DESIGN AND OPTIMIZATION OF INTEGRATED TURBO-GENERATOR AND THERMOELECTRIC GENERATOR FOR VEHICLE EXHAUST ELECTRICAL ENERGY RECOVERY

CHAPTER 4
RESULTS AND DISCUSSION

In this chapter, the content contains simulation results and the experiment test is
on running the real test.
4.1 Turbine Performance Calculations

The steps of the CFD simulation started from design, and drawing as shown in
Figure 4.1 by modelling the adjustment of the vane angle at 40°, 50°, 62°, 80°, and 85°,
respectively. Then, the step was the model preparation for using in the simulation process.
The step started from the CFX-Design Modeller procedure which is an important step of
ANSYS simulation. The total number of faces that resulted from this procedure was 358
faces. They were separated into turbine 282 faces, exhaust gas 28 faces, and vane 48 faces.
After that, the surface preparation procedure was prepared by using the section of the CFX-
Meshing. The total value of the model was 914,018 nodes, and 3,461,517 elements which
were divided into turbine 509,734 nodes, and 2,545,575 elements, exhaust gas 132,988
nodes, and 688,147 elements, and vane 271,296 nodes and 227,768 elements.

Figure 4.1
Model preparation (A) CFX-design modeller, and (B) CFX-meshing

(A) (B)

The next step was the process of simulating the flow condition in the model. The
simulation simulated the exhaust flow that flowed into the inlet of the turbine case, and
simulated the flow out of the front. There are various configurations in this step including
the exhaust flow rate, pressure temperature, and flow characteristics were detailed as
follows: The CFX-Pre procedure had three domains, and three interfaces. The exhaust
domain had a static inlet, an inlet mass flow rate 0.1024 kg/s, and outlet pressure at 101.325

43

kPa. Turbine domain configured a rotation speed between 15,000, and 35,000 rpm and the
vane domain were defined as the static flow at 400 °C as illustrated in Figure 4.2.

Figure 4.2
CFX-pre simulation

The simulation results are shown in Figure 4.3. In the simulation, there were eight
different vane angle simulations including not vane, vane angle 40°, 50°, 62°, 80°, and 85°,
and commercial1, 2. The simulation was set with a rotation speed from 15,000 to 35,000
rpm.

Figure 4.3
Moment on the turbine

44

Torque on turbo blade is 0.628 N-m. used to calculate the power by this equation. 4.1

P = T  2   N = 0.628 2   52, 000 = 3, 401 watts
60 60

Table 4.1
Turbine performance

. Not of 40 50 62 70 80 Commercial1 Commercial2
vane

Torque 0.138 0.355 0.525 0.628 0.578 0.502 0.259 0.289

Power 752 1,937 2,858 3,401 3,147 2,734 1,411 1,573

Figure 4.4
Variables vane angle; 40, 50, 62, 80 and 85

The result of simulation on input parameters exhaust inlet is 0.1024 kg / sec (3,500
rpm: engine rotation speed), pressure outlet is 1.1 bars, and the temperature is 400 °C , and
inlet angle (5 variables with vane angles: 40, 50, 62, 70 and 80 as displayed in Figure
4.4. The result was shown in Table 5, and in Figure 4.5: (A) torque, and power rise if rotation
speed increases. The turbine can generate power from 1,937 watts with the speed of engine
4,200 rpm, and vane angle is varied from 40 degrees (1,937 watts) to 62 degrees (3,401
watts). After the vane angle increases more than 62 degrees, it results in the reduction of
power. The speed of engine was selected at 4,200 rpm since it is the highest speed of the
engine that is used in this trial without the engine power transmission system installed.

45

Figure 4.5
(A) Result of vane angle and power; (B) Result of rotation speed and power

4000Power(watt) 4000
3500 Power(watt) 3000
3000 2000
2500 1000
2000
1500 0
1000

500
0

Vane Angle(degree) Rotation Speed(rpm)
(A) (B)

The simulation result of the relationship between rotation speed, and generated
power is presented in Figure 4.5: (B) the power output increased to 3,401 watts at 25,000

rpm.

4.2 Pressure and Path Line of Flowing
The pressure value is shown in Figure 4.6. Pressure is higher at the inlet, and lower

at the outlet. The value at the inlet is 1.67 atm., at volute 1.46 atm., at turbine blade 1.20,
and the outlet is 1 atm.

Figure 4.6
Pressure at all turbine walls

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Figure 4.7
Pressure at turbine blade

The pressure value is varied as shown in Figure 4.8. Pressure is highest at 1.5 atm,
and lowest at 1 atm.

