TEG On-Vehicle Performance & Model Validation

Doug Crane1, John LaGrandeur1, Vladimir Jovovic1, Marco Ranalli1, Martin Adldinger1, Eric Poliquin1, Joe Dean1, Dmitri Kossakovski1,

Boris Mazar2, Clay Maranville3

1. Gentherm 2. BMW Group

3. Ford Motor Company

Directions in Engine Efficiency and Emissions Research (DEER) Dearborn, MI October 18, 2012

2

WHO WE ARE

• Major supplier of thermoelectric products for automotive applications

• More than 5000 employees worldwide • 3 manufacturing locations in the main regions • 8 sales, development, R&D locations

3

VEHICLE SUMMARY

Vehicle Speed 65mph

0

50

100

150

200

250

300

350

400

450

500

0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300Test Time (sec)

TEG

Pow

er (W

atts

), E

xhau

st T

empe

ratu

re (°

C)

TEG Power

Exh. Temp. into TEG

Exh. Temp. out of TEG

Bypass Opened Bypass Closed

TEGs have been integrated into both BMW and Ford vehicles and have been in operation for over a year

BMW X6 Ford Lincoln MKT

4

CYLINDRICAL TEG

5

BENCH TEST SETUP

Blower

Gas heaters

TEG under test

6

Test 1 2 3 4 5 6 7 8 9 10 11 12

Tfh,in (C) 390 390 390 425 425 425 510 510 510 620 620 620

Tfc,in (C) 20 20 20 20 20 20 20 20 20 20 20 20

vdot,h (g/s) 13.5 13.5 13.5 20.5 20.5 20.5 30.1 30.1 30.1 45 45 45

vdot,c (g/s) 170 250 330 170 250 330 170 250 330 170 250 330

max power output (W) 56.1 56.5 57.6 119 121 122 261 270 272 495 580 595

Test 13 14 15 16 17 18 19 20 21 22 23 24 25

Tfh,in (C) 390 390 390 425 425 425 510 510 510 620 620 620 620

Tfc,in (C) 40 40 40 40 40 40 40 40 40 40 40 40 20

vdot,h (g/s) 13.5 13.5 13.5 20.5 20.5 20.5 30.1 30.1 30.1 45 45 45 48

vdot,c (g/s) 170 250 330 170 250 330 170 250 330 170 250 330 330

max power output (W) 49.3 49.2 49.6 103 104 106 228 237 241 436 461 N/A 608

Note: Test 24 not completed due to the chiller overheating.

TEST CONDITIONS FOR TEG

7

0

100

200

300

400

500

600

700

0.00

0.50

1.00

1.50

2.00

2.50

0 200 400 600 800 1,000

pow

er (W

)

volta

ge (V

)

current (A)

TEG Performance - Test 11(hot inlet temperature = 620C, cold inlet temperature = 20C)

(hot mass flow = 45 g/s, cold mass flow = 250 g/s)(6/29/11)

measured voltagesimulated voltagemeasured powersimulated powerPoly. (simulated power)

0

50

100

150

200

250

300

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

0 200 400 600

pow

er (W

)

volta

ge (V

)

current (A)

TEG Performance - Test 19 (no first & last ring)(hot inlet temperature = 510C, cold inlet temperature = 40C)

(hot mass flow = 30.1 g/s, cold mass flow = 170 g/s)(6/29/11)

measured voltagesimulated voltagemeasured powersimulated powerPoly. (simulated power)

POWER & VOLTAGE VALIDATION

8

AIR PRESSURE DROP & WATER OUTLET TEMPERATURE VALIDATION

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Test

1Te

st 2

Test

3Te

st 4

Test

5Te

st 6

Test

7Te

st 8

Test

9Te

st 1

0Te

st 1

1Te

st 1

2Te

st 1

3Te

st 1

4Te

st 1

5Te

st 1

6Te

st 1

7Te

st 1

8Te

st 1

9Te

st 2

0Te

st 2

1Te

st 2

2Te

st 2

3

pres

sure

dro

p (p

si)

TEG Model ValidationAir Side Pressure Drop

7/11/11

measuredsimulated

0

10

20

30

40

50

60

70

Test

1Te

st 2

Test

3Te

st 4

Test

5Te

st 6

Test

7Te

st 8

Test

9Te

st 1

0Te

st 1

1Te

st 1

2Te

st 1

3Te

st 1

4Te

st 1

5Te

st 1

6Te

st 1

7Te

st 1

8Te

st 1

9Te

st 2

0Te

st 2

1Te

st 2

2Te

st 2

3

air o

utle

t tem

pera

ture

(C)

TEG Model ValidationWater Outlet Temperature

7/11/11

measuredsimulated

9

HOT & COLD SHUNT TEMPERATURE VALIDATION

0

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100

150

200

250

300

350

400

450

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

tem

pera

ture

(C)

hot shunt (ring)

TEG Model Validation - Test 11(hot inlet temperature = 620C, cold inlet temperature = 20C)

(hot mass flow = 45 g/s, cold mass flow = 250 g/s)(6/29/11)

measuredsimulated

0

10

20

30

40

50

60

70

80

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

tem

pera

ture

(C)

cold shunt

TEG Model Validation - Test 11(hot inlet temperature = 620C, cold inlet temperature = 20C)

