Comparison of electrical and mechanical water pump performance in internal combustion engine

Wang, Xu; Liang, Xingyu; Zhou, Hao; Chen, Rui

doi:10.1504/ijvsmt.2015.070155

Cited by 17 publications

(13 citation statements)

References 8 publications

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“…The average measured power supplied by the alternator was around 500 W. Additionally, if mechanically-driven auxiliaries such as AC compressors, water and oil pumps were also substituted by electric driven ones and all auxiliaries then powered by energy recovery systems such as TEGs and regenerative braking, then the fuel savings could be even greater. Some references can be found relating typical net power, consumption and/or efficiency of these auxiliaries [24][25][26][27][28]. It already highlights the advantages of using electrically-driven auxiliaries given their typically higher efficiency and flexibility of operation.…”

Section: Energy Savingsmentioning

confidence: 99%

Efficiency improvement of vehicles using temperature controlled exhaust thermoelectric generators

Brito

Pacheco

Vieira

et al. 2020

Energy Conversion and Management

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One of the main obstacles for the use of thermoelectric generators (TEGs) in vehicles is the highly variable thermal loads typical of driving cycles. Under these conditions it will be virtually impossible for a conventional heat exchanger to avoid both thermal dilution under low thermal loads and TEG overheating under high thermal loads. The authors have been exploring an original heat exchanger concept able to address the aforementioned problems. It uses a variable conductance thermosiphon-based phase-change buffer between the heat source and the TEGs so that a nearly constant, optimized temperature is obtained regardless of operating conditions. To the best of the authors' knowledge, the thermal control feature of the system is unique among existing TEG concepts. The novelty of the present work is the actual computation of operating pressure and temperature and the corresponding vaporization and condensation rates inside the thermosiphon system during driving cycles along with the assessment of the influence of the volumes and pre-charge pressure on electrical output. The global energy and emission savings were also computed for a typical yearly driving profile. It was observed that indeed the concept has unparalleled potential for improving the efficiency of vehicles using TEGs, with around 6% fuel and CO2 emissions savings using the system. This seems a breakthrough for such light duty applications since the efficiency of conventional (passive) systems is strongly deprecated by thermal dilution under low thermal loads and the need to bypass high thermal load events to avoid overheating. On the contrary, the present concept allows the control of the hot face temperature of the TEGs even under highly variable thermal load (i.e. driving cycle) environments.

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Section: Energy Savingsmentioning

confidence: 99%

Efficiency improvement of vehicles using temperature controlled exhaust thermoelectric generators

Brito

Pacheco

Vieira

et al. 2020

Energy Conversion and Management

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“…Using 200 W from the auxiliary power supply system, it could be used to power the engine water pump. 21,22,23…”

Section: Teg Unit Prediction Using Higher Preforming Devicesmentioning

confidence: 99%

Engine exhaust manifold with thermoelectric generator unit

Royale

Simić

Lappas

2020

International Journal of Engine Research

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Thermal energy recovery systems are subject of intensive research activities in automotive engineering. They are becoming appealing because of the energy savings, low maintenance requirements and compact designs. Another element is the increase in working temperature ranges over the previous maximum of 400 °C. This was limiting the positioning of these devices to mid and rear locations of the exhaust systems. They also contained a specially designed cooling system for the cold side of the thermoelectric generator unit, which effectively preformed the requirements of the cold junction point (Seebeck effect) between the “P” and “N” semiconductors. Currently, thermoelectric generator manufacturers are producing devices that could operate at the temperatures over 850 °C which is opening up different research and application opportunities. This research report shows a continuation of previous research work carried out, to test 850 °C thermoelectric generator units, using the performance specifications and measurements conducted in our labs. We have extrapolated and predicted power output further. In the research, we covered the concept of placing high-temperature thermoelectric generator units directly into the exhaust port of the engine, just outside the cylinder head. Novel development solution is presented, where a new thermoelectric generator unit is designed to be adaptable to the profile of the exhaust port. Computational fluid dynamics analysis was conducted on a real-world engine and concept models, confirming consistent thermal heat transfer from the combustion chamber of the engine into the exhaust manifold thermoelectric generator unit assembly. Cooling of the device is achieved by direct coolant flow from the cylinder head. It could also be realized using an external cooling system.

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“…The pump rotational speed depends entirely on the engine's rotational speed and is not related to the cooling demand. 43 With the development of electronic control technology, intelligent cooling has become the main development trend in modern diesel engine cooling systems. Intelligent cooling can provide accurate coolant flow in accordance with cooling demand, achieve intelligent control of heat balance, and improve thermal efficiency.…”

Section: Introductionmentioning

confidence: 99%