Figure 4.8
Path line of flowing at turbine blade

47

Figure 4.9
Sound speed at turbine blade

Sound speed at turbine blade is 490-530 m / s , being an acceptable value for shock wave
design.
4.3 Experimental Setup

The experimental facility used in this study was based on a real internal combustion
engine, and experiment testing works without load. The experimental design is made up of
4 main parts: engine building, turbo- generator unit, thermoelectric- generator unit, and
parameters output measurement. The engine is based on 2,500 cc diesel engine (Toyota
2LII model). The engine is composed of water-cooling system, oil lubricating system, and
engine electric system. Turbo-generator consists of turbine, volute, vane, and a generator.
The connection of the turbine to the generator uses coupling, and gear reducer rotation
speed. Thermoelectric- generator comprises water cooling box, heat exchange box, and
thermoelectric plate. Finally, the performance measurement is to measure engine rotating
speed, turbo-generator rotating speed, temperature, and pressure measurement, exhaust gas
measurement, and finally power measurement of turbo- generator, and thermoelectric-
generator.

48

4.4 Rotation Speed of Turbo-Generator Test

Rotation speed of turbo-generator test was run by the engine on adjusting the
speed of accelerator from idle speed to maximum speed. Testing set is displayed in Figure
4.10.

Figure 4.10
Rotation speed of turbo-generator testing

Table 4.2
The result of rpm of turbo-generator testing

Engine (rpm) 1,000 1,200 1,400 1,600 1,800 2,000 2,200 2,400 2,600 2,800 3,000 3,200 3,400
Turbo-gen 1,500 2,300 3,200 4,500 5,200 5,700 6,200 6,800 7,100 7,600 8,000 8,500 9,000
(rpm)

The maximum speed of the turbo-generator in real trials is 9,000 rpm, which is less
than the speed of rotation cycles from the calculations in Table 4.11.

Figure 4.11
RPM of turbo-generator testing

49

The value of rotation speed of turbo-generator depends on the speed of engine. At
the start, rotation speed of turbo-generator is slow, and the value speed increases a result of
exhaust gas.
4.5 Power of Turbo-Generator Test

Power of turbo-generator test was run by the engine on adjusting the speed of
accelerator from idle speed to maximum speed. Testing set is shown in Figure 4.12.

Figure 4.12
Power of turbo-generator testing

50

Table 4.3
The result of power of turbo-generator first testing

Engine (rpm) 1,000 1,200 1,400 1,600 1,800 2,000 2,200 2,400 2,600 2,800 3,000 3,200 3,400
0 0 580 660 740 820 910 1,000 1,090 1,160 1,260 1,320 1,410
Power
(watts)

Power (watts)Figure 4.13
Power of turbo-generator testing

1600
1400
1200
1000

800
600
400
200

0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400
Engine Rotation Speed (rpm)

The power of turbo-generator depends on the speed of engine. At the start, rotation
speed of turbo-generator is slow, resulting in zero output, and the speed value grows a result
of exhaust gas.

4.6 Voltage of Turbo-Generator First Test

Voltage of turbo-generator test was run by the engine on adjusting the speed of
accelerator from idle speed to maximum speed at fixed current. Testing set is illustrated in
Figure 4.14.

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Figure 4.14
Voltage of turbo-generator testing

Table 4.4
The result of voltage of turbo-generator first testing

Engine (rpm) 1,000 1,200 1,400 1,600 1,800 2,000 2,200 2,400 2,600 2,800 3,000 3,200 3,400
0 0 40 45 51 56 63 68 75 80 87 91 97
Voltage
(volts)

Voltage (volt)Figure 4.15
Voltage of turbo-generator testing

120
100

80
60
40
20

0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400
Engine Rotation Speed (rpm)

The power of turbo-generator relies on the speed of engine. At the start, rotation
speed of turbo-generator is slow, causing zero output, and the speed value increases a result
of exhaust gas. Testing is set to fix the electric current by using lamp.

52

Figure 4.16
Real internal combustion engine test

4.7 Temperature of Exhaust Turbo-Generator.

Temperature experiment on the turbo-generator was tested by running the engine
with adjusting the engine idle speed to maximum speed. The temperature sensor
measurement was installed at the inlet, and outlet of turbo-generator.

