International Journal of Emerging Technology and Advanced Engineering

Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 5, May 2014)

Automobile Exhaust Thermo-Electric Generator Design &

Performance Analysis
Prathamesh Ramade1, Prathamesh Patil2, Manoj Shelar3, Sameer Chaudhary4, Prof. Shivaji Yadav5,
Prof. Santosh Trimbake6
1,2,3,4,5
MMIT, Pune, India
6
College of Military Engineering, Pune, India
Abstract—In an internal combustion engines; efficiency
of engine is around 30 %, roughly 30% of the fuel energy is
wasted in exhaust gases, and 30% in cooling water and 10%
are unaccountable losses. Efforts are made to catch this 30
% energy of exhaust gases. If this waste heat energy is
tapped and converted into usable energy, the overall
efficiency of an engine can be improved. Thermoelectric
modules which are solid state devices that are used to
convert thermal energy to electrical energy from a
temperature gradient and it works on principle of Seebeck
effect.
This paper demonstrates the potential of thermoelectric
generation. The detailed experimental work was carried out
to study the performance of thermoelectric generators
under various engine speeds. A hot side heat exchanger as
well as cold side heat sink was designed and tested on 3
cylinder, 4 stroke, Maruti 800cc SI engine. Two Figure 1: World Marketed Energy Use by Fuel Type 1980 – 2030,
Thermoelectric modules of bismuth telluride (Bi2Te3) were (IEO, 2006)
selected according to the temperature difference between Most of the worldwide increase in oil demand will
exhaust gases side and the engine coolant side and place come from the transport sector. The transport sector will
(Just behind catalytic converter) A rectangular heat
exchanger was fabricated and the thermo electric modules
share 54% of global primary oil consumption in 2030
were placed on the heat exchanger for performance compared to 47% today and 33% in 1971. The share of
analysis. The study showed that energy can be tapped oil products in transportation sector of energy
efficiently from the engine exhaust also in near future consumption will remain almost constant over the
thermoelectric generators can reduce the size of the projection period (WEO, 2004). In gasoline powered
alternator or eliminate them in automobiles improving internal combustion engines; around 30% of the fuel
efficiency of engine energy is wasted in the form of exhaust gases, and 30%
in coolant as shown in figure.
Keywords-- Thermoelectric generator, waste heat
recovery, engine exhaust, hot side heat exchanger, cold side
heat sink, insulation, load

I. INTRODUCTION
The "Energy Crisis" has become a major challenge in
front of engineers across the globe due to rapidly
increasing demands and consumption of energy. For
almost two hundred years, the main energy resource has
been fossil fuel and will continue to supply much of the
energy for the next two and half decades. Worldwide oil
consumption is expected to rise from 80 million barrels Figure 2:.Thermoelectric Waste Heat Recovery as a Potential
per day in 2003 to 98 million barrels per day in 2015 and Energy Efficiency Option in Ground Vehicles [5]
then to 118 million barrels per day in 2030. [1]

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 5, May 2014)
The electric load of a vehicle is increasing due to
improvements in driving performance and comfort .In
order to satisfy the increasing demands of electricity in
modern vehicles, bigger and heavy alternators are
coupled to engines. These alternators which operate at an
efficiency of 55 to 65% consume around 5% of the rated
shaft power. And ultimately affects the fuel economy of
vehicle. [6]
One potential solution is the usage of the exhaust
waste heat of combustion engines. This is possible by the
waste heat recovery using thermoelectric generator. A
thermoelectric generator converts the temperature
gradient into useful voltage that can used for providing
power for auxiliary systems such as air conditioner and
minor car electronics. Even it can reduce the size of the
alternator that consumes shaft power. If approximately
6% of exhaust heat could be converted into electrical
power, it will save approximately same quantity of
driving energy. It will be possible to reduce fuel
consumption around 10 %; hence AETEG system can be
profitable in the automobile industry.
II. P ROPOSED SOLUTION
Figure 3: AETEG System Layout
=α ( - )
Where α is the difference in Seebeck coefficient of
two leg materials and has the units of V/K, and and
are the hot and cold side absolute temperatures both
measured in Kelvin. A German Physicist, Thomas
Johann Seebeck, discovered this effect in the early 1800s.
[9]
An important unit less constant to evaluate the
performance of thermoelectric materials is the
thermoelectric figure of merit, ZT. It describes the
effectiveness of a specific thermoelectric material in
terms of its electrical and thermal material properties.
The figure of merit is expressed as:
ZT= T [2] [10]
ZT for materials has remained below 1 for decades,
but in recent years, ZT of new materials has reached
values greater than 2.
Bismuth Telluride (Bi2Te3):
The maximum value of figure of merit,
Zmax = 3 × 10-3 K-1
The optimum value of the resistance ratio,
M0 = √ (1+Z( ( T1+T0) / 2)
T1 = temperature of the source (K)
T0 = temperature of the sink (K)
T1 = 400 K T 0 = 315 K
M0 = 1.4396
The maximum thermal efficiency is given by,
ηth.max= √ (( T1- T0) / T1) × (M0 – 1)
M0 + (T0 / T1)

