P2416589 Dissertation: Power Generation from IC Engine Exhaust Gases

This dissertation, authored by Divyesh Gamechi (Student ID: P2416589), explores the feasibility of power generation using exhaust gases from internal combustion engines. Guided by Professor Rick Greenough, the project delves into various methods, including thermoelectric generators, Rankine cycles, and Stirling cycles, to recover and convert waste heat into usable electrical energy. The dissertation includes an introduction to IC engines, discusses the importance of power generation, and examines the advantages and applications of different techniques. It focuses on the selection and design of a thermoelectric generator, detailing its components, operational principles, and experimental setup. The results section presents experimental findings, followed by conclusions, references, and a discussion of future scope. The abstract highlights the need for improved vehicle efficiency, the energy wasted in exhaust gases, and the potential of thermoelectric generators to generate electricity for various applications like LED indicators, electronic flashers, and mobile chargers. Keywords like 'booster circuit,' 'thermoelectric generator,' and 'exhaust gases' are used to classify the study. The work also includes detailed diagrams and figures illustrating key concepts, cycles, and experimental setups. The dissertation provides a comprehensive analysis of recovering energy from the exhaust gases of internal combustion engines.

Name: Divyesh Gamechi
Student id no: P2416589
Module name: Dissertation
Topic Name: “Power generation using exhaust gases of Internal combustion engine”
Guided by: - Professor Rick Greenough
SR. NO. TITLE PAGE
NO.
1 ABSTRACT 2
2 CHAPTER 1: INTRODUCTION 3

1.1 INTRODUCTION OF I.C. ENGINE
1.1.1 The Four Stroke Diesel Engine
1.1.2 Introduction of Gasoline of IC engine
1.1.3Exhaust gases recover
1.2 IMPORTANCE OF POWER GENERATION
1.2.1 ADVANTAGES
1.2.2APPLICATIONS
3 CHAPTER 2: DIFFERENTS METHODS OF POWER GENERATION
2.1 BY VELOCITY OF EXHAUST GASES
2.2 BY THERMOELECTRIC GENERATOR
2.2.2Description of the Equipment
2.3 BY RANKINE CYCLE
2.4 BY STIRLING CYCLE
4
4
Chapter 3
3.1 SELECTION OF METHOD OF POWER GENERATION
3.2 INTRODUCTION OF METHOD AND COMPONENTS
3.2.1 THERMOELECTRIC GENERATOR
3.3 Classified in two categories
10
16

3.4 P-N TYPE OF SEMICONDUCTORE
3.5 HEAT ABSORBUNT MATERIALS
3.6 PREDESIGN LEARNING (LNM)
17
5
CHAPTER 4: Design
4.1 Experimental setup
6
CHAPTER 5: Results
5.1 EXPERIMENTAL RESULTS
7
CHAPTER 6 :CONCLUSION
8
CHAPTER 7: REFERENCES

9 CHAPTER 8: Future scope
LIST OF FIGURES
Sr no. Section Figure no Description
01 1.1 01
02
Air standard diesel cycle
Gasoline of IC engine
02 1.2 03 Application of TEG

03 2.1 04
05
06
07
Working principle of velocity of exhaust gas
method
Block diagram of wind turbine
Block diagram of thermocouple
unit Dynamometer
04 2.2 08
09
10
11
Thermionic principle of
operation Peltier module
TE-Generator
Booster circuit
05 2.3 12 Rankin cycle
06 2.4 13
14
15
Free piston stirling
cycle Vapour
absorption cycle
Turbocharger
07 3.2
3.3
3.4
3.5
16
17
18
19
20
21
22
23
24
Total fuel energy content in IC
engine Percentage of fuel energy
distribution Thermionic principle
Seeback effect
Thermoelectric
generator PN type
semiconductor
Prototype of TEG
Performance of thermoelectric

25
26
material Copper heat source
Aluminium material heat
source Booster circuit
08 4.1 27
28
TEG setup (fabricated for present study)
Experimental setup for present
09 5.1 29
30
Time Vs temp difference
Temp difference Vs generated voltage
ABSTRACT
Currently, a perfect deal of the efforts of the mechanical firm is concentrated on advancement on the general
vehicle´s efficacy. Each kind of engine operates as heat engine. This engine operates by converting chemical
energy to thermal energy and when the motion of the piston is done on the heat pressure which carries air. This is
the reason why when starting a vehicle about 30% to 40 % of the energy. The amount of energy left is wasted just
as energy employed in cooling component and exhaust gases thus the efficiency is low. In this research paper there
are several kinds of methods that is employed in energy recovery as well as conversion of energy to electrical

energy to improve the operational efficiency. This paper examines the application of thermal generator for
production of energy. The generator (thermoelectric) generates waste gases steam and small Direct Current which
generates temperature as it operates. There are several coolant path of exhaust gas on impact of seebeck. From a
single module of thermocouple the output voltage ranges between 170 to 200 V for a range of temperature of 300
and 350C. The system will be capable to start the light emitting Diode, piezoelectric, mobile charger, Electronic
Flasher fuel saving and parking Horns.
Keywords: Booster Circuit, Thermoelectric generator, Exhaust gases, internal combustion engine and Temperature
of the exhaust gases.

