vehicular thermoelectrics: the new green technology
TRANSCRIPT
Program Name or Ancillary Text eere.energy.gov
John W. FairbanksDepartment of Energy
Vehicle Technologies Program
Vehicular Thermoelectrics: the New Green Technology
Presented at the DEER 2010Detroit, MichiganSeptember 29, 2010
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“Our country needs to act quicklywith fiscal and regulatory policiesto ensure widespread deploymentof effective technologies that maximize energy efficiency andminimize carbon emission.”
Steven Chu
Steven Chu - Secretary of EnergyNobel Laureate, Physicist
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Vehicular ThermoelectricGenerators (TEG’s)
Generate Electricity without Introducing any Additional Carbon into the Atmosphere
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Vehicular Thermoelectric Air Conditioner/Heater (TE HVAC)
Maintain Vehicle Occupant Comfort With Major Reduction of Fuel Use
Eliminate Vehicular Use of R134a Refrigerant Gas which has 1300 times Greenhouse Gas Effect as CO2, the Primary Greenhouse Gas
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Courtesy of DARPA
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61017 1018 1019 1020 1021
α σ
Carrier Concentration
Tota
l ΚZT
insu
lato
r
met
al
semiconductor
Unusual Combinationof Properties
TE Materials Performance:Figure of Merit (ZT)
σ 2
ZT =α
(κe + κL) • T
Seebeck coefficientor thermopower(∆V/∆T)
Electrical conductivity
Total thermal conductivity
σ α2α
σ
κ
ZTmax
κL
κe
σα2 = Power Factor
σ= 1/ ρ = electrical conductivity
ρ = electrical resistivity
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Nanoscale Effects for Thermoelectrics(courtesy Millie Dresselhaus, MIT)
PhononsΛ=10-100 nmλ=1 nm
ElectronsΛ=10-100 nmλ=10-50 nm
Electron Phonon
Interfaces that Scatter Phonons but not Electrons
Mean Free Path Wavelength
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Crystal Structure of Skutterudite
Cobalt atoms form a fcc cubic latticeAntimony atoms are arranged as a square planar ringsThere are 8 spaces for the Sb4 units6 are filled and 2 are empty
CoSb3 [Co8(Sb4)6]
RxCoSb3
Atoms can be inserted into empty sites. Atoms can “rattle” in these sites – scatter phonons and lower the lattice thermal conductivity.
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Current TE Materials
P-type TE material N-type TE material
Ref: http://www.its.caltech.edu/~jsnyder/thermoelectrics/
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BSST Y SegmentedTE Configuration
Traditional configuration
BSST “Y” configuration
heat
heat heat
p-TAGS
p-CeFe3RuSb12
p-Bi2Te3
current
n-CoSb3
n-PbTe
n-Bi2Te3current
heat
heat heat
p-TAGS
p-CeFe3RuSb12
p-Bi2Te3
p-TAGS
p-CeFe3RuSb12
p-Bi2Te3
current
n-CoSb3
n-PbTe
n-Bi2Te3
n-CoSb3
n-PbTe
n-Bi2Te3current
p-CeFe3RuSb12
heat
heat
heat
p-TAGS
p-Bi2Te3
n-CoSb3
n-PbTe
n-Bi2Te3
current
p-CeFe3RuSb12
heat
heat
heat
p-TAGS
p-Bi2Te3
n-CoSb3
n-PbTe
n-Bi2Te3
current
heatheat
heatheat
heatheat
p-TAGS
p-Bi2Te3
n-CoSb3
n-PbTe
n-Bi2Te3
current
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Com
bust
ion
30% Engine
Vehicle Operation10
0%
40% Exhaust Gas
30%Coolant
5% Friction & Radiated
25Mobility & AccessoriesG
asol
ine
Gas
olin
ega
solin
e
Typical Waste Heat from Gasoline Engine Mid Size Sedan
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Thermoelectrics (Seebeck)
Waste Heat Direct Conversion to Electricity Potential Applications;
