Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators
The application of the recently discovered low-temperature thermoelectric material CsBi4Te6 in thermoelectric generators (TEG) for automotive cryogenic power systems is proposed. The maximum energy conversion efficiency of a considered TEG assembly within a cryogenic storage tank is estimated to be...
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| Published in: | Проблемы машиностроения |
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| Date: | 2011 |
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Інстиут проблем машинобудування ім. А.М. Підгорного НАН України
2011
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| Cite this: | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators / M.J. Traum, I.N. Kudryavtsev, M.C. Plummer // Проблемы машиностроения. — 2011. — Т. 14, № 5. — С. 47-53. — Бібліогр.: 25 назв. — англ. |
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Digital Library of Periodicals of National Academy of Sciences of Ukraine| _version_ | 1860087360809598976 |
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| author | Traum, M.J. Kudryavtsev, I.N. Plummer, M.C. |
| author_facet | Traum, M.J. Kudryavtsev, I.N. Plummer, M.C. |
| citation_txt | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators / M.J. Traum, I.N. Kudryavtsev, M.C. Plummer // Проблемы машиностроения. — 2011. — Т. 14, № 5. — С. 47-53. — Бібліогр.: 25 назв. — англ. |
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| container_title | Проблемы машиностроения |
| description | The application of the recently discovered low-temperature thermoelectric material CsBi4Te6 in thermoelectric generators (TEG) for automotive cryogenic power systems is proposed. The maximum energy conversion efficiency of a considered TEG assembly within a cryogenic storage tank is estimated to be about 15%. To determine specific power, heat flow through the TEG was calculated using a one-dimensional thermal model. It has been obtained that low-temperature TEGs are applicable for additional power generation in cryogenic power systems, and these generators can sufficiently increase total energy efficiency.
Предложено применение недавно открытых низкотемпературных термоэлектрических материалов CsBi4Te6 в термоэлектрических генераторах (ТЭГ) для автомобильных криогенных силовых установок. Максимальная эффективность преобразования энергии в рассмотренной конструкции ТЭГ внутри криогенного резервуара по расчетам составляет около 15%. Для определения удельной мощности тепловой поток через термоэлектрический генератор был рассчитан с использованием одномерной тепловой модели. Было установлено, что ТЭГи применимы для выработки дополнительной энергии в криогенных силовых установках и эти генераторы могут в достаточной степени увеличить общую энергоэффективность
Запропоновано застосування недавно відкритих низькотемпературних термоелектричних матеріалів CsBi4Te6 в термоелектричних генераторах (ТЕГ) для автомобільних кріогенних силових установок. Максимальна ефективність перетворення енергії в розглянутій конструкції ТЕГ всередині кріогенного резервуара за розрахунками становить близько 15%. Для визначення питомої потужності тепловий потік через термоелектричний генератор був розрахований з використанням одновимірної теплової моделі. Було встановлено, що ТЕГи можуть застосовуватися для вироблення додаткової енергії в кріогенних силових установках і ці генератори можуть достатньою мірою збільшити загальну енергоефективність.
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INCREASING THE EFFICIENCY OF CRYOGENIC AUTOMOBILE
POWER SYSTEMS USING THERMOELECTRIC GENERATORS
M.J.Traum
1
, I.N.Kudryavtsev
2
, M.C.Plummer
3
1
Milwaukee School of Engineering, Milwaukee, WI, USA
2
School of Physics and Energy, V.N.Karazin Kharkiv National University, Kharkiv,Ukraine
kudryavtsev@rlan.net.ua
3
Department of Engineering Technology, University of North Texas,
Denton, TX, USA
New non-polluting cryogenic vehicles operating on liquid nitrogen have been developed in the
US and in Ukraine. Recent discovery of the low-temperature thermoelectric material CsBi4Te6
motivates evaluation of thermoelectric generators for automotive cryogenic power systems. By
recovering some of the cryogenic fuel’s latent heat of liquefaction by conduction through storage-
tank-embedded thermoelectric elements, a supply of energy can be created to power a vehicle’s on-
board electrical systems.
