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Figure 1: Typical energy flow in an IC engine driven automobiles With the ever increasing environmental effects of fossil fuels, it has become the utmost priority of engineers and scientists around the world to improve the efficiency of IC engines. One such way is to recover waste heat from the exhaust gases in an automobile. In a typical IC engine driven automobile, only about 25% of the energy supplied by the fuel is used vehicle mobility and accessories. About 40% of the energy is reflected in the form of heat in exhaust gases and about 30% is reflected in the form of the heat carried away by the engine coolant liquid [1, 2]. This is pictorially represented in figure 1.

Figure 1 Typical energy flow in an IC engine driven automobiles With the ever increasing environmental effects of fossil fuels, it has become the utmost priority of engineers and scientists around the world to improve the efficiency of IC engines. One such way is to recover waste heat from the exhaust gases in an automobile. In a typical IC engine driven automobile, only about 25% of the energy supplied by the fuel is used vehicle mobility and accessories. About 40% of the energy is reflected in the form of heat in exhaust gases and about 30% is reflected in the form of the heat carried away by the engine coolant liquid [1, 2]. This is pictorially represented in figure 1.

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ThermoE heat (tem: using a "thermoe junctions ectric Generators (TEG) are devices which convert perature differences) directly into electrical energy, phenomenon called the "Seebeck effect" (or ectric effect"). Older TEG devices used bimetallic and were bulky. More recent devices use semiconductor p-n junctions. These are solid state devices and unli ke dynamos have no moving parts, with the occasional exception of a fan or pump. [3, 9]
ThermoE heat (tem: using a "thermoe junctions ectric Generators (TEG) are devices which convert perature differences) directly into electrical energy, phenomenon called the "Seebeck effect" (or ectric effect"). Older TEG devices used bimetallic and were bulky. More recent devices use semiconductor p-n junctions. These are solid state devices and unli ke dynamos have no moving parts, with the occasional exception of a fan or pump. [3, 9]
Figure 3: Figure of merit ZT of p-type and n-type semiconductor thermoelectric materials (ZT vs. T of thermoelectric material) [5]
Figure 3: Figure of merit ZT of p-type and n-type semiconductor thermoelectric materials (ZT vs. T of thermoelectric material) [5]
The inputs to this model are given from the target engine test bench data. Another important consideration is the place in the exhaust and coolant pipe, that these inputs are taken. The place of installation of the target ATEG in the automobile is shown in figure 5. A detailed description of the flow characteristics of the various fluids (in an IC engine) is given in [8]. 5. Simulation Results
The inputs to this model are given from the target engine test bench data. Another important consideration is the place in the exhaust and coolant pipe, that these inputs are taken. The place of installation of the target ATEG in the automobile is shown in figure 5. A detailed description of the flow characteristics of the various fluids (in an IC engine) is given in [8]. 5. Simulation Results
Figure 4: Inputs, outputs and parameters for the ATEG model developed in MATLAB/Simulink
Figure 4: Inputs, outputs and parameters for the ATEG model developed in MATLAB/Simulink
For a typical drive cycle profile, the inputs of exhaust gas temperature and mass flow rate are given from a 1.41 diesel engine test bench data for 3600 seconds. A typical drive cycle profile (vehicle speed) is as shown in figure 6. Figure 6: Typical drive cycle profile
For a typical drive cycle profile, the inputs of exhaust gas temperature and mass flow rate are given from a 1.41 diesel engine test bench data for 3600 seconds. A typical drive cycle profile (vehicle speed) is as shown in figure 6. Figure 6: Typical drive cycle profile
Figure 9: Voltage (V) from ATEG (y axis) vs time (x axis)
Figure 9: Voltage (V) from ATEG (y axis) vs time (x axis)
Figure 7: Exhaust gas temperature (K) taken from the engine test bench Figure 8: Exhaust gas mass flow rate (Kg/hr) taken from the engine test bench
Figure 7: Exhaust gas temperature (K) taken from the engine test bench Figure 8: Exhaust gas mass flow rate (Kg/hr) taken from the engine test bench
Figure 12: Exhaust gas temperature (K) after passing ovet ATEG (y axis) vs time (x axis)
Figure 12: Exhaust gas temperature (K) after passing ovet ATEG (y axis) vs time (x axis)
Figure 13: Engine coolant liquid temperature (K) after passing over ATEG (y axis) vs time (x axis)
Figure 13: Engine coolant liquid temperature (K) after passing over ATEG (y axis) vs time (x axis)
Figure 10: Current rating (A) of ATEG (y axis) vs time (x axis)
Figure 10: Current rating (A) of ATEG (y axis) vs time (x axis)
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