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Program Name or Ancillary Text eere.energy.gov
2012 Annual Merit Review DOE Vehicle Technologies Program and Hydrogen and Fuel Cells Program
Vehicle Technologies Program Mission
To develop more energy efficient and environmentally friendly highway transportation technologies that
enable America to use less petroleum.
Washington, DC May 14 - 18, 2012
John W Fairbanks
Vehicle Technologies Program US Department of Energy
Washington, DC
Automotive Thermoelectric Generators and HVAC
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“Our country needs to act quickly with fiscal and regulatory policies to ensure widespread deployment of effective technologies that maximize energy efficiency and minimize carbon emission.”
Steven Chu
Steven Chu - Secretary of Energy Nobel Laureate, Physicist
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Opportunities for Low Grade Heat Harvesting Using Thermoelectrics
Estimated U.S. Energy Use in 2009 ~ 94.6 Quads
3 Source: LLNL 2010, data from DOE/EIA -0384 (2009), August 2010.
54.64 Quads of “Waste Heat” Can Be Recovered Using Thermoelectrics
20.23 Quads Transportation “Waste Heat”
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The Supply and Demand for Petroleum is Accelerating Prices and Eventually Will Affect Availability
Global Climate Change Issues
How Do Thermoelectrics Contribute to Mitigating the Effects of These Challenges?
Energy Challenges
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Com
bust
ion 30%
Engine
Vehicle Operation 10
0%
40% Exhaust
Gas
30% Coolant
5% Friction & Radiated
25 Mobility &
Accessories Gas
olin
e
Gas
olin
e ga
solin
e
Typical Waste Heat from Gasoline Engine Mid-size Sedan
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Vehicular Thermoelectric Applications
Engine Waste Heat Generator (TEG) Air Conditioner / Heater (TE HVAC) Pre-start Engine Oil and Transmission
Fluid warm up. Battery Thermal Management Beverage Cooler/Warmer Computer and Radar (Collision
Avoidance) Cooling Regenerative Braking
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Generate Electricity without Introducing any Additional Carbon into the Atmosphere
Vehicular Thermoelectric Generators (TEG’s)
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Carbon PM HC Unburned Fuel, Lube Oil CO CO2
Gasoline C7H16
Diesel C18H30
Methanol CH3OH
Ethanol C2H5OH
Natural Gas (Primarily Methane, CH4)
Propane C3H8
Combustion of Hydrocarbon Fuels Releases Carbon
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European Emissions Targets
Fleet Average Carbon Emission Regulations 130 g CO2/km in 2012 95 g CO2/km in 2020
Fine 95€ per g CO2/km per vehicle
Fines over $3,000/vehicle…… if enforced
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New US Personal Vehicle Fuel Economy (CAFE) Requirements
Corporate Average Fuel Economy (CAFE)
Penalty: $5.50 per 0.10 mpg under standard multiplied by manufacturers total production for US market
White House announced an agreement with 13 major automakers for car and light truck fuel economy average 54.5 mpg by 2025 Agreed upon by Ford, GM, Chrysler, BMW, Honda, Hyundai,
Jaguar/Land Rover, Kia, Mazda, Mitsubushi, Nissan, Toyota, and Volvo
Vehicle Type 2010 2016
Passenger Cars (mpg) 27.5 37.8
Light trucks (mpg) 23.5 28.8
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TEG Direct Conversion of Engine Waste Heat to Electricity
Heat Rejection Waste Heat > 60%
Waste Heat Recovery Goal > 5% Increase in Fuel Economy With 1st Generation Thermoelectric Generators
Carnot Efficiency
