International Journal of Applied Engineering Research ISSN 0973-4562 Volume 11, Number 15 (2016) pp 8540-8546
© Research India Publications. http://www.ripublication.com
Thermoelectric Cooling System for Internal Combustion Engine Part 2:
Experimental Studies
Nikolay Anatolyevich Khripach, Denis Alekseevich Ivanov and Igor Arkadyevich Papkin
Moscow state university of Mechanical Engineering (MAMI)
B. Semyenovskaya St, 38, Moscow, 107023, Russia.
Abstract
This paper presents an algorithm for calculating parameters of
a thermoelectric system for energy recuperation in transport
vehicles. The goal of our work is development of scientific
and technical solutions in the field of electricity generation on
board the vehicle. Electrical power is generated by direct
conversion of the heat dissipated by the temperature control
system of vehicle power plants. In order to determine the
parameters of a thermoelectric cooling system, we conducted
design studies simulating physical processes inside the
thermoelectric cooling system of an internal combustion
engine. The proposed calculation algorithm covers all
components of a thermoelectric internal combustion engine
cooling system and takes into account their interaction, as
reflected in the schematic diagram of the system.
Relevance of the research problem
It should be acknowledged that the traditional ICE is not
efficient enough in converting thermal energy of combustion
into mechanical work.
The efficiency of fuel thermal energy utilization by a modern
ICE in an averaged driving cycle is about 25%. Up to 40% of
the thermal energy produced by combustion gets dissipated
into the atmosphere as EG heat and up to 30% gets discharged
through the cooling system. Mechanical and other losses
constitute about 5% of the ICE heat balance [1].
The system of thermal energy recuperation can reduce fuel
consumption by converting thermal energy into electricity and
thus reducing the load on the electric generator. An energy
recovery system, which increases the efficiency of utilization
of thermal energy produced by fuel combustion, has great
potential for development. Given the large amount of heat
losses, such system has the potential to fully cover the on
board electrical power needs of the vehicle.
Hence, development of technical solutions to improve
efficiency of automobile ICEs by means of direct conversion
of thermal energy into electricity using on board
thermoelectric generators (TEG) is a highly relevant task.
A TEG is a heat exchanger with built-in thermoelectric
modules, which are quiet, reliable and environmentally
friendly devices for generating electricity. The TEG structure
creates a temperature gradient between the hot and the cold
sides of the modules, which triggers the Seebeck effect and
generates electromotive force.
The TEG considered in this paper is installed into the ICE
cooling system instead of the standard radiator. It both cools
the engine and converts the thermal energy into electrical
energy. The hot side of a thermoelectric module is heated by
the coolant while the cold side is cooled by the air flowing
through the air heat exchanger of the TEG.
The use of a TEG in a vehicle improves fuel economy, which
proportionally reduces greenhouse gas emissions [2].
Keywords: Internal combustion engine, Cooling system, Heat
exchanger, Thermoelectric generator.
INTRODUCTION
In today's world, automobile vehicles play a significant role in
human life. Road transport is widely used in most industrial
and social spheres, but on the other hand it is a source of
environmental pollution.
Emissions of pollutants and greenhouse gases from the
internal combustion engines (ICE) with exhaust gases (EG)
into the atmosphere increase proportionally to the growth of
the vehicle fleet. Such pollution is most noticeable in
metropolitan areas, cities and industrial towns. The most
critical pollutant produced by internal combustion engines is
carbon dioxide (CO2), which accounts for 90% of all
greenhouse gases (CO2, CH4, N2O, and of H2O).
Scientists concluded that a two-fold reduction of global
greenhouse gas emissions by mid-XXI century compared with
the early 1990s would be safe. Such forecast already led to
tightening of CO2 emission limits and, given the direct
relationship between fuel consumption and CO2, there is a
need to reduce fuel consumption.
It is known that the ICE, due to its structure and
thermodynamic cycle, uses about 1/3 of the energy provided
by fuel combustion and most of this energy is dissipated as
heat through the exhaust gas and coolant.
Heat recovery systems are a solution which reduces fuel
consumption and indirectly improves efficiency of ICEs. It
can be applied in addition to direct efficiency improvements
associated with changes in the ICE structure and the operating
cycle.
Earlier studies in the field of thermoelectric energy recovery
systems
The search for new and promising solutions in the field of
thermoelectric energy recovery in ICEs stimulated scientific
interest in the subject.