The maximum energy conversion efficiency of a proposed cryogenic thermoelectric generator
assembly embedded within a fuel storage tank approaches 15 %. To determine power production
potential per unit area of storage tank, heat flow through the thermoelectric generator was
calculated using a one-dimensional thermal model. We determined that thermoelectric generators
are viable for power generation in cryogenic automobiles, and these generators can increase a
vehicle’s total performance, making the thermoelectric generators a worthwhile addition.
mailto:kudryavtsev@rlan.net.ua
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic
Automobile Power Systems Using Thermoelectric Generators,” Proceedings of the
Conference on Physical and Technical Problems in Energetics and Their Solutions, V. N.
Karazin Kharkiv National University, Kharkiv, Ukraine, November 15 – 16, 2011, pp. 33-37.
1. INTRODUCTION
In the last twelve years, new non-polluting cryogenic vehicles operating on liquid
nitrogen (LN2), which convert ambient thermal energy to mechanical work, were
developed in the US at the University of North Texas (UNT) (Plummer et al., 1999;
Plummer et al., 2000) and the University of Washington (UW) (Williams et al., 1997;
Knowlen et al., 1999) and in Ukraine at Kharkov National Automobile and Highway
University (KNAHU) (Bondarenko et al., 2004a; Turenko et al., 2005). Some of these
vehicles are shown in Figure. 1.
A motivation for developing such vehicles is to enable an environmentally
friendly means of transportation that does not use batteries or hydrocarbon fuel. The
cryogenic propulsion systems in these vehicles consist of a pneumatic engine, an air-
to-gaseous-nitrogen heat exchanger, and a cryogenic tank. The function of the tank is
to provide both LN2 fuel storage and primary evaporation. The maximum specific
energy of nitrogen as a working fluid is estimated at 770 kJ/kg for a temperature
difference between ambient air at 300 K and LN2 at 77 K (Plummer et al., 1999).
Using free thermal energy from the environment, the LN2 is heated to release its
stored energy and produce compressed gas to run the pneumatic engine. An advantage
of LN2 as an automobile fuel is the availability of abundant gaseous nitrogen in the
atmosphere. When consumed for transportation, LN2 is environmentally benign. Like
hydrogen fuel, LN2 is an energy carrier, not a source. So, energy must be invested to
liquefy atmospheric nitrogen. However, this energy can be produced in a large
stationary power plant with efficiency far exceeding internal combustion engines, and
the effluent can be scrubbed or captured to mitigate pollution and greenhouse gasses.
Moreover, the energy for liquefaction can also be obtained from alternative and non-
polluting sources, such as solar and wind, which provide the opportunity to create
self-contained “green” regions that produce and utilize LN2 for pollution-free
transport applications.
The critical constraint for cryogenic vehicles is fuel economy, which must be
optimized to minimize the volume of LN2 onboard. Special attention is given to
achieving maximum efficiency in all parts of the cryogenic power system
(Bogomolov et al., 2004). The typical function of a LN2 Dewar is prolonged storage
of cryogenic liquid by minimizing heat leak paths from the ambient into the liquid.
For cryogenic vehicles, the storage tank serves two functions: 1) prolonged fuel
storage when the vehicle is not in use (like a Dewar) and 2) rapid evaporation of the
liquid to produce high-pressure gaseous nitrogen to drive the vehicle when it is in use
(Bondarenko et al., 2004b). From this later function arises the classical
thermodynamic arrangement of heat moving along a temperature gradient from hot to
cold; this configuration can be adapted for supplementary energy generation.
Thermoelectric generators topping organic working fluid Rankine cycles will add
to the overall energy of the system and thereby raise cycle efficiency (Miller et al.
2009). The potential for automotive high temperature waste heat recovery using
thermoelectric generators in diesel vehicles has been described (Crane, 2003). Here,
we evaluate placing a thermoelectric generator within the wall of a LN2 storage tank
on a cryogenic vehicle to recover part of the nitrogen’s latent heat of liquefaction as
electricity. As we will demonstrate, this configuration presents a sufficient
temperature gradient for useful thermoelectric generator applications. The recent
creation of thermoelectric materials with high figure of merit at cryogenic
temperatures further motivates analysis of this energy recovery technology for
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic
Automobile Power Systems Using Thermoelectric Generators,” Proceedings of the
Conference on Physical and Technical Problems in Energetics and Their Solutions, V. N.