As shown in the figure 5, the proposed system consists ηth.max = 0.083130= 8.313%
of one hot side heat exchanger and one cold side heat
exchanger. Between the two heat exchangers the
thermoelectric modules (TEG) are placed. The exhaust
gas from engine passes through hot side heat exchanger
and cooling water from radiator passes through cold side
heat sink. According to the principle of Seebeck effect,
thermoelectric modules convert the heat into useful
electricity.

III. T EG MATERIAL SELECTION

The driving principle behind thermoelectric generation
is the known as the Seebeck effect. Whenever a
temperature gradient is applied to a thermoelectric
material, specifically metals or semiconductors, the heat
passing through is conducted by the same particles that
carry charge. The movement of charge produces a
voltage. The junctions of the different conductors are Figure 4: Temperature Ranges for Thermoelectric Materials [5]
kept at different temperatures which cause an open
circuit electromotive force (e.m.f) to develop as follows:
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Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 5, May 2014)
Bi-Te is one of the available materials with highest A. Design of Rectangular Straight Fins
value of α. Also the position of TEG system is just Rectangular straight fins are very common fin
behind the catalyst converter [4]. (400ºC and 200ºC) All geometry because of their simplicity to manufacturer
the TEGs designed to be mounted in this position are Parameters include the number of fins (Nf), the thickness
based on bismuth telluride alloys, specifically Hi-Z of an individual fin (tf), the length an individual fin
commercial modules. It minimizes the amount of heat protrudes from its base ( Lf), and the thickness of the
transfer surface required. This decreases the pressure base ( tb), the conductive coefficient ( Kfin). [2]
drop across the generator and results in a lower back
pressure. Hence we have selected Bismuth Telluride as
TEG material.

IV. DESIGN O F HOT S IDE HEAT EXCHANGER

Sizing up the heat exchanger is based on the size,
orientation, and number of modules. Because the
modules are assumed to be square as they often are,
length and width differ by the number of modules
defined by flow orientation. Nmod,par (no. of modules in
parallel) and Nmod,ser (no. of modules in series)exist to aid
in developing the orientation of the modules in a zone
wmod,zone is the width of all the modules in a zone if they
were side by side. Lmod,zone is the length of all of the
modules in a zone if they were directly adjacent to each
other. [2] Figure 5:.Rectangular Heat Exchanger Geometry [2]

Module size: 40x40x3 mm Number of fins (Nf) =8

Lmod,zone = w mod x Nmod,ser Number of channels (Nch) =Nf-1 =7
= 40 x 2 = 80 mm Thickness of an individual fin (tf=2mm)
Wmod,zone = w mod x Nmod,par
= 40 x 1 = 40 mm The length of an individual fin protrudes from its base
( 26mm
Amod,zone is the surface area of all the modules in the
zone and βlw is the ratio of the length of all the modules Thickness of the base (tb) =7mm
in the zone to the width of all the modules in the zone.
Calculations:
Amod,zone = Lmod,zone x wmod,zone
= 80 x 40 = 3200 sq.mm 1) Pitch of Fin ( ):
Βlw = Lmod,zone / wmod,zone
= 80 / 40 = 2 = = = 8.28mm
Azone is the surface area of a zone and γ is the user
2) Spacing between fins ( )
defined ratio for zone area to modules in a zone area. γ is
always greater than or equal to one by its definition. We = - =8.28-2 =6.28mm
take it as 2. Ains is the area of the insulation.
3) Wetted Perimeter, (Pwet) :
Azone = γ x Amod,zone
= 2 x 3200 = 6400 sq.mm Pwet, is the perimeter of a flow path or one channel
Ains = Azone -Amod,zone created by the fins.
= 6400 – 3200
= 2 +2
= 3200 sq.mm
Lz is the length of an entire zone and wz is the width of = (2×26)+(2×6.28) =64.57mm
a zone.
4) Hydraulic diameter, (Dh):
Lz =√ Βlw x Azone = 120 mm It is an artificial diameter representing the channel in
Wz = √ (1/Βlw) x Azone = 60 mm which flow travels through.
Therefore final dimension of Hot side heat sink = 120
=
x 60 mm