There are known TEG designs for installation into the ICE
exhaust system. The heat source of such generators is the
thermal energy of the exhaust gas flowing along the hot side
of the thermoelectric modules.
Paper [3] provides an overview of automotive systems for
heat recovery using thermoelectric generators and heat pipes.
It reviews several relatively similar energy recovery solutions
by BMW, Ford, Renault and Honda, which use the EG heat.
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International Journal of Applied Engineering Research ISSN 0973-4562 Volume 11, Number 15 (2016) pp 8540-8546
© Research India Publications. http://www.ripublication.com
Paper [4] presents the results of experimental studies of the
TEG developed by GM and intended for installation in the
vehicle exhaust system. The system includes a relief valve,
placed before the TEG. It maintains the temperature of at least
250 °C in the hot part of the TEG.
The common feature of these systems is their high specific
electric capacity due to large temperature difference.
However, such designs require regulation of the maximum hot
side temperature. Overheating can damage the modules.
Another type of ICE heat recovery systems uses the heat of
the engine cooling system.
Paper [5] presents the results of experimental studies of an
automotive TEG, where a single module produces 1.38 W at
the temperature difference of 48 °C.
Paper [6] studies the influence of parameters of heat exchange
elements on the general characteristics of the TEG designed
for an automobile ICE.
There are also many works concerning methods of parameter
calculation for TEGs and thermal energy recovery systems in
general [7,8,9]. Development of universal calculation methods
allows designing different TEGs without changing the
mathematical apparatus.
Paper [10] is dedicated to development of a large TEG. It
describes optimization of its basic geometric and thermal
parameters in order to improve the efficiency and
performance of the system. Despite the fact that the heat
source is solar radiation, the calculation methods presented are
widely used.
In the development of a TEG one must take into account the
properties of thermoelectric modules, for example, the
dependency between the electric power and the module
compression force [11]. The results presented in this paper are
useful for all-round scrutiny of a TEG design, when
characteristics of the modules are a matter of choice and
thermal expansion of materials is taken into account.
The above-mentioned papers show that active research
addressing issues of thermoelectric ICE heat energy recovery
is underway.
The concept of the system includes thermoelectric
recuperation of thermal energy from EG and the ICE cooling
system by thermoelectric modules implementing the Seebeck
effect, i.e. direct conversion of heat into electricity.
METHOD
To determine the parameters of the thermoelectric energy
recovery system in this project we developed a calculation
algorithm, which involves defining the fundamental base of
the system design and step-by-step calculation of heat transfer
processes taking place inside the elements of the system.
The thermoelectric cooling system under development must
cool a standard ICE, with technical characteristics similar to
ZMZ-40524.10 engine, in all operation modes within a
vehicle and provide no less than 0.7 kW of electric power.
Figure 1 shows a schematic diagram of the thermoelectric
cooling system.
Figure 1: Schematic diagram of the thermoelectric cooling
system. 1 - ICE; 2 - electric coolant circulation pump; 3 electric oil pump with a pressure relief valve; 4 - heat
exchanger "coolant - oil"; 5 - heat exchanger "coolant - EG";
6 - solenoid heater valve; 7 - passenger compartment heater; 8
- solenoid TEG valve; 9 - thermoelectric radiator of the
cooling system; 10 - air fan of the thermoelectric radiator; 11 expansion tank; 12 - TEG control unit; 13 - electrical systems
of the ICE and the vehicle; 14 - system control unit.
Importance of the research problem and proposed solution
The external heat balance of ICE indicates that about 30% of
the heat generated by fuel combustion is dissipated through
the cooling system, and up to 40% is lost with EG.
This feature of ICEs motivates research aimed at creating
scientific and technological solutions for utilization of the
thermal energy dissipated into the atmosphere.
Many foreign and Russian research projects, aimed at
improving the fuel economy and environmental parameters of
ICE, do it by reducing the heat losses through optimization of
design of the engines and their components, modification of
the engine control algorithms, upgrading fuel injection
systems and adding thermal insulation.
Part of the thermal energy dissipated by the ICE cooling
systems of modern transport vehicles finds its use in the
passenger compartment heating and air-conditioning systems
but most of the energy still gets discharged into the
atmosphere through the cooling system.