Karazin Kharkiv National University, Kharkiv, Ukraine, November 15 – 16, 2011, pp. 33-37.
practical cryogenic automobiles. Moreover, the presence of cryogenic liquid in a
storage tank onboard the vehicle provides new synergistic opportunities. For example,
generated electrical energy can be stored in the magnetic field of a high-temperature
superconductor submerged in the tank, instead of as chemical energy stored in a
battery as in conventional automobiles.
2. THEORY AND BACKGROUND
The thermoelectric material figure of merit, Z [1/K], is defined as follows (Rowe,
1999):
𝑍 =
∝2
𝑘 𝜌
, (1)
where α is the Seebeck coefficient [V/K], k is the thermal conductivity of the material
[W/m K], and ρ is the electrical resistivity of the material [Ohm∙m].
Both p- and n-type semiconductor materials are used in making thermoelectric
generators, and the properties of each are sometimes sufficiently different to warrant
considering each material in estimating an overall figure of merit using the following
equation (Rowe, 1999):
𝑍 =
(𝛼𝑝−𝛼𝑛)
2
[(𝑘𝑝 𝜌𝑝)
1
2+(𝑘𝑛 𝜌𝑛)
1
2]
2 , (2)
where the subscripts p and n correspond to the p-type and n-type materials
respectively.
These parameters arise from the geometry of p- and n-type legs of thermoelectric
generators arranged in series, as shown in Figure 2. The efficiency of a thermoelectric
generator is given by (Rowe, 1999)
𝜂 =
(𝑇ℎ−𝑇𝑐)
𝑇ℎ
(𝑀−1)
(𝑀+
𝑇𝑐
𝑇ℎ
)
, (3)
where the M factor is obtained by calculating
𝑀 = (1 + 𝑍𝑇𝑚𝑒𝑎𝑛)
1
2 , (4)
and Tmean is the mean temperature of the material, derived from temperatures Th and
Tc of hot and cold ends of the thermoelectric material respectively.
A candidate thermoelectric material with high figure of merit at cryogenic
temperatures has been identified: CsBi4Te6 (Chung et al., 2000; Chung et al., 2004;
Lykke et al., 2006). For our analysis, this material was selected on the basis of
producing the most energy per unit mass of cryogen vaporized. The CsBi4Te6
compound is a very recent discovery and can achieve as much as a 40 % improvement
in energy conversion efficiency over more traditional Bismuth Telluride compounds
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic
Automobile Power Systems Using Thermoelectric Generators,” Proceedings of the
Conference on Physical and Technical Problems in Energetics and Their Solutions, V. N.
Karazin Kharkiv National University, Kharkiv, Ukraine, November 15 – 16, 2011, pp. 33-37.
(Chung et al., 2004; Kulbachinskii et al., 2001), which were previously the best
cryogenic thermoelectric materials available. The temperature-dependent figures of
merit for both materials are shown in Figure 3 (Chung et al., 2004).
For estimation of the maximum performance of a thermoelectric generator placed
within the walls of an automotive cryogenic tank, we used 300 K for Th and 80 K for
Tc. We also used a high value of ZT for CsBi4Te6, 0.75, which corresponds to the
assembly’s mean temperature value, 190 K. For these conditions, we calculate a
maximum energy conversion efficiency of 14.9%. This value is the percentage of heat
flowing into the generator’s hot surface which gets converted to electricity. To
estimate the maximum electricity generation, heat flow through the thermoelectric
element was next calculated.