Figure 4.17
Inlet and outlet exhausts temperature

Exhaust Temperature (C) 350
300
250 Inlet Temp
200 Outlet Temp
150
100 500 1000 1500 E2n0g0in0e Rotat2i5o0n0Speed (3R0P0M0 ) 3500 4000 4500 5000

50
0
0

The temperature of exhaust gas depends on the rotation speed of engine, and engine
running time. At the beginning of the rotation, exhaust gas temperature is lower, and it will
be higher as the speed of the engine increases as a result of heat combustion exhaust gas.

The inlet temperature is higher than the outlet temperature by the direct proportion
characteristics.

53

4.8 Pressure of Exhaust Turbo-Generator Measurement

Pressure measurements of turbo-generator test by running the engine, and adjusting
the speed of accelerator from idle speed to maximum speed take measurements at the inlet,
and outlet of turbo-generator.

Figure 4.18
Inlet and outlet exhaust pressure.

Exhaust Pressure(kPa)180 Outlet Pressure
160 Inlet Pressure
140
120 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
100 Engine Rotation Speed (RPM)

80
60
40
20

0
0

The pressure of exhaust gases depends on the speed of the engine, and runtime
engine. During the initial stage, rotation speed of pressure is low, and it will increase as the
speed value increases due to exhaust gas flow rate. The inlet pressure is higher than the
outlet pressure in direct proportion.

4.9 Rotation Speed of Turbo-Generator Test on Variable Vane Angle.

The rotation speed test of turbo-generator was measured by running the engine, and
adjusting the accelerator speed from idle to maximum speed, and an adjustment of the vane
angle testing set is displayed in Figure 4.19.

54

Figure 4.19
Rotation speed of turbo-generator test

Turbo-generator Rotation10000 Vane angle 52°
Speed(RPM) 9000 Vane angle 62°
8000 Vane angle 72°
7000
6000
5000
4000
3000
2000
1000
0

Engine Rotation Speed(RPM)

Figure 4.19 shows three different conditions of engine speed, and vane angle. On
62 of the vane, speed grew at a stable rate, and had a tendency to increase continuously.
On 52 vane angle, turbo generator started to rotate at high engine speed, and on 72 vane,
and turbo generator speed increased as engine speed rose, and it tended to decrease at a
higher engine speed. Adding the vane number increases the turbulence energy, and
decreases the axial flow velocity.

4.10 Power of Turbo-Generator Test on Adjust Vane Angle.

Power test of the turbo-generator rotation speed was assessed by running the engine,
and adjusting accelerator speed from idle speed to maximum speed, and the vane angle was
adjusted. The testing set is shown in Figure 4.20.

55

Figure 4.20
Power of turbo-generator test

Turbo-generator Power(Watt)1,000 Vane angle 62°
900 Vane angle 52°
800 Vane angle 72°
700
600
500
400
300
200
100
-

Engine Rotation Speed (RPM)

4.11 Power of Thermoelectric-Generator Test

OutPut Power (Watt)The thermoelectric generator power output is illustrated in Figure 4.21. The line-
graph indicates the quantity of exhaust temperature, and power on running the engine.
Overall, the power output is related to the difference of temperature. To begin with the first

point, the amount of power output started at 271 watts before it increased to just under 392
watts on higher temperature. This fell slightly on stopping the engine before dropping to
its lowest point of 288 watts at the end of testing.

Figure 4.21
Power of thermoelectric generator test

450
400
350
300
250
200 T(In)

T(Out)
150 V
100 A

W
50
0

1
11
21
31
41
51
61
71
81
91
101
111
121
131
141
151
161
171
181
191
201
211
221
231
241
251
261
271
281
291
301
311
321
331
341
351
361
371
381
391
401
411
421
431
441

Engine Runing Time (Sec)

56

The total saving powers combining both turbo generator, and thermoelectric
generator unit are 1,262 watts as seen in Figure 4.22.

Figure 4.22
Total output powers

OutPut Power (Watt) 1400 TG
1200 TEG
1000 TG+TEG

800
600
400
200

0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600
Engine Rotation Speed (RPM)

4.12 Power of Turbo-Generator and Thermoelectric-Generator Driving Test

Turbo generator, and thermoelectric generator were installed on the real car by
bringing exhaust recovery module on pickup (diesel engine 2,500 cubic centimeters), and
driving conditions (Figure 4.23). The road driving on the engine rotation speed is 1,000 -
3,600 rpm. Power output is shown in Figure 4.21; the speed of the engine is directly affected
by the power output. In the case of Turbo generator, the energy test starts measuring at the
rotating of the engine 1,000 rpm, and after that it increases to the maximum of 3,600 rpm.