CHAPTER 1: INTRODUCTION
• Heat engine: This is a type of engine which operates through conversion to mechanical work output from
thermal energy. Example of this involve the engine of diesel, engine of petrol and steam engine.
• For the working principle of the thermal energy to the operating fluid of the heat engine, the classification of
the heat engine as a combustion engine (CE) and an IC engine
• For an IC engine, the combustion occurs in an engine´s working fluid therefore the fluid is polluted
with the product being combusted.
- A good example of the internal combustion engine is petrol engine, in this engine the working
fluid is a combination of air and fuel.
• For an EC engine burning fuels (fossil) is employed as a working fluid, such systems do not have a
direct contact with a combustion materials.
- A good example of EC engine is a steam engine and steam is the working fluid.

Internal combustion engines may be classified as:
- Compression Ignition engine
- Spark Ignition engine
• Combustion engine CI): In this type of engine the combustion process commenced at a point where the
mixture of the fuel and air get self-ignited because of higher temperature caused by higher pressure at the
combustion chamber.
• Spark Ignition (SI): In this type of engine the process of combustion for every cycle begins through a help
of external spark.
- Both the compression Ignition and the Spark Ignition can operate either on 2 stroke and 4 stroke cycle.
1.1 STROKE OF AN I.C. ENGINE
The following are some known stroke engine cycle, these cycles operates in sequence;
 Exhaust Stroke
 Power Stroke
 Compression Stroke
 Intake Stroke
1.1.1 The Four Stroke Diesel Engine
The 4 stroke IC engine is the same as the 4 stroke engine for the petrol engine. The operation of
both the four stroke diesel and 4 stroke petrol engine follows the four operating cycles like

intake, exhaust, power and compression. These two share same exhaust and intake valves. The
efficiency of the diesel engine is higher than the efficiency for the petrol engine. The engine of
the diesel doesn’t need a system of the ignition because of the produced engine through higher
compression. The IC is a good fuel in economy and the diesel develops a higher torque as well as
a greater compression ratio.
The internal engine of a diesel varies from the petrol powered Otto cycle through using a greater fuel
compression for fuel ignition of fuel as opposed to spark plug. For the engine of diesel powered, the
compression of air is through adiabatically having a compression ratio of about 15 and 20. The compression
increases the temperature required for ignition of the mixing of fuel that is developed through fuel injection
once the air is compressed. The air standard is made through a changeable adiabatic compression which
follows a pressure which is constant. A new charge in air is allowed in at the exhaust which is illustrated in
the diagram below.
The key dissimilarity amid the Otto engine and the diesel is the fuel burnt. For a petrol engine, fuel/ air
combination enters the cylinder where it develops a stoichiometric mixture that is burnt and the developed
blaze moves from the spark to the linear. For the IC engine, the fuel mixture moves to the cylinder, self-
ignites, fuel is supplied and combusted with a flow as combustion type.

Figure 1. Air standard diesel engine cycle
1.1.2 Introduction of Gasoline of IC engine
In this research I think of the how to focus on a better efficiency of fuel in the automobile sectors. According to the
research, if the heat is provided to an internal combustion engine, the engine will reject about 30 to 35%. In case
heat wasted can be recovered of about 6 to 8% in the exhaust gases as the demand of electricity is arranged for the
automobile as well as reduction of the fuel consumption by about 15%.

Figure 2 Gasoline of IC engine
1.1.3Exhaust gases recover
As a key part of the fuel energy employs gas coming from motorbike or even a vehicle that is employed by roughly 30
to 35% as illustrated in figure 1.1. This implies a better economy for fuel which will improve the efficiency. From
the handbook of 1987 bosch automobile electric the amount of consumed electrical power which is about 800 watts.
This rated load will move the engine system then convert the exhaust gas to electrical energy. From this, my
research project in Clarkson University constructed the generator of the exhaust thermoelectric of automotive for

this prototype which always offsets the power of engine shaft through conversion of exhaust gas to electrical
energy.
1.2 IMPORTANC OF POWER GENERATION
1.2.1 ADVANTAGES
 It is easier to generate power.
 This technique is cost effective
 There is no need for extra working fluid.
 The power is produced without extra work input.
 The process is waste energy conversion to electrical energy.
1.2.2 APPLICATIONS

Figure 03: application of TEG
LED Indicator:
The LED turn signal indicators of lamp which last to about 100 is longer than incandescent. It turns ON
suggestively faster as compared to the industries bulbs´ standards. It is last longer, the design, it is lighter in
weight, ecosystem friendly and it is energy efficient. The specification of the bulb is given below;
The lamp is made with20 LED
Colour isblue
The working voltage is 9 ¿ 12V

The power consumption isbetween 1 ¿ 1. 5W
Lens 5.1( L)× 2.9(W )× 1.3( H )cm
Electronic Flasher:
The signal flash turn is an installed gadget is a car system of lighting having a key function making the turn lamp to
flash in case the switch of the turned signal is switched is activated to the right or to the left. Electronic flasher
employed here basically use Light Emitting Diode with very low power consumption rate. Thermal flasher and
electrochemical flasher last for a shorter time when compared to the electronic flasher. Some of the specification of
the Light Emitting Diode include small size, long life, low power consumption, sensitivity and no noise.
Other specifications include the following;
Operating current is 0.05 A to 7 A
Temperature ranges are between -40 ˚C to 85˚C
The range in voltage is between 9 V to 12 V
KENT electronic flasher (2 pin)
Piezoelectric Buzzer:
This is gadget (electronic) that is employed to generate sound, its construction is very simple, it has a low price and
also light in weight as illustrated in figure 8.
The working voltage ranges between 6V to 12 V