(hot mass flow = 45 g/s, cold mass flow = 250 g/s)(6/29/11)

measuredsimulated

10

0

100

200

300

400

500

600

700

0 200 400 600 800

pow

er (W

)

time (s)

Medium Temperature TEG Transient Test(changing electrical load, Test 11)

measuredsimulated

0

100

200

300

400

500

600

0 2000 4000 6000 8000

pow

er (W

)

time (s)

Medium Temperature TEG Transient Test(changing hot and cold temperatures and flows)

measuredsimulated

TEG TRANSIENT MODEL VALIDATION

11

SECOND TEG RESULTS & MODEL VALIDATION

0

100

200

300

400

500

600

700

800

0.00

0.50

1.00

1.50

2.00

2.50

3.00

0 200 400 600 800 1,000 1,200

pow

er (W

)

volta

ge (V

)

current (A)

TEG2 Performance - Test 12(hot inlet temperature = 620C, cold inlet temperature = 20C)

(hot mass flow = 45.0 g/s, cold mass flow = 330 g/s)(8/21/11)

measured voltage

simulated voltage

measured power

simulated power

Poly. (simulated power)

12

CYLINDRICAL TEG PERFORMANCE

49 W/L (based on flange to flange dimension including outer shell and internal bypass) 1280 W/kg of TE material used

13

STEADY STATE POWER VS COOLANT FLOW/TEMP

0

100

200

300

400

500

600

1300RPM,

50 Nm

1750RPM,

60 Nm

2000RPM,

65 Nm

2250RPM,

75 Nm

2500RPM,

80 Nm

2750RPM,

80 Nm

3000RPM,105Nm

pow

er (W

)

engine conditions

Measured Steady State TEG Performance on Dynomometer01/31/12

coolant flow = 10 lpm, coolant temp = 30°C

coolant flow = 20 lpm, coolant temp = 30°C

coolant flow = 10 lpm, coolant temp = 55°C

coolant flow = 20 lpm, coolant temp = 55°C

coolant flow = 10 lpm, coolant temp = 80°C

coolant flow = 20 lpm, coolant temp = 80°C

14

0

100

200

300

400

500

600

0 500 1000 1500

pow

er (W

)

time (s)

US06 Driv Cycle Measured Dyno Resultscoolant flow = 20 lpm

2 cycles run back to back with 60s idle in between

basic bypass strategy,coolant temp = 80°Cbypass valve closed,coolant temp = 80°Cbypass valve closed,coolant temp = 55°C

ENGINE DYNAMOMETER US06 DRIVE CYCLE RESULTS

15

BMW X6

16

BMW X6 INSTALLATION

17

VEHICLE ON-ROAD TEST RESULTS

18

FORD LINCOLN MKT AWD

19

FORD VEHICLE INTEGRATION

20

VEHICLE ON-ROAD TEST RESULTS

Vehicle Speed 65mph

0

50

100

150

200

250

300

350

400

450

500

0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300Test Time (sec)

TEG

Pow

er (W

atts

), E

xhau

st T

empe

ratu

re (°

C)

TEG Power

Exh. Temp. into TEG

Exh. Temp. out of TEG

Bypass Opened Bypass Closed

21

TEG PERFORMANCE REPEATABILITY

0

50

100

150

200

250

300

350

400

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

2.00

0 200 400 600 800 1,000

pow

er (W

)

volta

ge (V

)

current (A)

TEG2 Performance - Test 9(hot inlet temperature = 510C, cold inlet temperature = 20C)

(hot mass flow = 30.1 g/s, cold mass flow = 330 g/s)

measured voltage (08/21/11)

measured voltage (07/23/12)

simulated voltage

measured power (08/21/11)

measured power (07/23/12)

simulated power

Poly. (simulated power)

22

SUMMARY

TEGs have been successfully integrated and tested on a BMW X6 and a Lincoln MKT with over 600W of power produced in vehicle tests and over 700W produced in bench tests.

Models have been created that can successfully capture TEG performance in both steady state and transient conditions.

These models have been integrated into vehicle system level models as well.

With the validation of the models against experimental data, the simulation tools can be used to optimize the geometries and operating schemes of the TEG designs.

A cylindrical TEG technology platform has been developed which is on a path to commercialization by the end of this decade.

23

OUTLOOK AND FURTHER WORK Further work is required to address technical and

economic risks for TEG commercialization: • Material and system costs

• Design robustness and performance

• In automotive, FE Benefits Vs regulatory and customer drive-cycles

The partnership between BMW, Ford, Tenneco and Gentherm will continue in a follow-on DOE TEG program with the following key objectives: • 5% FE gain for a passenger vehicle measured over the US06 drive cycle

• Economic feasibility defined for 100K/annum manufacturing volume

• Integrating TEG with 15L diesel engine in Bradley Fighting Vehicle program

24

ACKNOWLEDGEMENTS

US Department of Energy: John Fairbanks

DOE NETL: Carl Maronde

BMW: Boris Mazar, Andreas Eder, and Carsten Spengler

Ford Motor Company: Clay Maranville, Dan Demitroff, and Quazi Hussain