3. METHOD FOR ESTIMATING HEAT FLOW
The proposed thermoelectric assembly schematic, shown in Figure 2, provides a
basis for estimating heat transfer through the generator. The thermoelectric generator
consists of two branches, one n-type and one p-type, which are selected to be 3 mm in
length. Manufacturing limitations on conventional thermoelectric generators prevent
the entire space from being filled with generator material, and a packing fraction (PF)
of 0.4 to 0.6 is typical. We use PF = 0.5 for heat transfer calculations. The remaining
open space is under vacuum, as in a Dewar, to restrict undesirable heat transfer
around the thermoelectric generator. Heat transfer though this void space occurs by
radiation, and we estimate its magnitude at less than 0.2% of the conduction through
the thermoelectric legs. So, radiation is ignored.
The legs of thermoelectric material are sandwiched within two thin copper layers,
which provide electrical contact. Electrical insulation between the copper and
cryogenic tank walls is provided by layers of Polytetrafluoroethylene (PTFE), a
material chosen for its mechanical, electrical, and thermal stability from ambient to
cryogenic temperatures. PTFE lines the inner and outer walls of the cryogenic storage
tank. The inner tank wall contacts stored LN2 while the outer tank wall contacts the
ambient environment.
A one-dimensional heat transfer model was applied to the thermoelectric
generator assembly to estimate maximum heat flux for a set of material properties and
realistic assembly dimensions presented in Table 1. Cryogenic tank wall thicknesses
were selected to withstand an internal pressure up to 3.5 MPa (500 psi). One-
dimensional Cartesian heat transfer was assumed because the tank radius is large
enough to neglect surface curvature local to the thermoelectric assembly.
For the cryogenic tank inner wall, which is in direct contact with liquid nitrogen,
heat transfer to the liquid is assumed to occur via nucleate boiling. This assumption is
justified because the calculated burn-out heat flux is about 135 times greater than the
heat flux through the inner evaporator wall, and this wall is always at similar
temperature to the liquid. The convective heat transfer coefficient is estimated from
classic nucleate pool boiling correlation (Rosenow, 1952) on an upward-facing heated
plate,
ℎ𝑡𝑎𝑛𝑘 =
𝑘𝑙 𝐽𝑎2
𝐶𝑛𝑏
3 𝑃𝑟𝑙
𝑚[
𝜎
(𝜌𝑙−𝜌𝑣)𝑔
]
1
2
, (5)
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic
Automobile Power Systems Using Thermoelectric Generators,” Proceedings of the
Conference on Physical and Technical Problems in Energetics and Their Solutions, V. N.
Karazin Kharkiv National University, Kharkiv, Ukraine, November 15 – 16, 2011, pp. 33-37.
where kl, Ja, Pr, σ are respectively the liquid’s thermal conductivity, Jackob number,
Prandlt number, and surface tension; ρl and ρv are respectively the liquid and vapor
densities; and g is the gravitational constant. The coefficient Cnb arises from
experimental data and Cnb = 0.004 is suggested (Mirza, 1990) as value at the top of
the range for smooth surfaces and the bottom of the range for rough surfaces. The
exponent m also normally arises from experimental data, but an appropriate value
could not be found in the literature for boiling nitrogen. Experimentally correlated m
values range from 2 to 4.1 (Mills, 1999a). We therefore select m = 3, which is in the
center of the range of available values for other boiling liquids. The approach gives a
convective heat transfer coefficient on the inner cryogenic tank wall of 4890
W/(m2K), which compares favorably to 8520 W/(m2K), a representative heat transfer
coefficient calculated for boiling water at ambient pressure (Holman, 1976).
To estimate the natural convection heat transfer coefficient between the
cryogenic tank’s outside surface and ambient, a shape- and size-independent
correlation (Mills, 1999a) for a cooled plate facing downward is used,
ℎ𝑎𝑚𝑏𝑖𝑒𝑛𝑡 = 0.14 (
𝜌air Δ𝜌 𝐶𝑝,𝑎𝑖𝑟 𝑔
μair
)
1
3
𝑘
𝑎𝑖𝑟
2
3 , (6)
where ρair, Cp,air, μair, and kair are the density, specific heat, viscosity, and thermal
conductivity respectively of air evaluated at ambient conditions (300 K and 1 atm),
and Δρ is the air density difference between ambient and the temperature of the tank’s
outside surface. Importantly, this approach assumes 1) natural convection only with
no forced convection, in other word the tank and car are not moving; 2) no liquid
condensate or ice build-up on the tank’s outer surface; 3) the tank is elevated far
enough off the ground that no obstructions interfere with the convection process; and
4) radiation heat transfer between the tank surface and the ground is negligible.