The operating current of this device is 20mA
Mobile charger:
The specifications of the mobile charger is given below;
The power consumed is between 1 to 2 watts
It is designed with a voltage regulator of L7805 with about five charging ports.
Electronic Horn
The power consumed in the electronic horn is less as compared to the amount of power consumed in conventional
horn.
Specification
Working voltage of the device is 12 Volts while the working current of the system is 0.15 A, Decible-85
Fixing- bolt
CHAPTER 2: DIFFERENTS METHODS OF POWER GENERATION
There are several ways of producing power, some of these methods includes the following

1. THROUGH THERMOELECTRIC GENERATORE
2. THROUGH STIRLING CYCLE
3. THROUGH VELOCITY OF EXHAUST GASES
4. THROUGH RANKINE CYCLE
2.1 BY VELOCITY OF EXHAUST GASES
Introduction:
Preservation of energy is a very serious issues nowadays. Therefore is a higher need of producing electrical energy
having a higher efficacy but lower pollution in the environmental. Nuclear plant and coal plants are basically
realized by just 35% efficiency. Efficiency illustrates the electrical energy generated expressed ion form of ratio of
the current possible energy in the burnt fossil fuel. Globally scientists try to obtain methods of minimizing the
wastage of generated energy through recycling the wasted energy or through improving the working efficiency.
A system of heat engine converts thermal or heat energy to mechanical energy used to perform some duties. Some
of the engine involved includes the diesel engine, gasoline and steam engine. Heat engine is constructed to help
generate only the useful work. The modern IC engine has a working efficiency of around 37 % for an ordinary car
ignition spark. The rejected energy in this system is through lubrication oil, circulating cooling water, exhaust and
radiation. In India, there are 2 wheelers which are on exponential rise yearly. In case the concept is perfectly
executed, the possible of preservation of energy is higher. This research investigates the operation and the
hardware requirements and also some implementations which may be required.

Methodology:
Subsystem one: setup to harness energy from exhaust gas
Parts required: The required part is an engine having a turbine, rechargeable DC battery, generator, connecting
wires and mild steel.
Procedure:
The turbine is connected to the generator shaft, the materials which is chosen for the turbine is aluminiun due to its
higher heat conductivity thus cooling rate will be higher. The fixture is put in a mild steel put in a spigot to help
focus the dissipated gas in the turbine vanes. When the turbine rotates on the shaft which is connected to the
generator, there will be production of Alternative Current (AC) and a voltage given as 12V, 5A.
The produced AC is made to flow through DC that would have been stored in a rechargeable DC battery of rating
12V, 5A. The whole system is put on the exhaust pipe. For this reason the pipe at the exhaust will be dissected. The
housing is set and immobile position. From figure below, there is a setup which helps to harvest energy from heat
engine. The parts required for this include metal clamps, thermocouple unit.
Procedure:
The identification of the hottest part is done, this part is the exhaust part of the pipe. The thermocouple is put on the

spot like one side getting exposed to the heat as the other part is exposed to the environment. This arrangement will
generates difference in temperature needed for the thermocouple to produce electrical energy.
Figure 4 : working principal

Figure 5 : Block Diagram of wind turbine.
Figure 6: Block Diagram of Thermocouple unit.

Fig.7. Dynamometer
Table 1: Showing Results obtained from test runs so far
• The TEG mean output while in idling state is 3V
• The mean Turbine output while in idling state is 3.25V but in some cases may reach 56V

during acceleration.
2.2 BY THERMOELECTRIC GENERATOR
2.2.1 Thermoelectric Principle of Operation
Thermoelectricity implies a conversion to electricity energy from heat directly. From Joule´s law, a current
carrying conductor produces heat at a rate which is proportionate to multiplication of current squared and
resistance. Such circuit is known as thermocouple; several thermocouples are wired in series are known as
thermopile.

Figure 8: Thermionic Principle of Operation
Peltier Jean revealed the impact of the seeback effect: In case current flows via a thermocouple, the temperature at
on junctions decreases while the temperature of the other junction increases. Therefore the heat is conveyed from a
junction to the other. The heat transfer rate is proportional to the amount of electric current as well as the transfer
direction in case there is current reversion.
2.2.2Description of the Equipment
1.Peltier Module
This is also known as the thermoelectric module or thermoelectric cooler. By definition it is an electronic device
semiconductor which operates as heat pump but of a smaller size. Through supply of less Direct Current voltage to

thermoelectric module. When this is done heat will flow in the module from one side to the other. One face of the
module face hence shall be cooled as the reverse face is heated concurrently. Both junctions of Bi2Te3 materials of
thermoelectric employed in this cooler.
Figure 9: peltier Module
2.TE- Generatore
According to the effects of seebeck, the devices of thermoelectric may operate as a generator. The schematic
figure of this generator is working on seebeck principle.

Figure 10: TE-Generator
3. Thermal Grease
This device is known thermal paste, paste of heat sink, thermal gel and compound f heat sink. This substance
help in increasing the thermal conductivity through filling air gaps of microscopic because of imperfectly flat
component surface. In electronic it is always employed to help a thermal component dissipation through heat
sink.
4.Booster Circuit

The working of this is on theory where the inductor holds the electric current and flows in a reverse direction.
This circuit is a converter of Dc to DC and its operational efficiency is between 60 to 80%, there we cannot
apply it for relatively larger project. We can employ this circuit for lower power consuming unit for example
12 V model consuming current of just 250 mA, with this we must use current of 650 mA with 80 per cent
efficacy. For this circuit diagram we shall use a DC pulse of about 2 V through TEG then amplification of this
to 12V as output. The below voltage range will hence need to be followed.
 The voltage of 6 V to 12 V at a current of 1 A of 80 turns of 24 swg wires in a core of 0.5 mm
ferrite
 The range in voltage 6 V to 12 V at an electric current 500 mA of turns 60 turns of 36swg wire in
a core of 0.5 mm ferrite.