ηC =TH − TC
TH
η =TH − TC
TH
1+ ZT − 1
1+ ZT + TCTH
TE Efficiency Exhaust ≈ 600˚C
TH ≈ 600˚C
TC ≈ 110˚C
TE Devices
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1017 1018 1019 1020 1021
α σ
Carrier Concentration
Tota
l Κ
ZT
insu
lato
r
met
al
semiconductor σ 2
ZT = α (κe + κL) • T
Seebeck coefficient or thermopower
(∆V/∆T)
Electrical conductivity
Total thermal conductivity
σ α2 α
σ
κ
ZTmax
κL
κe
σα2 = Power Factor
σ= 1/ ρ = electrical conductivity ρ = electrical resistivity
TE Materials Performance: Figure of Merit (ZT) [Oregon State]
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Nanoscale Effects for Thermoelectrics (courtesy of Millie Dresselhaus, MIT)
Phonons Λ=10-100 nm λ=1 nm
Electrons Λ=10-100 nm λ=10-50 nm
Interfaces that Scatter Phonons but not Electrons
Mean Free Path Wavelength
Electron Phonon
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T (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
1. X. Shi, et al. Appl. Phys. Lett. 92, 182101 (2008) 2. X. Shi, et al., submitted (2009)
• Ba0.08La0.05Yb0.04Co4Sb12.05 ο Ba0.10La0.05Yb0.07Co4Sb12.16
Highest ZT Achieved with Triple-filled Skutterudites (GM and U of Michigan)
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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Increase in the Figure of Merit of Thermoelectric Materials
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Front View Rear View
First Thermoelectric Generator Test on Vehicle (DOE/VT, Hi-Z/Paccar, 1994)
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550 HP Heavy-Duty Truck Equipped with TEG (1994)
Results, together with advances in thermoelectric materials, provided impetus for further development for vehicle applications
Engine – Caterpillar 3406E, 550 HP PACCAR’s 50 to 1 test track (Note speed bumps and hill)
Standard test protocols used for each evaluation Heavy loaded (over 75,000 lbs) TEG installed under the cabin
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DOE’s 1st Generation Vehicular Thermoelectric Generators (TEGs)
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Objectives: Use Thermoelectrics to generate electricity for
powering auto components (lights, pumps, occupant comfort, stability control,
computer systems, electronic braking, drive by wire, radiator fan, GPS, audio and video systems etc.)
Reduce size of alternator (target: 1/3rd reduction in size)
Improve fuel economy (targets: 5% to 6%) Reduce Regulated Emissions and Greenhouse
Gases
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GM Prototype TEG
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Amerigon TEG for Ford Lincoln MKT and BMW X6
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TEG & Exhaust System in Lincoln MKT
Electrical Connections
Underfloor Catalyst
Flex Couplings
Electric Pump
TEG
Coolant Lines
Bypass Valve
Driveshaft
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-
Amerigon TEG’s Developed for Ford and BMW, and GM’s Production Prototype TEG to Provide 5% Improvement in Fuel Economy
Amerigon TEG Bench Test Peak output was 608 Watts with 6200C inlet air and 20oC cold side temperatures
TEG tested in a BMW X6 in Munich
A second TEG is being tested in a Ford Lincoln MKT in Dearborn
GM installed their TEG in Chevy Suburban and is undergoing similar testing
Prototype TEGs Developed in DOE/Vehicle Technologies Program
BMW X6
Chevy Suburban Ford Lincoln MKT
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116i 530dA 750iA
190 W 2%
330 W 3,5%
390 W 4%
750 W 6%
1000 W 8%
Aver
age
dem
and
for e
lect
ric p
ower
Fr
actio
n of
ele
ctric
ity o
n to
tal F
C.