VehiclesIndustrial Processes Power StationsMarine Propulsion Off Highway LocomotivesAircraft Gas Turbine EnginesGeothermalDepartment of Defense
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Installed Thermoelectric Generatoron Heavy Duty Truck circa 1994
Front View Rear View
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550 HP Heavy-Duty Truck with TEG (1994)
Engine – Caterpillar 3406E, 550 HPPACCAR’s 50 to 1 Test TruckHeavily Loaded (over 75,000 lbs)TEG Installed under the Cab
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Competitive Award Selections(March 2004 RFP)
Awardees Additional Team Members
General Motor Corporationand General Electric
University of Michigan, University of South Florida, Oak Ridge National Laboratory, and RTI International,
Marlow IndustriesBSST, LLC. Visteon, BMW-NA, Ford, ZT Plus
Michigan State University NASA Jet Propulsion LaboratoryCummins Engine Company
Tellurex, Iowa State
High Efficiency Thermoelectric
DOE Vehicular Thermoelectric Generator Projects
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ZT
0.1
0.2
1
700
500
300
Temperature [
C]
exhaust gas temperature
10
0.10
1.00
10.00
100.00
500 1000 1500 2000 2500 3000 3500 4000 4500
-750
-550
-350
-150
50
250
450
650
0.5
400
600
ZT (1000W)
ZT (500W)
Distance behind three way catalyst [mm]
500 1000 1500 2000 2500 3000 3500 4000 45000
0
BMW 530iA at 130 km/h, Exhaust gas back pressure limited to 30mbar at 130km/h
Max hot side temperature of a module
SI Engine Waste Heat Recovery Thermoelectric Generator Positioning
Slide courtesy of BMW
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17T (K)
200 400 600 800 1000 1200 1400
ZT
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
1.8
Bi2Te3
PbTe SiGe
Ba0.24Co4Sb12
Ba0.08Yb0.09Co4Sb12
Triple-filled
Yb0.12Co4Sb12
ZTave = 1.2
1. X. Shi, et al. Appl. Phys. Lett. 92, 182101 (2008)
2. X. Shi, et al., submitted (2009)
Highest ZT Achieved withTriple-filled Skutterudites
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Iterative Designs of GM Prototype TEG
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GM Production Prototype TEG
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GM TE Generator on a Chevy Suburban Chassis
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TEG installation inChevy Suburban
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BMW integrating a TEG with the EGR cooler of a Diesel engine.
The infrastructure for a TEG (water cooling, by-pass, exhaust-flap) is available in today‘s EGR coolers
BMW Exhaust Gas Recirculation (EGR)-TEG
Source: BMW Group
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BMW Diesel Engine EGR TEG.
Source: BMW Group
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BMW EGR-TEG
Source: BMW Group
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BMW EGR-TEG
Source: BMW Group
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BSST 2D to 3D Design Iteration for Ford and BMW
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TEG for Ford Fusion and BMW X6
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Fusion V-6 TEG Packaging
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-
BMW X-6
Courtesy of GM
Demonstration TEGs In Ford Fusion,BMW X6 and Chevy Suburban
Vehicle Technologies Program eere.energy.gov116i 530dA 750iA
190 W2%
330 W3,5%
390 W4%
750 W6%
1000 W8%
Average demand for electric power
Fraction of electricity on total FC
.