Figure: 11 Booster Circuit
The chief function of the booster circuit is to help in amplification of the voltage gotten from TEG. The TEG can
acquire an optimum of 2V and a current of 500mA. This circuit shall boost the voltage to 12 V and the digital
display will be given in which it shall show voltage after amplification.
1. Battery
For the electrical system away from the grid, batteries are employed to store electric energy (thermal) which is
converted to electrical energy. In fact smaller unit with less than 1 kW, batteries is the only economically and
technically means of storage device. Because for both batteries and TEG system the capital cost is relatively
higher, it is so vital for the general system to get optimized in regards to local demand patter and available energy.
2.3 BY RANKINE CYCLE
This system operates on the produced steam in the second circuit by exhaust gas thermal energy to
generate extra power through steam expander. In very special case where low temperature energy is
produced using organic fluid rather than water is known as an Organic Rankine cycle. This cycle is
advantageous over the use of turbo compounding which doesn´t have a more efficiency in the
application of residential source of thermal energy. The recovery of the waste heat for the rankine cycle
which is operated at relatively lower difference in temperature through unconventional fluid. The
mixuture of CO2, refrigirants and binary mixture is illustrated in figure 15. In a low temperature of heat

source, the trans-critical CO2 cycle resulting to higher net output power. The technique of Rankine
cycle reduces the efficiency of energy, reduces the greenhouse gas emission and reduced consumption
of fuel.
Figure: 12 Rankine Cycle
Engine waste heat recovery can be realized through several techniques. The heat can be recycled in the
or through mechanical process, electrical and thermal process. Market evaluation and investigation of
Organic rankine cycle is used in different areas of cost effective. Temperature of pinch point, critical
temperature and heat exchanger for the working fluid which would be a restriction of cycle of optimum
operational pressure. This cycle as power unit and combine power unit and heat are ways employed to
improve the efficiency as well as reducing the cost. Method of thermoelectric of exhaust recovery of
wasted heat of 3 ignition spark cylinder is done experimental test. The recovery waste heat through
Organic rankine cycle is very operative way when equated to other methods. Therefore several
automobile applies this technique to ensure that the products are of higher efficiency.

2.4 BY STIRLING CYCLE
Linearly reciprocating IC engine have several benefits over the crank slider type. Some of the
advantages are multiple fuel capability, higher efficiency and higher ratio of power to weight. A stirline
is a type of heat engine working through cyclic expansion and compression of gases (working fluid) at
given temperature level like net conversion of heat energy to mechanical motion. A free piston stirling
engine is illustrated in figure 16 Gamma type development engine works at a higher difference in
temperature to obtain the maximum difference in temperature where the model would offer optimum
thermal efficiency. The recovery waste heat for IC engine is scrutinized using 2 fluid through using
organic rakine cycle. The perfect operation was gotten when R 123 was used as a working fluid. The
reduction of the consumed fuel was also witnessed.
Figure :13 Free Piston Stirling Cycle

A system of free stirling engine having output power, cold and hot space temperature as well as the
designed working frequency Structure of Fin was chosen for cooler and heater to aid in increasing the
area of exchange thus increasing the performance of heat transfer. The gap size for seal clearance is
designed and the whole processes is completed through accurate processing machining that is a main
step for the whole manufacturing of machine. A choice of piston Stirling engine is the preferred type of
engine. A free piston engine is wired to a cylinder of pneumatic and the output of simulations illustrates
the numerical simulation as the output power. Gamma stirling type of engine was constructed for usage
of recovery of waste heat system. The operation of lower difference in temperature stirling engine was
also investigated using non pressurized air through solar simulator and the conclusion was that this
engine operates with lower air temperature of the future potential engine.
C Refrigeration
The recovery of heat from automotive engines has been largely for cabin heating or turbo type of engine
having application of absorption chillers. The test conducted on the system affirms that the idea is
highly viable and can be highly enhance performance system depending on the load part of the engine.
The same concept can be applied for air conditioning and refrigeration transportation cars. This
systematic view of vapor absorption cycle is illustrated using figure 17 below;

Figure 14 : Vapour Absorption Cycle
A new air conditioning adsorption system can be employed in IC engine for a cooling driver car was
investigated. This system uses a zeolite water which works in pairs and is driven through a waste heat
obtained from exhaust gas of IC engine. Therefore the capacity of the refrigeration should be in a steady
and continuous state to give the locomotive cabin driver a cooling space rather than the electric
compression of vapor air conditioning system. The experiment illustrates ther higher rate of single
absorber having a generator cabin driver of air conditioning system which is reliable, convenient to
control and simple in structure. The absorption of refrigeration unit is interfaced with diesel engine
(caterpillar) has been employed for air charge cooling prior to the ingestion of the engine cylinder or
other purposes of cooling like AC. These have illustrated that cycle of combined diesel absorption
having pre inter cooling shall have more output power and more thermal efficiency as compared to other
configurations. On the other hand pre inter cooled cycle general efficiency is less than the operation

efficiency of the inter cooler.
D. Mechanical Turbo-compounding
A turbine and compressor on one shaft is employed to boost the inlet air density. The available energy in the
exhaust gas of the engine is employed to drive the turbocharger that helps in driving the compressor that raises the
fluid density at the inlet prior to entry to every cylinder engine. The current turbochargers issues is that these engine
don´t extract all probable available energy. The idea of applying the turbine for energy recovery. The turbocharger
is a technique where the output power increases the engine using a turbine. As opposed to application of turbine,
turbine can be could to a generator. Otherwise, turbine series can be coupled in a series of generators.