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 5, May 2014)
= = 10.11mm 2) Mass flow rate of air (ma):
2
5) An entrance area, (Aent): = Cd A √2g*Hw*(ƍw/ƍa) = 0.6 *( )*
√2*9.81*0.07*(1000/1.16) = 19.86 kg/sec
= × ×
3) Exhaust mass flow rate ( ):
=26×6.28×7 =1142.96mm2
=
6) The characteristic length of the fin, (Lf,char) :
= 1.51× + 19.86 kg/s
= + -3
= 21.37×10 kg/s
=26 + = 27 mm Now that the fins have been designed, their
performance needs to be evaluated. Reynolds number is
7) The perimeter of the face of the fin, (Pface):
the ratio of inertial forces to viscous forces.
=2 +2
4) Reynolds Number Re:
=(2×2) + (2× 120) =244 mm
Re =
8) The cross sectional area of the fin, (Ac):
= × =240 mm2 = …….

9) The total surface area of all the fins, (Af,surf) : = 5224.28

= 2× × × 5) Nusselt Number Nu:
=2×7 ×27× 120 =45360 mm 2 Prandtl number, Pr, is the ratio of the momentum and
thermal diffusivities. Nusselt number, Nu, is the ratio of
10) The total area of the base, (Ab,surf) : convection to pure conduction heat transfer.
= –( × ) Nu = 0.664× (Re)1/2 ×(Pr)1/3
= ( 6400) – (240 ×8) = 4480 mm2 = 0.664× (5224.28)1/2× (0.7055)1/3 (Pr from properties of
exhaust gas at 502 deg C [8]) = 42.77
11) Total effective surface area, Atot,surf :
Having solved the Nusselt number for either laminar
Total effective surface area, Atot,surf , is the area which
or turbulent flow depending on the conditions, it is now
fluid flow occurs and convective heat transfer is present
possible to determine the convective coefficient,
= +
6) h =
= 45360 + 4480 = 49840 mm2
B. Sample Calculations h= = 238.25 W/m2K
1/2 ……
Speed (N)=3064 rpm 7) m = [
Temperature of exhaust gas =502 deg C (Kfin=200 W/m2K for aluminium fins [9])
Manomatric deflection =70mm
=[ ]1/2= 34.80
Fuel flow in secs/100ml =49 secs
Coefficient of discharge Cd=0.6 8) Efficiency of fin:
Nf is is the efficiency of one fin with the previously
Orifice diameter =35mm calculated fin parameters and provided inputs.
Density of air =1.16 kg/m3
1) Fuel intake =

( )=
=

=
= 0.7822= 78.22%
= 1.51× kg/s
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9) Overall efficiency of fin: A. Design of Cold Side Heat Sink Stacks
The overall surface efficiency, η0, is the efficiency of
the array of fins as well as the base surface to which the
fins are attached

= 1 –[ (1- )]

=1–[ (1-0.7822)] = 0.8018

= 80.18 %

Figure 7: Front View of Double Stacked Type Heat Sink For Cold
Side.

Number of fins (Nf) =11

Number of channels (Nch) =Nf-1 =10 Thickness of an
individual fin (tf) =2mm
The length of heat sink = K × (length of hot side heat
Figure 6: Actual View of Hot Side Heat Exchanger exchanger) = 1.5 × 120 = 180mm
C. Calculation Table The width of heat sink = 62mm
Table I The length of an individual fin protrudes from its base
Mass Flow Rates of Exhaust Gases at Various Engine Speeds in
Kg/sec
( 14mm

