Chapter 1

INTRODUCTION

Automotive manufacturers constantly try to design and build technically advanced

and sustainable vehicles. New vehicles should have significantly reduced CO 2 emission
and other impacts, which automobiles and engines have on environment. Together with
the improvements in engine and power train technologies, sustainable solutions are also
based around recovering wasted heat energy, regenerative braking and applications of
hybrid vehicles. Thermo electric generators (TEG) and Silicon / Silicon Carbide (SI/SIC)
semiconductors technology, are now available for the recovering of thermal, wasted
heat energy, from cars, tracks, submarines, or other vehicles. Our research program is
based on an extensive analysis of the solutions to recover thermal energy from any
subsystem in the vehicle, especially motor generator units – heat (MGU-H)$2 They
convert wasted energy from the engine heat gases, to electrical power. This report
presents heat sink design solutions and simulations, which could be used in the
development of the system that could extract wasted thermal energy from the engine’s
combustion chamber heat sink13.

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 Chapter 2
POWER SOURCE

The power source in our research is from the internal combustion engine’s
thermal waste heat, frequently referred to as the engine heat flux. Modern
vehicles dissipate the waste heat into the cooling system. Engine releases hot
exhaust gases through the exhaust valve, that eventually exit the vehicle through
the exhaust system. The research program aims to capture the thermal heat flux
generated during the combustion process inside the engine.$) Temperatures inside
the combustion chamber, as shown in Fig. 1 can range from 500 – 900 oC. The
thermal heat flux generated during this process is absorbed into the engine heat
sink, supplying an energy source for our TEG – SI/SIC semiconductors. TEG units
can operate on a range between 26.8 – 926 ℃. They are constructed from different
materials, and used for different applications. For example, Bismuth telluride
material is suitable for the range of 26.8 – 277 ℃ , Mercury-stainless steel
thermosiphon for 27.8 – 576.8 ℃ and Potassium-nickel thermosiphon with silicon
germanium for 576.8 – 926 ℃. $+

Fig. 2.1. Combustion chamber energy source used to convert heat into electrical
power before it cools down in the exhaust manifold.

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 In the combustion engine thermal energy Q is converted into mechanical energy
W and partially dissipated as waste heat Qw, as given by equation (1).

Q = W + 𝑄𝑄1 (1)

We try to recover that wasted heat energy, Qw as much as possible through the
engine heat sink novel design. Construction of an efficient and effective engine
combustion chamber heat sink requires optimal material selection, heat sink fin
thickness, fin gap and fin length. This is determined by the heat sink base surface
area, absorbing the heat flux generated from the combustion chamber of the
engine. These parameters will define the number of heat sink fins used in the
design and the required number of TEG units to convert the thermal heat flux to
electrical power. To establish the thermal resistance of the heat exchanger, the base
temperature information is used for the TEG’s hot side, which is limiting range and
thermal resistance of the TEG. It is also used to calculate the combustion chamber
heat flux applied across the TEG unit.
The thermal resistance of the heat exchanger is widely determined by the heat
fin arrangement and air gap. The cylindrical shape of the combustion chamber heat
sink enables the heat sink to absorb the thermal heat flux and rapidly disperse the
waste heat. The efficiency of the subsystem depends on the heat transfer
coefficient of the fins, length of the fins and air velocity. Calculation of heat sink
fin gap, c, as one of the key design parameters, is given by equation (2) where w is
the width of the heat exchanger, thfin is the fin thickness and Nfin is the number or
fins.

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 Chapter 3
TEMPERATURE DISTRIBUTION

When constructing the engine heat sink, with a newly designed TEG unit, it is
imperative that the same energy levels are retained in the engine cylinder and heat
sink, during each of the cycles, to prevent engine damage and ensure that the same
working conditions, and the efficiency of the system, are maintained. Keeping the
correct temperature distribution (Fig. 2.1) inside the engine cylinder, during each of
the cycles, is critical for the life of the engine. A notable point, which could draw
additional energy away from the engine cylinder walls and combustion process, are an
inefficient heat sink design and incorrect thermal conductivity. TEG units require
strategic placement in the heat sink, to ensure no additional energy is drawn and the
normal heat sink transfer is obtained.