Figure 15: Turbocharger
In case a perfect design was instigated the alternator which can be removed from the vehicle to help in
improving the effective of this engine through lowering the load on it. Through reducing the weight of
the vehicle a turbine of this system may have to be put after the converter of a catalyst.

Chapter 3
3.1 SELECTION OF METHOD OF POWER GENERATION
 The disadvantage of the first method is the loss in mechanical power because of the presence of
mechanical parts. Therefore we can as well west the mechanical form of energy in this system.
 For the Rankien cycle the working fluid water and the boiler will flow in the cycle through condenser
and feed pump thus it is costlier.
 There is also lost in mechanical power because of the presence of friction in the system.
 For all the aforementioned methods, the arrangement and the design is complex. Therefore this engine
is just an ideal and not practically possible.
 The method which we don´t need any mechanical equipment for is T.E.G, this method there are also
power losses because of the elimination of the three aforementioned

3.2 INTRODUCTION OF METHOD AND COMPONENTS
3.2.1 THERMOELECTRIC GENERATOR
(1) HEAT ENERGY WESTAGE IN EXHAUST GASES

Waste heat is produced through a process of combustion of fuel or even through reaction of chemicals
and finally dumped to the environment even if this can still be recycled for some significant economic
uses. Loss in waste heat comes from limitation of thermodynamic and inefficiency of equipment. For
instant, considering IC roughly 30 to 40% of the energy is converted to significant mechanical work.
This thus insinuates that 60 to 70% energy is lost as waste fuel via exhaust. The exhaust gas will then
leave the engine and temperature will rise to 450-600°C. Subsequently, these gas carrying higher heat
content will carry away the exhaust. This can be realized via designing more energy efficient engine
(reverberatory) having a perfect heat transfer and lower temperature of the exhaust gas. Nevertheless,
the laws of thermodynamics put a lower limit on the exhaust gas temperature. He energy distribution
form IC engine can be illustrated using figure 20 below;

Figure 16 :Total Fuel Energy Content in I. C. Engine A. Benefits of ‘waste heat recovery’ can be
broadly
3.3Classified in two categories
1. Direct Benefits:
Waste heat recovery has a direct impact on the efficiency of combustion process. This is echoed
through minimizing the process cost and consumption utility.
2. Indirect Benefits:
a) Pollution reduction: Several combustible of toxic waste like carbon monoxide, nitrogen oxide,
particulate matter and hydrocarbon which are released to the environment.
b) Equipment size reduction: recovery of waste heat minimizes the consumption of fuel that results
minimization of the generated of flue gas. This will lead to equipment size reduction.
c) Auxiliary energy consumption reduction: Minimization of the sizes of equipment will offer extra
benefit in the energy consumption
For the engines of automobiles there is crucial heat released to the environment. For instant, about 35%
of the produced thermal energy from the automobile engine combustion is lost to the atmosphere from
exhaust gas. The amount of heat lost can be partly recovered and it is highly dependent on the load of
the engine.
From the several advanced ideas, the recovery of the exhaust energy for IC engine has been confirmed
not to have a serious benefits for improving the consumption of fuel as well as increasing engine output

power, reducing the CO2 further and also other dangerous emission of exhaust. This was estimated to be
6% of the exhaust gas heat that was then converted to electrical energy. Reduction of fuel consumption
of about 10% could be achieved.
B. Possibility of Waste Heat from Internal Combustion Engine
Our lives today highly depend on the automobile engine, like the IC engine. Most of cars are still
operating on either IC or SI (spark Ignition). Diesel engines (IC) have large field of application and
such engines have a relatively higher operating efficiency. A small air cooled of such engine can give
about 35 kW output power which can be employed in agricultural machineries, the irrigation purposes
and also for construction machines (concrete mixing machines). IC engines can also be used in large
which can give output power of 150 kW. Engines which are either air cooled or water cooled are
employed for a range of 35-150 kW except for situations where air cooled engines are strictly needed.
In some cases higher rated engines of 520 kW or even up to 740 kW are used like for the engines of
earth moving machineries.
While for locomotives and marines, the capacity of engine which can be used is rated about 150 kW.
Road and truck engines always employs a speed engine having 220 kW rating. Diesel engine are used
small standby generators

The table above illustrates several engines and their respective ranges of power. Generally, diesel
engines have an operational efficiency of 35% this implies that the rest of supplied energy are just
wasted. Notwithstanding current advancements in the efficiency of the IC engines, a reasonable energy
amount will still be rejected to the ambient with the exhaust gas. For water cooled IC engines amount of
energy wasted is about 35 kW. While the input energy of about 30-40% is wasted in the coolant of the
engine.
The energy lost in this engine can be recovered by partly highly depend on the load of the engine. From
experiment it was found by Mr. Johnson that for a 3.01 engines rated at maximum of 115 kW, it is about
20kW to 400kW is the amount of wasted power when the engine is operating. It is proposed that for a
representative or typical cycle, the mean heating power attainable from the heat wasted is just 23kW as compared