NEDC customer NEDC customer NEDC customer
Thermoelectric Generators – BMWAccelerating to Achieve CO2 Reductions
400W4%
Source: BMW Group
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International Thermoelectric Conference 2009 – Frieburg, Germany
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Climate Control Seat™
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Automotive (TE HVAC) ThermoelectricHeating Ventilation and Air Conditioning
Competitive Awards to Ford and GM Co-Funded with the California Energy
Commission Develop TE Zonal or Distributed Cooling/Heating
System Maintain Occupant Comfort without Cooling Entire
Cabin Reduce Energy used in Automotive HVAC’s by
50% Eliminate all Toxic, Greenhouse and Flammable
Gases Associated with Automotive HVAC
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Accelerate Deployment of Zonal TE HVAC in Light-Duty Vehicles
Program Objectives: Ford Team’s Vehicular TE HVAC
Develop TE HVAC to optimize occupant comfort and reduce fuel consumption
Reduce energy use by A/C compressor by 1/3TE HVAC achieves COP cooling > 1.3
and COP heating > 2.3Demonstrate a TE HVAC system for light-duty
vehiclesDevelop a commercialization pathway for a TE HVAC
Integrate, test, and deliver a TE HVAC in a 5-passenger vehicle
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CFD Data Converted to Transient Occupant: Thermal Sensation Predictions
Typical Whole Body Thermal SensationAir-conditioning Performance Test
Time
Ther
mal
Sen
satio
n Front OccupantsRear Occupants
Hot
Cold
Hot
Cold
Thermal Sensation
Occupant Thermal Sensation Predictions are a Function of:
TemperatureVelocitySolar LoadSurface RadiationHumidity
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2010 Ford Fusion HEV Selected forTE HVAC Demonstration Program
• Electric A/C Compressor
• EATC Climate System
• High-Voltage Electrical System
• Flexible 12-V Architecture
• Existing CAD / CAE / Test Data
Fusion HEV is a flexible and relevant platform to demonstrate the TE HVAC concept
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Green Advantage of Vehicular Thermoelectric HVAC
Current Vehicular Air Conditioner (A/C) uses Compressed R134-a Refrigerant Gas
-- Vehicles leak 110 g/year R134-a -- R134-a Has 1300 times the “Greenhouse Gas Effect” as
Carbon Dioxide (CO2)-- That is 143 kg/year CO2 equivalent per vehicle/year or
34 Million Metric Tons of CO2 equivalents/year frompersonal vehicles in the US from operating air conditioners
Plus additional 11Million Metric tons of CO2 equivalents/year released to atmosphere from vehicle accidents in the US
Total of 45 Million Metric Tons of CO2 equivalents/year from regular and irregular leakage in the US enter the ambiance
-- EU is proscribing use of R134-a
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Vehicular Thermoelectric HVAC
No substance release Therefore no Ozone Depletion, Greenhouse Gases, Toxicity or
Flammability problems No moving parts other than fan and coolant recirculation pump
• Minimal maintenance cost• Fuel Consumption
– Zonal Concept cools/heats each occupant independently, not whole cabin
– 680 Watts to cool single occupant– Current A/C’s 3500 to 4500 watts cool entire cabin– 73 percent of personal vehicle miles driven with driver only– Lighter weight– First Approximation – Cost competitive
Converts to Heater by reversing polarity of DC current
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Zonal Thermoelectric Air Conditioner/ Heater (HVAC) Concept
Zonal TE devices located in the dashboard, headliner,A&B pillars and seats / seatbacks
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Thermoelectric HVAC Advantages for Plug-in Hybrids
Occupant Heating During Battery Propulsion(No Engine Heat) Resistance Heating InefficientOccupant Cooling Electric Compressor Refrigerant Gases
> Need R134-a ReplacementThermoelectric HVAC Zonal Concept
> Cooling COP 1.5 Augment or Replace Compressed Gas Unit
> Heating COP 2.5Replace Resistive Heaters
Typical COP 1.0
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Vehicular TE HVAC
-- While TE HVAC is beneficial to all vehicles, it is especially advantageous for Plug-in Hybrids, Hybrids, Electric Cars, Fuel Cell Powered Vehicles and vehicles with small high efficiency, low temperature exhaust engines
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Battery Temperature Impacts PHEV, HEV and EV Performance and Service Life
Temperature affects battery operation• > Round trip efficiency and charge acceptance• > Power and energy• > Safety and reliability• > Life and life cycle cost
Battery temperature impacts vehicle performance, reliability, safety, and life cycle cost
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Sea-water/ambient air temperature difference enables 24/7 TEG Battery Charging
Keel Coolers Maine Maritime Academy’s “Fishing Vessel” R/V Friendship 47 Feet LOA
Seawater Cooled Exhaust
Stack TE Generator
Engine
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TE Materials Performance Objective
max
1
11 ++
−+−=
hot
coldhot
coldhot
TTZT
ZTT
TTη
Carnot TE Materials
TE conversion efficiency as a function of hot junction temperature and ZT
0%
5%
10%
15%
20%
25%
200 400 600 800 1000 1200T (K)
Effic
ienc
y (%
)
ZT=0.5
ZT=1
ZT=2 TE Materials for Vehicular TE GeneratorsFirst
Generation
SecondGeneration
Tcold = 380 K
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DOE/NSF Partnership inThermoelectrics
NSF/DOE Partnership on Thermoelectric Devices for Vehicle Applications - 2010 Solicitation
Thermal Transport Processes Program(within Engineering Directorate)
Vehicle TechnologiesProgram
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Purpose: Enable broad application of thermoelectric waste heat recovery devices at scale commensurate with the global vehicle manufacturing enterprise.