A thermoelectric energy recovery system, designed for
vehicle ICEs, is a solution that ensures efficient use of their
thermal energy and improves the ICE fuel efficiency.
The thermoelectric cooling system for ICE 1 operates as
follows.
The electric circulation pump 2 circulates coolant through the
elements of the cooling system. After passing through the
engine cooling jacket the coolant runs through two heat
exchangers 4 and then 5. As a result, its temperature becomes
two times higher. The solenoid valve 6 regulates the flow of
the coolant through the passenger compartment heater 7 and
the valve 8 controls the coolant circulation in the large cooling
circuit, when the engine temperature reaches the operating
value. TEG 9, which has an air fan 10 for forced air flow is
located in the large cooling circuit.
The thermoelectric cooling system includes a control system
consisting of an electronic control unit 14 and actuators
controlled by a preprogrammed algorithm.
In order to determine the parameters of the thermoelectric
cooling system, we performed calculation, which determined
the temperature and flow characteristics of the heat transfer
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International Journal of Applied Engineering Research ISSN 0973-4562 Volume 11, Number 15 (2016) pp 8540-8546
© Research India Publications. http://www.ripublication.com
media, geometric parameters of TEG and its electric power
output.
The calculation is based on a method of modeling the heat
exchange processes between two heat transfer media - the
coolant and the air. It takes into account thermal resistance of
TEG elements.
The goal of the calculation is to determine the geometric
parameters of the TEG and flow rates of the heat transfer
media that would ensure the necessary heat dissipation
capacity and electrical output of the TEG.
Several assumptions were made during the calculation. For
example, we used averaged temperatures of the heat transfer
media when calculating the heat exchange processes and
neglected changes of the coolant temperature that occur in
connector pipes between elements of the cooling system. The
distribution of coolant flow between transverse TEG pipes is
considered to be uniform, and the heat flow from the coolant
is equally divided between all thermoelectric modules. Also,
the thermal resistance is determined only by the wall thickness
and heat transfer between mated parts is considered to be
ideal.
Finding the amount of thermal power dissipated through the
thermoelectric cooling system.
A conventional reciprocating ICE uses only a part of the fuel
combustion energy to do useful work. The remaining part
constitutes heat losses in the form of the thermal energy
dissipated through the engine cooling Qcool and lubrication Qoil
systems and carried away with the exhaust Qeg.
The following empirical relationship is conventionally used to
assess Qcool in computational studies of gasoline ICEs with
spark ignition and distributed fuel injection:
Qcool = qcool  GТ  HU ,
Where qcool = 0.25... 0.32 - the coefficient characterizing the
relative heat transmission into the cooling system, which
depends on the engine speed;
H - inferior calorific value of fuel combustion;
GT - fuel consumption per second.
Further, the Qcool value for the TEG calculation is taken to be
74.8 kW, which corresponds to the heat flow into the cooling
system during maximum power wide-open throttle operation.
Next, we consider the amount of coolant heating during
recuperation of thermal energy in the ICE cooling and
lubrication systems and the exhaust system.
To maintain the optimum ICE temperature the coolant
temperature at the engine inlet and outlet should not exceed
10 °C. Taking into account the average speed of the
crankshaft at the maximum power mode and the need to
create highest possible temperature difference in the TEG, we
accept the higher temperature value of 10 °C.
The available capacity of heat dissipation through the
lubrication system ranges from 1.8 to 9.7 kW, provided that
the lubrication oil cools down by an average value of 10 °C
and the ICE speed is taken into account. Thus, the coolant
temperature can rise by up to 2.9 °C.
Depending on the ICE speed the available EG heat capacity
ranges from 3.1 to 32.8 kW with exhaust gas temperature at
the heat exchanger outlet of 250 °C. From these values we can
infer that after passing through the heat exchanger the coolant
will be 0.3 to 10 °C hotter.
It is worth noting that suitable "coolant - oil" and "coolant EG" heat exchangers can be chosen from a range of stock
products by their original flow-temperature characteristics.
Given the low temperature difference between the heat
transfer media in the "coolant - oil" heat exchanger, it is
rational to take the average coolant heating values of up to 2
°C to keep the heat exchanger compact.
In the case of the "coolant - EG" heat exchanger, where the
temperature difference of the media is much higher, an 8 °C
higher coolant temperature after the heat exchanger is
acceptable.