to 0.8–3.9 kW of cooling capacity given by passage car system. Due to the energy wasted illustrated
about 2/3 of the supplied energy and for perfect economy of fuel gases form IC engines which gives a
significant heat source that can be employed in several ways to offer extra power for improving general
engine efficiency. These possibilities are under investigation currently through engine manufactures and
research institutes.
C Availability of Waste Heat from I.C. Engine
Waste heat quantity in exhaust gas is a subject of both mass flow rate and temperature of the gas. This
is expressed mathematically as below;
Q=m× cp ×T
Where Cp is exhaust gas specific heat givenas (kJ /kg ° K);
T is the absolute temperature gradient given∈kelvin
M is the mass of the exhaust gas
To ensure that there is heat recovery and heat transfer, it is so significant to ensure that the temperature of
waste heat source is more as compared to the temperature of heat sink. Furthermore, the extent of difference
in temperature between the heat sink and the heat source is a significant waste heat determinant. The
temperature of sink and source temperature difference effects the rate of heat transferred for a given unit
surface area as well as optimum efficiency of theoretical conversion of thermal energy from heat source to
another form of energy. The range in temperature has significant function for choosing the design system of
recovery of the waste heat

Table 3 :Temperature Range from Diesel Engine

The temperatures used in the above table were obtained from survey of several IC engines. The survey
of exhaustive was done for exhaust temperature measurement from IC engine of automobile cars as well
as stationary engines, this is illustrated in table 2 above
Heat Loss through the Exhaust in Internal Combustion Engine
Specifications of dynamomenters and engines are provided in tables 3 and 4 . The amount of heat lost
via the exhaust gas from IC engine can be obtained from the following calculations, the efficiency of
volumetric ȠV ranges between 0.8 and 0.9.

Density diesel fuel is 0.84 ¿ 0.85 gm /cc
Calorific value of diesel is 42¿ 45 MJ /kg Density air fuel is1.167 kg /m3
Specific heat of exhaust gas is 1.1−1.25 KJ /kg ° K
Table 2: Showing Specification of Engine

Table 3: Showing Specification of Dynamometers
= 4.13 kJ/sec (or kW)
=
=
T

Thus the loss in energy through IC engine is 29.21%. Therefore the heat energy lost by the exhaust gas
form IC to atmosphere is 29.21%
A combustion engine of higher efficiency converts just 1/3 of the total energy in the fuel to motion
(mechanical power, this makes it operates as automobile drive. Other energy are lost discharged heat to
the environment which leaves the vehicles as wasted heat. Vividly, this gives a higher possible for more
reduction of emission of carbon ( IV) oxide that the group engineers of BMW are looking forward to
employ in the new solutions and concepts.
The present studies are concentrated on a technology that is capable of converting the thermal energy in
exhaust gas. The conversion is done directly to electrical energy. A scientist by the name Taguchi developed a
thermoelectric generator which is based on exhaust gas and it is used for automobile purposes. For his invention,
the exhaust gas contained in the pipe give the source of heat to the thermoelectric generator. In this invention, heat
sink which is the cold side is proposed to be given through cooling water circulation. A test was done at VIT in
which a heat exchanger unit having about 18 modules of thermoelectric generators was tested after being designed.
From the research / experiment it was found that it is highly possible to effectively tap the energy from the exhaust
of the engine while near the thermoelectric future generators can be minimized the alternators ‘sizes.
A technology of total waste heat recovery through TEGs can be coupled to a petrol engine was
researched thoroughly at Ambrose Alli University located in Nigeria. From the analysis done after the
experiment, the temperature of the surface of the pipe in the exhaust gas passing via this pipe was

around 2000C to 3000C thus there was need to have a heat exchanger that was employed to conduct heat
to thermoelectric modules from the exhaust pipes. At this system, one surface of the modules should be
in direct contact with the hot surface of the heat exchanger while the other side need to be in direct
contact with the cold part of the heat exchanger. Therefore the difference in temperature is developed
and power will be generated as well because of the seebeck effects.
An experiment was conducted Baskar et al. to help analyze and scrutinize retrofitting feasibility of the
recovery of the waste heat system in a 2 stroke petrol engine. The performance analysis illustrates that the
general efficacy of 2 stroke petrol engine is designed without or with a system of waste heat recovery was
29.2% and 29.67% respectively when the applied power was 90 W. In his publication Jadhao et al.
scrutinize the heat recovery analysis from Inter combustion engine and several ways which can be
employed to realize it. Jadhao compared several possibilities like the generation of thermo electric
piezoelectric production and thermo ionic production. From the analysis he concluded that production of
thermo electric, optimal temperature difference is enough to generate the needed power.
The same principles of TEG were implemented by Birkholz et al. to help in recovery of the heat and
helps in production of power and the recommended materials to be used here is FeSi2. Chau and Yu
suggested and implemented a system of thermo electric waste recovery through adopting converter of
Cuk and also a controllers of maximum power point tracker (MPPT) to the suggested system as a gadget
for transfer and conditioning of power. From his publication, he noted that the improvement of power
was recorded to be in a range of 7.5% to 9.4% when the TEG hottest part had temperature of 1000C to