Fig. 3.1. (a) Temperature distribution through the heat sink and attached TEG unit
substrate; (b) heat sink design with TEG unit integrated

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 Chapter 4
ENGINE HEAT FIN ENERGY

Engine heat fin energy The automotive heat sink fins and lengths play an important
part in recovering the thermal heat flux generated from the combustion chamber of the
engine. Their temperatures can range between 500 – 900 oC and provide a sustainable and
reliable - high energy density source for the TEG units to operate. Heat sinks come in
different shapes and sizes, like straight finned and cylindrical configurations, used for
different applications. A solar research and development program was conducted at RMIT
University – Australia, concentrating on straight finned heat sinks for TEG units.$G%$H.
This research also explored TEG units operating with no heat sink fins. The aim of the
research project was to evaluate the performance of the TEG units when applying a heat
sink to the construction. TEG heat sink fins tested had the following lengths: 60 mm – 80
mm – 100 mm. They measured the heat flux transfer and cooling thermal flows at speeds
of 5 m/s. During the experiments, results indicated the TEG performance for the 60 mm
fins to be 21,400 W/𝑚𝑚', for 80 mm fins 22,100 W/𝑚𝑚', and for 100 mm fins 23,400
W/𝑚𝑚'.
The noticeable point to the fin lengths is that between 60 mm to 100 mm fins, there
was only a gradual increase of 2 watts in power generated. The cylindrical combustion
chamber heat sink design aims to retain the high thermal heat flux in a compact state,
providing a high energy source for the TEG units. The cylindrical heat sink design will
maximize: the total energy supplied to the heat sink target plate and equally disperse the
thermal heat flux to other parts of the heat sink, power extracted from the thermoelectric
generator and heat dissipated from cold end of the TEG units.

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 Chapter 5
SIMULATION AND PROTOTYPE DESIGN

The aim of the project is to investigate and find the best ways to recover some of
the wasted heat energy, as given in equation (1), and to construct a small scale TERS
system to evaluate principles and solutions. Experimental part of the engine heat sink
TERS project is based around an OSMG2039 engine model shown in Fig. 4.1 .

Fig.3. OSMG2039 Engine

Heat energy will be recovered through specially designed, cylindrical system of

TEG units. Cylindrical shape is used to match the engine heat sink profile and heat
transfer requirements. CAD modelling and data gathering was conducted using available
TEG unit parameters, dimensions and incorporating them into various engine heat sinks’
designs and shapes, to find solutions suitable for the maximum heat transfer. In the
simulations, TEG units were placed into the heat sinks in the vertical and horizontal axes,
which meant cutting rectangular holes into the heat sink fin. Some major problems we
encountered with this approach, was the lack of consistent heat transfer in the vertical axes
- for a cylindrical shape heat sink, resulting in an inconsistent temperature range for the
TEG units operation. The removal of material from the heat sink and placing square TEG
units in the vertical axes may result in engine heat imbalances affecting the natural cooling
process and engine operation.

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 Chapter 6
STEADY STATE THERMAL ANALYSIS OF EXISTING
CYLINDRICAL SHAPED CYLINDER HEAD

Solid Works CAD data and reverse engineering testing was carried out on the
original OS engine heat sink, as shown in Fig. 4, to evaluate the thermal heat transfer and
find the optimum location to place the cylindrical TEG unit. Results showed that there is a
consistent radial heat transfer and temperature distribution between each of the engine heat
sink fins. The analysis also highlighted that the lower heat sink fins also receive radiation
heat from the engine cylinder block heat fins. This makes it an ideal location to place TEG
units, because it receives thermal heat transfer from the engine combustion chamber heat
sink and waste heat from the engine block heat fins, normally absorbed into the
atmosphere. Temperatures obtained from the OS engine heat sink fins, using a laser
pointer temperature gun, demonstrated the normal operation temperature range between 90
- 100℃ for nitro/methanal based fuels and a flash point of 188 - 226℃. In some extreme
cases, use of the synthetic based fuels can raise the temperature on the heat sink fins
between 110 - 130 ℃ adding high performance, but significantly reducing the life of the
engine.