Forced convection and radiation to the ground would tend to increase hambient while
convection obstructions and ice build-up would tend to lower it. Equation 6 gives a
convective heat transfer coefficient on the outer cryogenic tank wall of 9.4 W/(m2K),
which is within the generally accepted range of 3 – 25 W/(m2K) typical for this
process (Mills, 1999b).
4. RESULTS AND DISCUSSION
Table 2 gives thermal resistances for each element within the thermoelectric
generator assembly calculated in the arrangement proposed. The greatest resistances
to heat transfer occur at the outer wall, within the layers of PTFE insulation, and
across the thermoelectric generator. Resistances in the metal layers are so
comparatively small that they can be neglected.
The calculated energy conversion efficiency is 14.9% and the heat flux entering
the hot side of the thermoelectric generator is 1477 W/m2. Therefore, the electrical
energy generated per square meter of cryogenic storage tank is 220 W/m2. The
voltage/current balance can be adjusted, depending on the needs of the electrical
system, by wiring multiple thermoelectric generator couples in parallel (to increase
voltage) or in series (to increase current). Since heat absorption from the environment
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic
Automobile Power Systems Using Thermoelectric Generators,” Proceedings of the
Conference on Physical and Technical Problems in Energetics and Their Solutions, V. N.
Karazin Kharkiv National University, Kharkiv, Ukraine, November 15 – 16, 2011, pp. 33-37.
will take place only where the liquid is available for evaporation, it is not economical
to line the entire cryogenic storage tank with thermoelectric generators. Instead, the
generators should be placed at the bottom of the tank where gravity ensures liquid will
always be present provided some fuel remains. Dividing heat flux by thermoelectric
length gives a volume-specific power of 73 kW/m3, and dividing this power by the
density of CsBi4Te6 (7088 kg/m3 per Chung et al., 2004) gives a mass-specific power
of 10.34 W/kg.
This performance analysis is optimistic because it fixes the temperatures on the
hot and cold sides of the thermoelectric material at 300 K and 80 K respectively. In
reality, these temperatures will each adjust, as governed by the thermal circuit made
up of the thermoelectric assembly, to become closer to the mean assembly
temperature. The corresponding reduction in temperature gradient will drop the
thermoelectric generator efficiency. The constrained temperature model used in these
calculations exaggerates the benefit of low PF and short thermoelectric generators. By
reducing these two geometric parameters for this model, the total mass of
thermoelectric assemblies in the wall of the cryogenic tank drops, but efficiency is
unaffected. Moreover, by reducing the generator length (thereby reducing the thermal
resistance presented by the thermoelectric material), more heat flux is allowed
through the generator, which appears to increase the total electrical work output
because efficiency is unaffected using the fixed temperature model. In reality,
reducing the thermoelectric generator length would also reduce the resistance to heat
conduction through the thermoelectric generator assembly, which would decrease the
temperature gradient supported by the generator. Reduced temperature gradient across
the thermoelectric generator drops its efficiency. We therefore expect these competing
effects to yield an optimization problem resulting in calculable thermoelectric
generator lengths that give maximum power point, maximum volume-specific power,
and maximum mass-specific power (but not necessarily at the same length).
While the development of low-temperature thermoelectrics embedded in storage
tank walls will lead to increased total efficiency of power system for cryogenic
vehicles, the necessary presence of LN2 fuel motivates further areas of study. For
example, generator performance could be further enhanced by judicious application of
permanent or induced magnetic fields to capitalize on the Ettinghausen effect (Rowe,
1995). Also, it is well-known that thermoelectric generators produce high electric
currents, which can be harnessed for energy storage in superconducting magnetic
energy storage (SMES) systems. SMES based on high-temperature superconductors
could be kept at operating temperatures via immersion in the cryogenic fuel tank.