2500C. Again, in case the TEG hottest part had a fixed temperature of 2500C, then the power
improvement was 4.8% to 17.9%
For IC engines vast energy amount is lost through exhaust gas. Other scientist like Szybizt and Conklin
researched about the fuel energy percentage which was converted to useful work was just 10.4%, they
also found that the thermal energy lost via exhaust gas was 27.7%. From the second law of
thermodynamics, the analysis of fuel is illustrated that fuel energy conversion to the brake power just
9.7% while exhaust is 8.4% as illustrated in the diagram below;
Figure 17 :Percentage of fuel energy distribution
Thus, this paper suggests and at the same time implements a system of thermoelectric waste heat recovery from the
exhaust heat to IC engine in automobile like hybrid electric cars and gasoline cars. The aim is to have a direct
conversion of heat energy to electrical energy through thermoelectric generator. As the production of electric
power of such system is capable of producing less power of about 10 W from one module of TEG, quick material

progress analysis which makes aspiring aim of producing more electric power through all means of viable
proposition.
3.4 P-N TYPE OF SEMICONDUCTORE
Conversion of heat to electric energy directly is referred to as thermoelectricity. From Joules ‘law, a conductor
having current can generate heat proportional to product of square of current (I) and resistance of the conductor
(R). Such circuit is known as thermocouple where several thermocouples which are connected in series are referred
to as thermopile.
Figure 18 : Thermionic Principle of Operation

Peltier and Jean discovered the inverse effect to the seebeck: In case a current flowing via a
thermocouple, there will be increase in temperature at one junction and also a temperature decreases at
the other junction. Thus heat will be transferred from one junction to the other. Heat transfer rate is
proportional to the current flowing while the transfer direction will be in opposite direction in case the
current is reversed.
The EMF developed due to difference in temperature across the two junstions of different conductors
that create a closed loop as illustrated in the following diagram:
Figure 19 Seebeck effect [11]

Figure 20 :Thermoelectric generator
One thermoelectric is constructed in 2 semiconductor pallet materials basically from B12Te3. One pallet is doped
using impurity of acceptor to help generate a P type pellets while the remaining one is doped with impurity of donor
to generate pallets of N type. These formed pallets are linked physically on one side, this is always done using a
stripe of copper material and put amid 2 ceramic outer plate to give structural integrity and electrical insulation.
For production of thermoelectric power semiconductor material B and A are coupled together as illustrated in figure
1. In case the difference in temperature is kept amid 2 thermoelectric sides which are T1 and T2 , there will be
generation of thermal energy which will flow via the gadget having the electrical voltage and heat is known as
seebeck voltage . When there is a connection of resistive load between the output terminals of the couple, electric
current will flow through the load and the voltage will hence be produced.

Figure 21 :P-N types semiconductors
Figure 22 Prototype of TEG
3.5 HEAT ABSORBUNT MATERIALS
The materials of thermoelectric generator ranges are given below, there are many

known materials of which some are given below;
Table 4: Showing Types of TEG
Efficient materials of thermoelectric need to have a higher electrical conductivity but
a lower thermal conductivity. The materials is chosen based on system´s power factor
melting point and figure of merit. The thermoelectric materials performance can be
illustrated as shown in the graph below;

Figure 23 :Performance of Thermoelectric Materials at various temperatures
The figure of merit Z describes material performance. It depends on the
thermoelectric material properties.
The merit of Z illustrates performance of the material. This is dependent
on the properties of thermoelectric materials.
Where ,
α=Seebeck coefficient ,
σ =electrical conductivity ,
k =thermal conductivity .

A pair of thermoelectric module have a N and a P type semiconductor has a module and legs
contains modules with number of couples that are connected in series while thermally connected
inn parallel. The parallel plates which are enclosed are of ceramic substances that are insulated
from electrical conductivity.
1) Heat source and heat sink:
• Copper materials as a heat source
• Heat source helps in radiating or producing heat.
Figure 24. Copper heat source fabricate for the present study
The thermal conductivity of copper is higher and melting point makes it easier to
weld silencer which help in transferring heat to the thermoelectric generator. Thus for
this experimental setup, the plates of copper materials at the hotter part is used. The
TEG junction are coupled to the plates of copper required to the pipe IC bend engine
conveying hot gases. The surface which acts as heat source has a dimension of 6mm
x75mm x 185mm

2) Aluminum heat sink
Figure 25: Aluminum heat sink fabricated for the present study
Aluminium type employed as a heat sink in current research is flat back. This has
several fins which are cooled using air cooled system. The temperature of the heat
sink is around 27 to 31°C. There are 25 fins of aluminium heart sink having a
dimension of 70mm x80mm x 0.5mm thick and it is illustrated in figure 28. In this
experimental setup, there are 2 heat sinks used. Aluminium sink is employed since it
has higher and easily available, it is lighter, low cost and it is perfectly attached to the
TEG.
3) BOOSTER CIRCUIT
INRODUCTION OF BOOSTER CIRCUIT

Figure 26: Joule Thief Converter (Booster circuit) used in present study
The obtained input voltage from TEG can be increased through the use of Boost
converter. The generated EMF sometimes may not be sufficient to operate the load.
There are several types of circuits of voltage booster. A transistor of NPN, 1 K
resistance and a circuit of a simple joule Thief is employed.
3.6 PREDESIGN LEARNING (LNM):
Summary and basic predesigns are listed below:
1. Tools/Methods/Theory/Application process involved:
These are tools which relates to internal combustion engine, the 4 stroke engine (petrol) in case we are
not aware of the required parts, then it will be hard to modify the changes required. The required
methods involves the way of obtaining solutions, and the obtained solution need to be free from the