It can be concluded from the above that the maximum
temperature difference, attainable when the passenger
compartment heater 3 is off and the solenoid valve 5 is open,
is up to 20 °C.
The procedure of calculation
The calculation begins with setting of initial values. They
include flow rates of the heat transfer media through the TEG,
which largely correspond to the parameters of the standard
ICE cooling system.
The overall size of the TEG core is set to be equivalent to the
size of the standard 3163-1301010-30 radiator, chosen as a
prototype. At this point we make a preliminary layout of the
TEG using the design principles of automotive fin-and-tube
radiators. This process determines the number of pipes for
coolant circulation and the shape of the air cooling fins. We
determine also the size and composition of the TEG
calculation cell, for which the operational parameters are
calculated.
Then, a calculation of the heat transfer processes in a TEG
calculation cell is done, which gives us the heat transfer
coefficient value. Parameters of the coolant flow pipes and air
cooling fins may be adjusted and the calculation repeated, if
necessary.
We apply the method of computational cells to calculate the
TEG, which is the key part of the thermoelectric cooling
system. Each cell represents a single TEG unit with its
characteristic elements and dimensions.
In accordance with the preliminary layout, the active inner
volume of the TEG, where all heat exchange processes occur,
was divided into nc = 308 cells, each containing 2 modules.
Figure 2 shows a diagram of a single TEG calculation cell.
Thermal calculation and setting TEG parameters
In this section we calculate heat transfer processes in the
hydraulic and air sections of the TEG and define the basic
geometrical parameters used at the subsequent stages of TEG
development.
Figure 2: Diagram of a TEG calculation cell
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© Research India Publications. http://www.ripublication.com
Heat exchange processes in the hydraulic part of the TEG
At the preliminary TEG layout definition stage we took into
account the characteristics of the thermoelectric module and
principles of designing radiators for automobile cooling
systems. The resulting TEG structure has a 660 x 438 x 60
mm sized core and consists of nm = 616 thermoelectric
modules.
The initial temperature and flow parameters are the coolant
temperature at the TEG inlet tcool1 = 108 °C, coolant
temperature at the TEG outlet tcool2 = 88 °C and the coolant
flow rate through the TEG Gcool = 1.8 kg/s.
Using the values of the flow passage area Fpass_e and wetted
perimeter Pcool of the pipe we calculate the hydraulic diameter
of the pipes according to the formula:
d cool =
Figure 3: Outward appearance and basic geometrical sizes of
the air heat exchanger fins
As in the case of the TEG's hydraulic circuit, we set the initial
parameters for calculation of the air heat exchanger: incoming
air flow velocity [nu] air = 20 m/s, air temperature at the TEG
inlet tair1 = 20 °С, air temperature at the TEG outlet tair2 = 48
°С, height of the fins Fh = 8.35 mm, fin spacing Fp = 2 mm,
fin thickness [delta]= 0.2 mm, amplitude А = 0.75 mm, wave
length L = 15 mm, width W = 30 mm, thickness of the air heat
exchanger Ld = 60 mm and the number of fins per 1 m of
length fn = 633.3.
Moreover, to determine the area of the air heat exchanger's
surface, we introduce the Lr parameter setting the actual
length of a fin, which accounts for its curved shape. In the
current heat exchanger configuration it equals 61.45 mm.
The distance between the fins is defined by this expression:
4  Fpass_e
Π cool
Then, the Reynolds and Prandtl criteria are calculated with
respect to the kinematic viscosity [nu] cool, specific heat ccool,
thermal conductivity [lambda] cool and coolant flow rate
[nu] cool:
Re f =
v f  df
νf
and
Pr f =
νf  ρf cf
λf
Depending on the coolant flow mode the Nusselt number
Nucool is found, described by the following relationship for the
laminar and turbulent flow modes:
 Pr f
Nu fl = 0,00105  23001,18  
 Prfw



b=
W  N fin  δ
N fin  1
0,25
 Pr f
Nu ft = 0,021  10000 0,8  Pr f0,43  
 Prfw
The
number
of
fins per
single
calculation cell
is
N fin = f n  W



0,25
The heat exchange surface
calculation cell is computed
and the total number of fins
total surface area of the
The coolant heat emission coefficient is determined by the
formula:
on the air side F0 in a single
with regard to the footprint area
in the heat exchanger, while the
TEG's air heat exchanger is.