These systems possess sufficient specific power and might be used on hybrid-electric
cryogenic vehicles for propulsion (Bogomolov et al., 2003; Kudryavtsev et al., 2002).
5. CONCLUSIONS
Due to the appearance of a new thermoelectric compound CsBi4Te6, which is
effective at cryogenic temperatures, efficiency improvement of LN2 evaporators for
cryogenic automobiles can be achieved. By lining the vehicle’s cryogenic storage tank
with thermoelectric generators, up to 14.9% of the heat flux necessary for fuel
evaporation that was simply lost before can be directly converted to useful energy to
power the automobile’s electrical systems. Using published parameters for CsBi4Te6
and a one-dimensional heat transfer model for a practical thermoelectric generator
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic
Automobile Power Systems Using Thermoelectric Generators,” Proceedings of the
Conference on Physical and Technical Problems in Energetics and Their Solutions, V. N.
Karazin Kharkiv National University, Kharkiv, Ukraine, November 15 – 16, 2011, pp. 33-37.
assembly, a volume-specific power of 73 kW/m3 and a mass-specific power of 10.34
W/kg were calculated for cryogenic vehicle applications.
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M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic Automobile Power
Systems Using Thermoelectric Generators,” Proceedings of the Conference on Physical and Technical
Problems in Energetics and Their Solutions, V. N. Karazin Kharkiv National University, Kharkiv, Ukraine,
November 15 – 16, 2011, pp. 33-37.
Figure 1. Experimental Cryogenic Vehicles Operating on LN2: UNT (left) and KNAHU (right).
Figure 2. Basic Elements of the Proposed Thermoelectric Generator Assembly
n-Type
Material
p-Type
Material
Inner
Wall
PTFE
Copper
Connectors
PTFE Outer
Wall
hconvection
hboil
Tc cold side
hot sideTh
i+i+
ΔVRL
i+
Al
Al
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic Automobile Power
Systems Using Thermoelectric Generators,” Proceedings of the Conference on Physical and Technical
Problems in Energetics and Their Solutions, V. N. Karazin Kharkiv National University, Kharkiv, Ukraine,
November 15 – 16, 2011, pp. 33-37.
Figure 3. ZT Values of CsBi4Te6 and Bi2-xSbxTe3 (Chung et al., 2004)
Table 1: Properties of Component Materials
(Cheng et al., 2004; Lide, 2006; Medvedev et al., 1987
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
0.85
0.90
0 25 50 75 100 125 150 175 200 225 250 275 300 325
T
h
e
r
m
o
e
le
c
tr
ic
F
ig
u
r
e
o
f
M
e
r
it
,
Z
T
Temperature [K]
Bi2-xSbxTe3
CsBi4Te6
Material Thickness
Thermal
Conductivity
Units mm W/(m K)
Aluminum
Inside (80 K) 6 432
Outside (300 K) 3 237
Copper
Inside (80 K) 1 557
Outside (300 K) 1 401
Teflon
Inside (80 K) 5 0.25
Outside (300 K) 5 0.28
CsBi 4 Te 6 3 1.48
M. J. Traum, I. N. Kudryavtsev, M. C. Plummer, “Increasing the Efficiency of Cryogenic Automobile Power
Systems Using Thermoelectric Generators,” Proceedings of the Conference on Physical and Technical
Problems in Energetics and Their Solutions, V. N. Karazin Kharkiv National University, Kharkiv, Ukraine,
November 15 – 16, 2011, pp. 33-37.
Table 2: Thermal Resistances of Elements in the Thermoelectric Generator Assembly.