NEDC customer NEDC customer NEDC customer
Thermoelectric Power Generation – Analytical Projections for BMW Sedans
400W 4%
Source: BMW Group
24
24
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DOE’s Second Generation Automotive TEG’s: Objectives
Commercially viable thermoelectric modules ZTavg = 1.6 Temperature range 350o - 900oK
Eliminate the alternator Large volume commercial introduction in
vehicles Competitively selected cost-shared project
awardees Amerigon GM GMZ Energy
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Energy Requirements
(Analytical)
Zonal Concept: cool/heat each occupant independently
630 Watts to cool a single occupant
Current A/Cs: 3,500 to 4,500 Watts to cool the entire cabin Zonal TE units located in dashboard, headliner, A&B
pillars and seats/seatbacks
Vehicular Thermoelectric HVAC Zonal Concept
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UC-B thermal mannequin and human subjects used to evaluate spot cooling
Delphi’s Climatic Wind Tunnel Testing to Emulate Local Spot Cooling
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• An integrated approach towards efficient, scalable, and low cost thermoelectric waste heat recovery devices for vehicle – S. Huxtable (VT)
• Automotive Thermoelectric Modules with Scalable Thermo- and Electro-Mechanical Interfaces - Kenneth E Goodson (Stanford)
• High-Performance Thermoelectric Devices Based on Abundant Silicide Materials for Waste Heat Recovery - Li Shi (UT-Austin)
• Inorganic-Organic Hybrid Thermoelectrics - Sreeram Vaddiraju (TAMU) • Integration of Advanced Materials, Interfaces, and Heat Transfer
Augmentation Methods for Affordable and Durable Devices – Y. Ju (UCLA) • High Performance Thermoelectric Waste Heat Recovery System Based on
Zintl Phase Materials with Embedded Nanoparticles - Ali Shakouri (UCSC) • Project SEEBECK-Saving Energy Effectively by Engaging in Collaborative
research and sharing Knowledge - Joseph Heremans (Ohio State) • Thermoelectrics for Automotive Waste Heat Recovery – X. Xu (Purdue) • Integrated Design and Manufacturing of Cost Effective and Industrial-
Scalable TEG for Vehicle Applications - Lei Zuo, SUNY-Stony Brook
NSF/DOE Partnership in Thermoelectrics R&D
DOE/NSF funded university/industry/national lab collaboration in Thermoelectric Devices for Vehicle Applications
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TEG Trickle Charge Battery: Sea Water--Ambient Air 24/7 Underway: Engine Exhaust--Sea Water
Keel Coolers
Seawater Cooled Exhaust Stack TE Generator
Engine
Maine Maritime Academy
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Vehicular Thermoelectric Hybrid Electric Powertrain Replacing the ICE
Air Compressor
Coolant Pump
Fuel Pump: Solid, liquid, gas
Exhaust
Electric Propulsion Motor
Transmission Gear Box & Differential
Rad
iato
r
Electric Power Conditioning & Control Electrical Energy
Storage (Batteries or Ultracapacitors) Vehicle Electrical
System Driver Demand
12V
12V
440V
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Market Factors Impacting Automotive Thermoelectric Applications
Dramatic Increase in Demand for Large Quantity Thermoelectric Materials
Historically Semiconductor Costs Decrease with Volume Thermoelectrics Should Follow this Trend
Automotive Industry Continually Wants “New and Improved” Technology
Ever Increasing Gasoline/Diesel Prices Fuel Economy Requirements and Emissions
Regulations Should stimulate waste heat energy harvesting
applications
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THERMOELECTRICS: THE NEW GREEN
AUTOMOTIVE TECHNOLOGY ……AND MORE……..
Questions?
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Typical Transportation Entering the 20th Century
Stage coach 6 Passengers 4 Horsepower (quadrupeds) Drive by Line Fare $.06/Mile
Bio-Mass Derived Fuel Minimally processed Fuel infrastructure in place “Stable” Fuel Costs
Emissions Equine methane Agglomeration of macro
particles • Minimally airborne • Recyclable
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All-electric vehicle Advanced batteries Fast Inductive-charging Lightweight materials No emissions Thermoelectrics TE AC/heater TE thermal management
of batteries TE-cooled collision
avoidance system and computers
TE-cooled/heated beverage holders
TE-regenerative braking
Entering the 22nd Century?