FΣ = F0  nc
Nu cool  λcool
αcool =
d cool
The hydraulic diameter of the air heat exchanger dair is
defined as:
d air =
Heat exchange processes in the air part of the TEG
The TEG implements air cooling by using a finned heat
exchanger with wave-shaped fins, which lets to improve the
heat exchange rate and increases the overall heat transfer
efficiency of the TEG. Figure 3 shows the outward
appearance and basic geometry of the air heat exchanger fins.
2  b  Fh
b + Fh
The Reynolds and Prandtl criteria are calculated with respect
to the kinematic viscosity [nu] air, specific heat cair, thermal
conductivity [lambda] air and air flow rate [nu] air:
Re air =
vair  d air
ν  ρ c
and Prair = air air air
νair
λair
Calculation of heat exchange processes in the air heat
exchanger of the TEG was done with the help of the data
presented in [12], which is used to compute the j-factor for an
air heat exchanger with wave-shaped fins:
j = 0,0482  Re
0,23725
 Fp 
  
 Fh 
0,123
L 
 d 
 L
0,21835
The fins-to-air heat transfer coefficient [alpha] air is computed
basing on the obtained values and the mass air flow Gair:
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International Journal of Applied Engineering Research ISSN 0973-4562 Volume 11, Number 15 (2016) pp 8540-8546
© Research India Publications. http://www.ripublication.com
αair =
j  Gair  cair
Pr 2/3
Calculation of the TEG's hydraulic and aerodynamic drag
resistance
To calculate the aerodynamic drag resistance of the TEG we
used the methodology presented in paper [13]. The air heat
exchanger of each calculation cell is viewed as a separate heat
exchanger with wave-shaped fins, the calculation model of
which was shown in Figure 2.
The aerodynamic resistance [delta]pair of the air heat
exchanger of a calculation cell is expressed as a pressure drop
and defined by the following relationship:
air
Finding the TEG's heat transfer coefficient
The calculation of the heat transfer coefficient K represents all
TEG elements as a multi-layer wall with a preset thickness
and thermal conductivity of the wall material. The value of K
was found by successive calculation of five thermal
resistances Rti of each wall:
5
RtΣ =  Rti =
i=1
1
αcool
+
δst δoil α p
1
+
+ +
λst λoil λ p αair
Δpair =


,
Then, the heat transfer coefficient K was calculated:
K=

 ρairavg   S ρair 
ρair 
Gair2 
1 + Kc  σ 2 + 2  
 1 +  f  0  in   1  σ 2  K e  in 
 ρair
  A0 ρair 
2  ρair 
ρair 
avg 
avg 
out 
 out  
1
RtΣ
where



K c = 0,42  1  σ 2 and

Ke = 1 σ 2
coefficients characterizing the pressure
contraction and expansion of the air flow;
σ = A ff / A fr
Determining the TEG's electric power output
The calculated value of the heat transfer coefficient K and the
preset average media temperature values tcool = 98 °C and tair =
34 °C, allow determining the heat flow rate qt through a single
calculation cell:

drop
 are
2
due
to
- the ratio of the flow passage area to the
frontal area of the air heat exchanger, which characterizes the
filling density of the air heat exchanger;
[rho] air_in, [rho] air_out and [rho] air_avg - air density at the heat
exchanger inlet and outlet and the average air density,
respectively.
f - friction coefficient;
qt = tcool  t air   K
After that, the following relationships allow us to calculate
temperature changes in the walls of the calculation cell
elements, presented in Figure 4:
S0 = 2  Afin  N fin + Abase  - heat exchange surface of the
air heat exchanger per one calculation cell;
t w1 = t cool  qt  Rt1


A0 = 2  F W  N fin  Fh  δ  W  F  Fh 
t12 = t w1  qt  Rt 2
- flow
passage area of the heat exchanger per one calculation cell.
In order to calculate the coefficient of friction we used the
results of the research presented in [12], where f is defined by
the dependency:
t 23 = t12  qt  Rt 3
t w2 = t 23  qt  Rt 4
f = 0,4006  Re
0,28666
 Fp 
  
 Fh 
0,09879
L 
 d 
 L
0,072543
We used the Weisbach dependency to calculate the hydraulic
resistance of the TEG. It determines the pressure loss [delta]p
caused by local resistances [zeta] during motion of an
incompressible fluid with density [rho] cool and speed [nu] cool.
