through Heat Pipes
Analysis Results
Engine TEMP
Max(°C) Min (°C)
Speed Difference Voltage (V) Current (A) Power (W)

1000 55 22.2 32.8 5.2 0.2624 1.36448

1500 68 26.3 41.7 6.5 0.252 1.638
2000 76 27.1 48.9 8.4 0.266 2.2344
2500 87 29.7 57.3 9.2 0.3784 3.48128
3000 92 33.1 58.9 9.8 0.392 3.8416
3500 113 34.6 78.4 11.2 0.408 4.5696

Analysis Results of TEG setup with Diamond Nano Fluid through Heat Pipes
Analysis Results
Engine TEMP
Max(°C) Min (°C)
Speed Difference Voltage (V) Current (A) Power (W)

1000 55 22.2 32.8 5.2 0.2748 1.42896

1500 68 26.3 41.7 6.5 0.2528 1.6432
2000 76 27.1 48.9 8.4 0.2792 2.34528
2500 87 29.7 57.3 9.2 0.3824 3.51808
3000 92 33.1 58.9 9.8 0.3992 3.91216
3500 113 34.6 78.4 11.2 0.412 4.6144

Analysis Results of TEG setup with SiO2 Nano Fluid through Heat Pipes

Analysis Results
Engine
Max(°C) Min (°C) TEMP Difference
Speed Voltage (V) Current (A) Power (W)

1000 55 22.2 32.8 5.2 0.2528 1.31456

1500 68 26.3 41.7 6.5 0.2508 1.6302

2000 76 27.1 48.9 8.4 0.2604 2.18736

2500 87 29.7 57.3 9.2 0.3728 3.42976

3000 92 33.1 58.9 9.8 0.386 3.7828

3500 113 34.6 78.4 11.2 0.3984 4.46208

Analysis Results of TEG setup with TiO2 Nano Fluid through Heat Pipes

Analysis Results
Engine
Max(°C) Min (°C) TEMP Difference
Speed Voltage (V) Current (A) Power (W)

1000 55 22.2 32.8 5.2 0.2852 1.48304

 1500 68 26.3 41.7 6.5 0.2632 1.7108

2000 76 27.1 48.9 8.4 0.284 2.3856

2500 87 29.7 57.3 9.2 0.408 3.7536

3000 92 33.1 58.9 9.8 0.44 4.312

3500 113 34.6 78.4 11.2 0.464 5.1968

Results and Discussion

The TE system used in the experiment is identical in nature. The TEG output is connected to an
electronic load. Thermal energy is removed from the cold side through forced liquid flow. The
Experimental results of using heat pipes with water having good enhancement in the harnessing of
thermal energy. The same model is numerically analyzed and produced the same values with
considerable percentage of errors.

FEA Vs Experimental Voltage Comaprison

14
12
10
Voltage

8
6 Experimental Results
FEA Results
4
2
0
1000 1500 2000 2500 3000 3500
Engine_Speed in RPM

Figure No: 4 FEA VS EXPERIMENTAL VOLTAGE COMPARISON

 FEA Vs Experimental current Comaprison
0.6

0.5

0.4
Current

0.3
Experimenatal Results
0.2 FEA Results

0.1

0
1000 1500 2000 2500 3000 3500
Engine_Speed in RPM

Figure No: 4 FEA VS EXPERIMENTAL VOLTAGE COMPARISON

FEA Vs Experimental Power Comaprison

6

4
Power

3
Experimental Results
2 FEA Results

0
1000 1500 2000 2500 3000 3500
Engine_Speed in RPM

Figure No: 4 FEA VS EXPERIMENTAL POWER COMPARISON

 FEA VS Voltage Comparison
14
12
10
Without Heat Pipes
Voltage

8
6 With Fins

4
With Heat Pipes of Tio2
2 Nano Fluid
0
1000 1500 2000 2500 3000 3500
Engine_Speed in RPM

Figure No: 4 FEA VS EXPERIMENTAL VOLTAGE COMPARISON

FEA VS Current Comparison WITH TIO2 IN

HEAT PIPES
0.6
0.5
0.4 Without Heat Pipes
Current

0.3
With Fins
0.2
0.1 With Heat Pipes of
Tio2 Nano Fluid
0
1000 1500 2000 2500 3000 3500
Engine_Speed in RPM

Figure No: 4 FEA VS EXPERIMENTAL CURRENT COMPARISON

 FEA VS Power Comparison USING TIO2 IN
HEAT PIPES
6

4 Without Heat Pipes

Power

3
With Fins
2

1 With Heat pipes of

Tio2 Nano Fluid
0
1000 1500 2000 2500 3000 3500
Engine_Speed in RPM

Figure No: 4 FEA VS EXPERIMENTAL VOLTAGE COMPARISON

Conclusion

This paper presents an innovative and powerful computer tool to accurately simulate real
thermoelectric power generating systems even during transient conditions. The proposed simulation
program, designed in Ansys Workbench, deals with all the most important thermoelectric effects and
is able to cope with both thermal and electrical dynamics. Consequently it can greatly help the design
phase of large-scale and/or complicated thermoelectric systems. A comparison of experimental and
simulation results of using heat pipes shows the accuracy and capability of the model, showing that it
can be employed to other Nano fluids with TE systems.

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