DOE/NSF Partnership inThermoelectrics
Areas Targeted:
Funding available:$9M over three years ($4.5M from DOE; $4.5M from NSF)
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DOE/NSF Partnership inThermoelectrics
Timeline:
*Letters of intent due: May 21, 2010
*Proposals due: June 22, 2010
*Panel Review (administered by NSF ):August 2,3 2010(decisions jointly agreed upon by DOE and NSF)
*Awards Made:September 23, 2010
Response:*64 letters of intent;*48 proposals received;*9 awards (19%; NSF average 10% to 20%)
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DOE/NSF Partnership inThermoelectrics
An integrated approach towards efficient, scalable, and low cost thermoelectric waste heat recovery devices for vehiclesScott T Huxtable (VPI), Srinath V Ekkad (VPI), Daniel J Inman (VPI), Andrew C Miner (Romny) , Shashank Priya (VPI)
Automotive Thermoelectric Modules with Scalable Thermo- and Electro-Mechanical InterfacesKenneth E Goodson(Stanford), Inna Kozinsky (Bosch), George Nolas (USF)
High-Performance Thermoelectric Devices Based on Abundant Silicide Materials for Waste Heat RecoveryLi Shi (UT-Austin), John B Goodenough (UT-Austin) , Matthew J Hall (UT-Austin), Jianshi Zhou (UT-Austin)
Inorganic-Organic Hybrid ThermoelectricsSreeram Vaddiraju (TAMU), Robert S Balog (TAMU), Tahir Cagin (TAMU)
High Performance Thermoelectric Waste Heat Recovery System Based on Zintl Phase Materials with Embedded Nanoparticles Ali Shakouri (UCSC), Zhixi Bian (UCSC)
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DOE/NSF Partnership inThermoelectrics
Integration of Advanced Materials, Interfaces, and Heat Transfer Augmentation Methods for Affordable and Durable DevicesYongho Ju (UCLA), Richard B Kaner (UCLA)
Integrated Design and Manufacturing of Cost-Effective and Industrial-Scalable TEG for Vehicle ApplicationsLei Zuo (Suny-Stony Brook), Baosheng Li (Suny-Stony Brook), Qiang Li( BNL), Jon P Longtin (Suny-StonyBrook), Sanjay Sampath (Suny-Stony Brook)
Project SEEBECK-Shaving Energy Effectively by Engaging in Collaborative research and sharing KnowledgeJoseph Heremans (Ohio State), Mercouri Kanatzidis (Northwestern), Guo-Quan Lu (VPI)
Thermoelectrics for Automotive Waste Heat Recovery Xianfan Xu (Purdue), Timothy S Fisher (Purdue), Stephen D Heister (Purdue), Timothy D Sands (Purdue), Yue Wu (Purdue)
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Vehicular ThermoelectricHybrid Electric Powertrain
AirCompressor
CoolantPump
Fuel Pump:Solid, liquid, gas
Exhaust
ElectricPropulsionMotor
TransmissionGear Box&Differential
Rad
iato
r
Electric PowerConditioning &Control Electrical Energy
Storage(Batteries orUltracapacitors) Vehicle Electrical
SystemDriverDemand
12V
12V
440V
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Thermoelectric Generator providing nominal 5% fuel economy gain augmenting smaller alternator
Thermoelectric HVAC augmenting smaller A/C
Thermoelectric Generators installed in diesel or gasoline engine exhaust 55% efficient heavy duty truck engine 50% efficient light truck, auto
Thermoelectric Generators and HVAC w/o alternators or compressed gas A/C
Aluminum/Magnesium frame & body replacing steel(Process waste heat recovery) mass market cars
35% efficient Thermoelectrics w 500 0C ∆T Replace Internal Combustion Engine (ICE) Dedicated combustor burns any fuel
{
Near Term(3-5 yrs)
Mid Term(6-15 yrs)
{
Long Term(16-25 yrs) {
Vehicular Thermoelectric Application Possibilities
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Thank You!
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Any Questions?