Outer Wall
Convection
Outer Wall Al
Conduction
Hot Side PTFE
Conduction
[m
2
K/W] [m
2
K/W] [m
2
K/W]
1.07E-01 1.27E-05 1.80E-02
Hot Side Copper
Conduction
Thermoelectric
Generator
Cold Side Copper
Conduction
[m
2
K/W] [m
2
K/W] [m
2
K/W]
2.49E-06 1.01E-02 1.80E-06
Cold Side PTFE
Conduction
Inner Wall Al
Conduction
Inner Wall
Convection
[m
2
K/W] [m
2
K/W] [m
2
K/W]
1.99E-02 1.39E-05 2.05E-04
3.pdf
2010-02-08_TE_for_Automotive_Manuscript
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| id | nasplib_isofts_kiev_ua-123456789-110264 |
| institution | Digital Library of Periodicals of National Academy of Sciences of Ukraine |
| issn | 0131-2928 |
| language | Russian |
| last_indexed | 2025-12-07T17:20:44Z |
| publishDate | 2011 |
| publisher | Інстиут проблем машинобудування ім. А.М. Підгорного НАН України |
| record_format | dspace |
| spelling | Traum, M.J. Kudryavtsev, I.N. Plummer, M.C. 2017-01-01T16:36:24Z 2017-01-01T16:36:24Z 2011 Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators / M.J. Traum, I.N. Kudryavtsev, M.C. Plummer // Проблемы машиностроения. — 2011. — Т. 14, № 5. — С. 47-53. — Бібліогр.: 25 назв. — англ. 0131-2928 https://nasplib.isofts.kiev.ua/handle/123456789/110264 The application of the recently discovered low-temperature thermoelectric material CsBi4Te6 in thermoelectric generators (TEG) for automotive cryogenic power systems is proposed. The maximum energy conversion efficiency of a considered TEG assembly within a cryogenic storage tank is estimated to be about 15%. To determine specific power, heat flow through the TEG was calculated using a one-dimensional thermal model. It has been obtained that low-temperature TEGs are applicable for additional power generation in cryogenic power systems, and these generators can sufficiently increase total energy efficiency. Предложено применение недавно открытых низкотемпературных термоэлектрических материалов CsBi4Te6 в термоэлектрических генераторах (ТЭГ) для автомобильных криогенных силовых установок. Максимальная эффективность преобразования энергии в рассмотренной конструкции ТЭГ внутри криогенного резервуара по расчетам составляет около 15%. Для определения удельной мощности тепловой поток через термоэлектрический генератор был рассчитан с использованием одномерной тепловой модели. Было установлено, что ТЭГи применимы для выработки дополнительной энергии в криогенных силовых установках и эти генераторы могут в достаточной степени увеличить общую энергоэффективность Запропоновано застосування недавно відкритих низькотемпературних термоелектричних матеріалів CsBi4Te6 в термоелектричних генераторах (ТЕГ) для автомобільних кріогенних силових установок. Максимальна ефективність перетворення енергії в розглянутій конструкції ТЕГ всередині кріогенного резервуара за розрахунками становить близько 15%. Для визначення питомої потужності тепловий потік через термоелектричний генератор був розрахований з використанням одновимірної теплової моделі. Було встановлено, що ТЕГи можуть застосовуватися для вироблення додаткової енергії в кріогенних силових установках і ці генератори можуть достатньою мірою збільшити загальну енергоефективність. ru Інстиут проблем машинобудування ім. А.М. Підгорного НАН України Проблемы машиностроения Нетрадиционная энергетика Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators Article published earlier |
| spellingShingle | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators Traum, M.J. Kudryavtsev, I.N. Plummer, M.C. Нетрадиционная энергетика |
| title | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators |
| title_full | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators |
| title_fullStr | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators |
| title_full_unstemmed | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators |
| title_short | Increasing the efficiency of cryogenic automobile power systems using thermoelectric generators |
| title_sort | increasing the efficiency of cryogenic automobile power systems using thermoelectric generators |
| topic | Нетрадиционная энергетика |
| topic_facet | Нетрадиционная энергетика |
| url | https://nasplib.isofts.kiev.ua/handle/123456789/110264 |
| work_keys_str_mv | AT traummj increasingtheefficiencyofcryogenicautomobilepowersystemsusingthermoelectricgenerators AT kudryavtsevin increasingtheefficiencyofcryogenicautomobilepowersystemsusingthermoelectricgenerators AT plummermc increasingtheefficiencyofcryogenicautomobilepowersystemsusingthermoelectricgenerators |