2
ρcool  vcool
Δp = ζ 
2
To determine the [delta]p, the hydraulic part of the TEG is
represented in the form of 8 consecutive hydraulic resistances,
each of which stands for local resistance. Figure 5 shows the
scheme of local resistances in the hydraulic part of the TEG.
Reference values of local resistance in expansion of the flow
([zeta]1, [zeta]4, [zeta]7) equal to 1, in constriction of the flow
([zeta]2, [zeta]5, [zeta]8) equal to 0.5, in motion in a
rectangular pipe ([zeta]3, [zeta]6) equal to 0.037 [14].
Taking into account that some resistances are equal, we
determine the total hydraulic resistance [delta]p[sigma]
according to the following expression:
Figure 4: Temperature changes in a calculation cell
The resulting values of temperatures at the hot t1-2 and cold t2-3
sides of the module enable us to determine the TEG's
electrical power.
The TEG design under consideration uses thermoelectric
modules with electrical power Ne0 = 4.1 W at the temperature
difference [delta]t = 100 °C. Given this parameter, the electric
power of the TEG Ne is calculated using the formula:
Δp Σ =
N
N е = noil  t1-2  t 23   e 0
Δt
8544
ρcool
 v1  ζ 1 + ζ 8 + 2v2  ζ 2 + ζ 3 + ζ 4 
2
International Journal of Applied Engineering Research ISSN 0973-4562 Volume 11, Number 15 (2016) pp 8540-8546
© Research India Publications. http://www.ripublication.com
exchanger of the TEG are made of aluminum,
W/(m2·K)
Heat exchange surface of the air side of the TEG, 14.2
m2
Electrical power output of the TEG Ne, W
709.1
CONCLUSION
The presented line of research poses sufficient scientific
novelty and reflects the current and future trends in the field
of ICE efficiency improvement by means of thermal energy
recuperation in a thermoelectric ICE cooling system.
The development of theoretical and applied solutions in the
field of thermoelectric conversion of available ICE thermal
energy will allow creating a compact source of electric power
with capacity of at least 700 W, on board the vehicle, which
replaces the standard ICE cooling radiator. A robust TEG
design, capable of operating in a wide range of engine speeds,
makes it possible to replace the traditional crankshaft-driven
electric generator.
Figure 5: Hydraulic scheme of the TEG
ACKNOWLEDGMENTS
This paper was prepared under grant agreement No.
14.577.21.0184 dated October 27, 2015 with financial support
from the Ministry of Science and Education of the Russian
Federation. Unique identifier of applied research:
RFMEFI57715X0184.
RESULTS AND DISCUSSION
The use of the developed TEG in a vehicle can increase its
fuel efficiency by recovering exhaust heat and thermal energy
dissipated through the lubrication and cooling systems. This
concept of a thermoelectric cooling system offers recovery of
up to 55% of the exhaust gas heat.
The calculated TEG structure has overall dimensions
comparable to those of the reference radiator, so that the TEG
can be installed on board the vehicle replacing the standard
radiator.
In this paper we present the results obtained without
optimization of the geometric parameters and flowtemperature parameters of the heat transfer media.
It is advisable to carry out multi-parameter optimization of
individual TEG components first of all when developing
complex multi-parameter systems, such as a thermoelectric
cooling system. Optimization at the detail design stage is
necessary, because it involves calculation of complex TEG
parameters affecting the target functionality, such as the
maximum electric power output of the TEG.
The multi-parameter optimization will be conducted at the
next stage of development, associated with detail design.
The calculation results will be verified during experimental
studies of the TEG, in the course of which we shall determine
the actual performance figures of the thermoelectric ICE
cooling system. The experimental data obtained will be used
to adjust the calculation dependencies by adding empirical
coefficients.
Table 1 shows some of the calculated TEG parameters.
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[2]
[3]
[4]
Table 1: Shows some of the calculated TEG parameters.
[5]
Parameter
Overall dimensions of the TEG core, mm
Value
660 х
438 х 60
Heat dissipation capacity Q[sigma], kW
150.4
Heat transfer coefficient K, if the pipes and air heat 188
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