Sr. Engine Air intake Fuel intake mexhaust Thickness of the base (tb) =5mm
No. Speed ( ) ( ) Number of stacks = 2
RPM ×10-3 ×10-3 (×10-3)
1 2250 15.01 1.1212 16.136 Calculations:
2 2850 18.54 1.3962 19.938 1) Pitch of Fin ( ):
3 3200 20.69 1.5744 22.271
4 3606 23.01 1.7209 24.738 = = = 6mm
5 3970 24.78 1.9473 26.733
] 2) Spacing between fins ( )
= - =6-2 =4mm
V. DESIGN O F COLD S IDE HEAT S INK
The basic requirement of cold side heat sink was 3) Wetted Perimeter, Pwet:
1. Heat sink should flow with full of water i.e. no air gap = 2 +2
should get created.
2. Length of cold side heat sink should be larger than hot = (2×14) + (2×4) =36mm
side heat exchanger as cooling should be effective.
From various permutations and combinations, we 4) Hydraulic diameter, Dh:
selected stacked type heat sink for cold side.
= = = 6.22mm

5) An entrance area, Aent :

= × × =14×4×10

=560mm2

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6) The characteristic length of the fin, Lf,char: (Pr from Properties of saturated water)
= 16.068
= + =14 +
14) h =
= 15 mm
h=
7) The perimeter of the face of the fin, Pface: = 1567.80 W/m2K
=2 +2 1/2
15) m = [

= (2×2) + (2× 180) =364 mm (Kfin=200 W/m2K for aluminium fins)

8) The cross sectional area of the fin, Ac: =[ ]1/2

= 89.03
= × = 360 mm2
16) Efficiency of fin:
9) The total surface area of all the fins, Af,surf :
=
= 2× × ×
=
=2×10 ×15× 180
= 0.6519 = 65.19%
2
=54000 mm 17) Overall efficiency of fin:

10) The total area of the base, Ab,surf : =1–[ (1- )]

= –( × ) =1 – [ ] (1-0.65)]

= 0.6928 = 69.28%
= (11160) – (360 ×11)
As we are using two stacks here, the capacity gets
= 7200 mm2 doubled.

11) Total effective surface area, Atot,surf :

= +

= 54000 + 7200 = 61200 mm2

12) Reynolds Number Re:

Re =

(mw= 200 LPH = 56×10-3 kg/sec.)

= Figure 8: Actual View of the Cold Side Heat Sink

( water = 0.891× 10-3 N.s/m2) VI. INSULATION

= 698.34 The arrangement of TEG module is sandwich type in
between hot side heat sink & cold side heat sink. Hence,
13) Nusselt Number Nu: there is a need of thermal insulation for the area which is
Nu = 0.332× (Re)1/2 × (Pr)1/3 not covered by TEG modules to avoid heat loss.

= 0.332× (698.34)1/2× (6.14)1/3

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Area Not Covered by TEG Modules =Area of
insulation
= Azone -Amod,zone
= 6400 – 3200
= 3200 mm2
Selection of Material for Insulation:
Ceramic Pads
Temperature range: above 500 deg. C Figure 10: Assembly of heat exchangers with modules and
insulation
Thermal Conductivity: k = 0.15 W/mK
Hence ceramic pads are selected for highest C. Connection of thermoelectric modules
temperature range, low thermal conductivity. Also it can When thermoelectric modules are connected in
be cut in to required size and shape easily. series they operate under the condition of increasing
voltage. From Seebeck Equation,
VII. MANUFACTURING & ASSEMBLY
V1=α1 (TH-TC)………………………..(1)
A. Aluminium Welding
Heat exchangers were rectangular in shape. Our V2=α2. (TH-TC)………………………..(2)
requirement was to flow fluid through it without any kind
Adding 1&2,
of leakage. Hence we selected aluminium TIG welding of
convergent zone to the ends of both heat exchangers. V1+V2=VSeries
After welding, heat exchangers look like-
So, VSeries= ∆T (α1+α2)

VIII. RESULT ANALYSIS

After successful assembly, sets of trials are taken on
the AETEG System retrofitted on a 4 stroke, 3 cylinder,
MARUTI 800 SI Engine at different RPMs. As a load on
system, LED load bank is used. Using the
thermocouples; temperatures at 4 sections are measured
on Digital temperature indicator. Then voltage & current
at various engine speeds are measured on Digital
Figure 9: Aluminium Welding of Heat Exchangers. multimeter.
B. Assembly
The heat exchangers are assembled with the sandwich
arrangement of TEG modules between them as shown in
fig.9. Before assembly the thermal grease is applied on
both the surfaces of TEG modules to enhance the heat
transfer. Ceramic pads are inserted between the
exchangers for insulation for the area not covered by
modules as shown in fig.
Counter flow type arrangement is made for the heat
exchangers.
Two ‘C’ clamps are used for clamping of heat
exchangers. Thermocouples (K-Type) are connected
along with the display for temperature measurement.