The power produced is 168 watts, then gradually increasing to the maximum of 1,074 watts.
The output increases in direct proportion with the speed of the engine. When the rpm speed
rises, the power output increases. The output power of thermoelectric generator is measured
at the speed of the engine 1,000-3,600 rpm, and the power output comes out to be directly
proportional to the speed of the engine. This energy which starts at 327 watts, and gradually
increases to 418 watts is less than the power from the turbo-generator. When combined with

TG, and TEG, power output starts at 495 watts, and increases with the maximum engine
rotation speed at 1,492 watts.

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Figure 4.23
Total output powers

Figure 4.24 OutPut Power (Watt) TG load
1000
Total output powers 1100 TEG load
1200
1600 1300 TG+TEG
1400 1400 load
1200 1500
1000 1600
1700
800 1800
600 1900
400 2000
200 2100
2200
0 2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600

Engine Rotation Speed (RPM)

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CHAPTER 5

CONCLUSION AND FUTURE WORKS

This chapter is divided into three sections: the research conclusion, an overview of
the research contribution, and recommendations for future research.

5.1 Conclusion

The turbo generator, and thermoelectric generator are ideal for recovery waste
energy in the exhaust gas. The flow pressure, and temperature of the combustion engine is
transformed into electric power. That power can converse to electrical energy to support
electrical supply in a vehicle. Normally, exhaust gas is discarded into the environment as
waste gas. This study is to design turbo-generator, and thermoelectric generator that can
convert exhaust gas energy to electrical energy. The turbo-generator model can generate
power up to 1,044 watts at 3,400 rpm (high performance of the engine), and thermoelectric
generator can generate power up to 412 watts. Both systems combined can generate power
up to 1,456 watts. The electric power can use in electric charging; generally, alternator will
produce 12 volts, and 35 amperes (420 watts) to support in-vehicle usage. Therefore, the
integrated turbo generator, and thermoelectric generator are possible to use in the charging
system. The energy recovery on driving can be used for battery charging as an energy
storage device in this turbo-generator, and thermoelectric generator capability can generate
up to 1,262 watts to utilize for hybrid vehicles. The power of recovery waste energy is able
to support the electrical needs of other parts. At present, the device is converted into
electricity for the convenience of the driver, such as electric air conditioning, electric power
steering, refrigerator, and mobile phone charger.

5.2 Contribution

This research has the concept of designing, and building equipment for the energy
of exhaust waste, which generally releases this energy into the environment. The content
of other research papers found that almost all of these similar purposes would bring the
exhaust back into power, which is convenient to bring such energy back to use. This paper
provides different details from other research studies as follows.

- Almost all research articles are designed for large engines used in power plants,
and the engine is installed without movement. Therefore, it is appropriate to design the
exhaust energy system from the pickup engine with cylinder volume 2,500 cubic
centimeters.

59

- In general research, the return of exhaust is applied to the introduction of energy
from the exhaust for only one technique. This work is a concept to combine the recovery
devices into account because each has different advantages. In this study, it took the
technique of turbo generator, and thermoelectric generator combined due to the energy in
the exhaust with pressure, and heat. Turbo generator converts energy from the pressure to
electrical power while thermoelectric generator converts heat to electrical power.

- The system dimensions are designed to be convenient for use, and can be installed
with the engine to work in normal working conditions.

- Exhaust recovery system can be applied to hybrid vehicles; exhaust can be
recycled into the electrical system to reduce the charging process at the power station.

5.3 Recommendations for Future Investigations

The experimental results showed that turbo generator, and thermoelectric generator
designed, and built for the vehicle exhaust electrical energy recovery have the ability to
convert energy back into electrical power. The energy produced is sufficient for car use,
but it is not fully compatible with the vehicle.

- In research, turbine lubrication system was built into new system. The operation is
separated from the old engine lubrication system. High performance operation must be
connected to the original engine lubrication system.

- Thermal discharge from the cool surface of thermoelectric generator is also the
low efficiency of cooling due to the limited engine space. This cooling unit must be
designed to be installed in a wide area, such as under engine or rear pickup.

Future investigations should examine the amount of energy that comes out or
develops in other parts of the vehicle.

- Increasing the number of units of the exhaust recovery by installing them along
the line of the exhaust pipe will cause increased energy.

- The heat recovery system can be applied to install with other parts of the car with
heat energy, such as cooling water system, lubrication system. , and air conditioning
system.

- The recovery exhaust should be designed , and built for other vehicles such as
tractor, truck , and van.

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63

APPENDIX

MATLAB calculate the parameters and dimensions.
The process knows the value of one-dimensional calculation of turbine by using MATLAB,
because the parameter values are associated to other parts.

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65

66