problem. The solution need to have typical things which will be dealt with later. Theory is the
research required and also kept in mind as the project is being undertaken. The process of application
actually include the usage of given project undertaken as the pistons of the 4 stroke engine petrol
engine is very significant role played in the automobile.
2. SOFTWARE/SIMULATION/SKILL/MATHEMATICAL REQUIREMENT:
For designing prototype the use of software is so significant, and the probability of undertaking
this through the use of hand is not suitable in current world, therefore it is vital to learn software
in current world. To prepare such prototype a software like CAE and CAD are used for both 3D
and 2 D objects. Any of the 2 software can be employed to process the practical results in
ANSYS. To know how the process and the product would be it is advisable to do some
simulations and this will need to be conducted to obtain a good final product. Skills are
necessities required to help run the final product. Mathematical models are employed to calculate
the amount of the product sold as well as the cost of the product.
3. APLLICABLE STANDARDS AND DESIGN
SPECIFICATION/PRICIPLES AND EXPERIMENTS:
Standards are the required things which need to be done then decisions are made
before settling on one final project. Some particular materials and standard objects are
only achieved after considering the minimum allowable to help in deciding the low

cost of the project. The specifications of the design is similar and vital as designing
standard to help come up with the best results and free error standards.
While the principles key things needed and the experiment is as well vital just like
before launching product or project to the market. This should be tested so many
times to help get best feedbacks from customers.
4. COMPONENTS/MATERIAL STRENGTH/CRITERION:
Components key parts which are employed in any object design, for instant, there is no need to
use engine if the pistons won´t be used. The strength of the material is its capability to resist the
heat transfer as well as other accident factor. The materials may be expensive and it need to be
chosen with a lot of care. And the criterion is the area selected before the project launching is
done.

CHAPTER 4
DESIGN
4.1 Experimental setup:
Table 7: specification of petrol engine

For the pipe of exhaust blend of internal combustion engine specified above, a 6 mm thick plate
welded to make a thermoelectric generator junction. Two generators (thermoelectric) are
connected in series and put at the copper plate which the hottest part (operating as a hot junction
of TEG). And the cold side (aluminium heat sink) is connected as illustrated in figure below.
Amid cold and hot junction of the TEG which are fitted using bolts and nuts. A digital
thermometers are employed to continuously monitoring the hot and the cold temperatures of
TEG.
Figure27 TEG Setup Fabricated for present study

Experimentation:
When the starting the engine, the hot part of the system and the rate of heat transfer
will increases in the thermoelectric generator. The effects of seebeck will begin
producing voltage. The produced voltage will have a small value thus the voltage
booster of the Joule Thief is illustrated in the diagram below, it is employed for
voltage boosted up. IN the system 2 digital multimeter are connected constantly
check the produced and boosted voltage.
This voltage which is boosted is wired across the load then experimental tests are
conducted. One significant thing that is worth noting is that in case this system is
connected to a car when it is moving then it will move the air over the heat sinks of
aluminium developing more heat sinks for cooling. This will thus maintain difference
in temperature resulting to generation of voltage. Experimental results were read
through running the engine at several speeds which are recorded in the table below;
CHAPTER 5
RESULTS
5.2 EXPERIMENTAL RESULTS
The results were recorded after the system was run with 3 different speeds, the voltage used are
study

in unloaded conditions.

Figure 29 Shows that time is directly proportional to temperature difference.
Figure 30: Shows that temperature difference is directly proportional to voltage

.
CHAPTER 6
CONCLUSION
In summary, we have perfectly fabricated a power generator of exhaust heat recovery.
Therefore this environmental friendly production method can be executed for both
commercial and domestic use at a cost effective. The operational engine efficiency won
´t be interfered with since it is only the silencer of heat surface will be drawn out. The
key aim of this research is to help recovery of the surface heat to reduce the accident
during the experiment due to overheated silencer and also for conversion of the
recovered heat to significant electrical energy. The experimental output can be amplified
through connected many TEGs in series to ensure that voltage are added up resulting to
increased power. The generated energy in the system can be employed as a source of
power for any auxiliary gadget in the automobile which can then be stored through
battery to be used later.
1. The aim of this project is to obtain a way of recovering waste heat from the
exhaust of internal combustion engine and also fabricate a prototype tp help
serving the aims of the project.
2. Through experiment it was realized that in case 2 thermoelectric generators are

in series the produced power can either be stored through batteries or employed
in operating other auxiliary gadgets in automobiles.
3. The batteries can be employed to supplement the auxiliary loads hence
minimizing the alternator load.
4. In this project, the impact of speed of the engine on produced voltage and
difference in temperature were investigated.
5. The operation of the engine is not affected by the engine design since extracted
heat from the surface of the pipe ( bend) of the manifold exhaust that doesn´t
interfere with the engine operation.
6. In case a higher range of temperature is needed then the module of TEG should
be varied to a temperature of about 200˚C. Therefore the aforementioned system
can be perfectly executed in several engines of automobile having less
alterations.

CHAPTER 8: FUTURE SCOPE
1. For this research project we are doing the exhaust heat energy recovery, it is
anticipated that in future work it will be possible to do a heat recovery from
gear box and cylinder.
2. We can apply the generated energy in this method in the following ways:¨
(a) Charger of a mobile phone
(b) Parking Horn
(c) A piezoelectric Buzzer
(d) Light Emitting Diode
(e) Electronic Flasher
3. The generated power can further be increased through increasing the area of
TEG.
4. It is also possible to convert electrical energy to heat energy, this will make
it easier for an engine to be started easily during cold weather.
5. It is also possible produce electrical power through this technique on the
breaking system of a bike. Because there is more friction generated there
will be a lot of heat produced in the process. The produced heat can be
converted into electrical energy.