Figure 11: Maruti 800 Engine for AETEG System Trials

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In Table II,
T1= Hot side inlet temperature
T2= Hot side outlet temperature
T3= Cold side inlet temperature
T4= Cold side outlet temperature
Tin= Exhaust gas temperature at AETEG inlet
Tex= Exhaust gas temperature at AETEG exit

Figure 12: LED Load Bank for AETEG

A. Experimental Observation Table & Result Table:

Table II
Experimental Observation Table

Sr.No Engine Voltage Current Power

T1 T2 T3 T4 Tin Tex
Speed
V I P=V*I
o o o o o o
RPM C C C C C C (V) (A) (W)
1 2250 104 102 42 43 296 289 5.54 0.55 3.047
2 2850 106 104 44 45 346 338 6.03 0.62 3.738
3 3200 109 107 42 43 369 360 7.35 1.1 8.085
4 3606 115 113 42 44 383 373 9.01 1.33 11.983
5 3970 127 125 42 44 388 377 10.5 1.45 15.12

Table III
Result Table

Sr.No Engine Temp. Voltage Current Pin Pout AETEG

Speed Drop Overall
Efficiency
( Tex - Tin ) V I mex *Cp*ΔT η= Pout /Pin
= ΔT

(RPM) ( oC) (V) (A) (W) (W) (%)

1 2250 7 5.54 0.55 116.56 3.047 2.6139

2 2850 8 6.03 0.62 164.22 3.738 2.2764
3 3200 9 7.35 1.1 206.13 8.085 3.9222
4 3606 10 9.01 1.33 253.81 11.983 4.7212
5 3970 11 10.5 1.45 300.24 15.12 5.0708

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B. Characteristics Graphs 3. Power output Vs Engine Speed
In order to evolve performance characteristics of the
system following graphs were plotted and studied-
1. Voltage Vs Engine Speed

Figure 15: Power output Vs Engine Speed

The graph shows that the power output is function of

engine speed. At the speed of 3970 RPM, the power
developed by TEG was 15.225 W.
Figure.13: Voltage Vs Engine Speed plot
4. AETEG Overall Efficiency Vs Engine Speed
The graph shows that as the engine speed increases
voltage generated also increases. Hence voltage is
proportional to engine speed. With the engine speed of
3970 RPM, voltage generated was 10.5 V.
2. Current Vs Engine Speed

Figure 16: Efficiency Vs Engine Speed

The graph explains the relation between the overall

Figure 14: Current Vs Engine Speed
The graph explains that the current increases with the
engine speed. It first increases gradually up to 2850 RPM
then rapidly beyond that speed. At the speed of 3970
RPM the current was 1.45 A.
efficiency of the system and engine speed. At 3970 RPM
the efficiency obtained was 5.078%.
IX. CONCLUSION
1. An Automobile Exhaust Thermoelectric System was
designed and developed for the waste heat recovery of
an automobile engine.
2. The system was retrofitted to the exhaust line of a 4
stroke, 3 cylinder Maruti 800cc SI engine and
measurements were taken to study the performance
of this system.

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3. It was found that to get improved efficiency of this
system, thermal management is very important.
Double stacked type cold side heat sink gives better
temperature gradient across the TEG. Counter flow
type arrangement enhances the effective heat transfer.
Also insulation used for the area not covered by TEG
modules avoids the heat losses.
4. At high vehicle speeds, the total power that could be
extracted was increased. More power could also be
extracted by improving the exhaust gas heat
exchanger. However with the current design the hot
junction temperatures at or above 250oC were allowed
for the given material of TEG (Bi-Te) and results were
obtained.
5. Results show that voltage, current, power developed
and efficiency of the system increase with the increase
in engine speed. At the engine speed of 3970 RPM, the
power generated was 15.12W and efficiency of the
system was 5.0708%.
6. Hence the AETEG system traps the waste heat of
exhaust gases from engine & generates useful power
which can be used to charge the car battery, to power
auxiliary systems and minor car electronics.
7. As AETEG reduces the wastage of energy, it improves
the overall efficiency of vehicle. AETEG system can
be profitable in the automobile industry.
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