6.1 Material Properties

Engine heat sink and cylinder head, of our model, are constructed from aluminium
material, while the engine glow plug is made from cast alloy steel. The analysis was
carried out for the worst atmospheric temperature of 50℃

6.2 Heat flow

Total rate of fins heat flow 𝑞Oi𝑛 is given by equation (4)

where convection heat transfer coefficient is labelled as ℎOi𝑛 ∙ [W/𝑚2K], air

gap between the fins is 𝐴Oi𝑛 and 𝑇$ % 𝑇2 represents the temperature difference between
surfaces

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Fig. 4. (a) Original heat sink design; (b) CAD model meshing

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 Chapter 7
ENGINE HEAT SINK TEMPERATURE DISTRIBUTION

OS engine heat fin outer temperatures data that we have obtained by measurements
(90 – 100℃ ) is used as a base line for the CAD simulation, where 1075℃ was applied to
the cylinder head combustion chamber surface, replicating the normal combustion
process and thermal waste distribution transferred into the heat sink. Results showed
that the very high temperatures during the waste heat process rapidly decline to a
more moderate 92.1℃, after heat leaves the combustion chamber, as can be seen from
Fig. 5. The temperature distribution of the cylinder head is also measured, between the
combustion chamber surface (1075℃) and heat sink contact surface (260 ℃),
providing the rate of heat transfer. Simulation results display consistent temperature
distribution, around 90℃, to the lower and mid heat sink fins located near, or around
the combustion chamber. The further distance away from the combustion chamber,
saw the temperatures rapidly decline to 50℃ at the top of the heat sink

Fig.7.1. (a) cylinder head plate; (b) temperature distribution points of the cylinder head
plate.

The outer temperature is 92.1℃ coming down from 1075℃ in the combustion
chamber. It is droping to 825℃ with the glow plug material change. Power input for the
entire entire model is 7590.9W, the same as the power output 7590.9W, during the waste
heat cycle.

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Fig. 7.2 displays distribution of the cylinder head temperatures starting with 1075 ℃
applied to the combustion chamber, down to 260℃ appearing through the centre of the
cylinder head and heat sink contact area.

Fig. 7.3 heat sink fins at 90℃ for lower and mid reference points study; (b) temperature
distribution. Fig. 7 displays the temperature distribution of the heat sink fins at 90℃ for
lower and mid reference points, before rapidly droping away to 50℃ at the top of the heat
sin

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 Chapter 8

NEW ENGINE HEAT SINK DESIGN

Engine heat sink design to accommodate new TEG unit The configuration of the
TEG unit attached to the engine heat sink requires construction of a new heat sink to
accommodate the TEG units. It also includes construction of a new surface profile TEG
unit which will maximize thermal efficiencies and performance. The new heat sink design
allows the new TEG unit to easily fit around the base of the engine heat sink, so it can
absorb the combustion chamber heat transfer and radiation heat. This is achieved by
removing some of the lower heat sink fins and allowing the TEG unit to rest on the curved
surface area, providing better heat transfer as shown in Fig. 8. Original holes are retained
and used to disperse the engine block heat fin radiation. In this case the radiation is used to
add additional heat to TEG unit. The construction of the new heat sink and TEG unit
requires tunning to ensure the same energy levels are drawn from the engine. Cooling
of the heat sink and TEG system is normally done through the air, but water could
also be applied. Confirmation and validation of the new cooling system efficiency can
be achieved and measured by taking the temperature of the engine cylinder
sleeve/liner - internal and piston in the same operating conditions. Using the same
boundary conditions as for the original OS engine heat sink, simulation testing was
carried out on the new system design.

Fig. 8.1 shows new design to with TEG unit and temperature at each set of fins and TEG
contact surface face.

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 It has confirmed the less efficient heat sink operation, while the heat is taken
over by TEG unit. Temperatures rose as expected by 6℃ before rapidly dropping off
to 50 ℃ at the top of the heat sink (Fig.8). The TEG unit contact surface area
displayed an average of 98.5℃

Fig. 8.2 (a) New design heat distribution (b) average temperature of the TEG unit contact
surface area at 98.5℃

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 Chapter 9

CONCLUSIONS

We have conducted investigation, measurements and simulations on the engine

heat sink thermal energy recovery system with new TEG unit subsystem mounted to the
heat sink. The information and data gathered indicate that a strategically positioned TEG
unit subsystem could be constructed to extract the direct heat transfer from the combustion
chamber of the engine and the convert it to electrical power. Data also indicate that it may
be possible to extract and recover energy from the high temperature source ranging from
500 – 800 degrees in conventional motor vehicle engines and converting it to electrical
power for hybrid vehicle systems. The next development of this project will be to build a
new cylindrical TEG unit system that matches engine geometry as designed, simulated and
presented here. Although we are currently focusing our prototype design on a small scale
model, new development will expand to full scale combustion engines

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 Chapter 10
REFERENCES

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