Mechanical Systems Design II - Executive Summary | ME 426, Exams of Mechanical Engineering

Download Mechanical Systems Design II - Executive Summary | ME 426 and more Exams Mechanical Engineering in PDF only on Docsity! PBJ Xaustors Exhaust Waste Heat Recovery ME 426, Fall 2003 Team: Robert Wiegers, James Stewart, Peter Jorg Mentor: Jeremy Boles Client: Frank Albrecht PBJ Xaustors – Final Report Executive Summary Government regulations stemming from environmental concerns and worldwide oil consumption are forcing the automotive industry to make improvements in tailpipe emissions and vehicle fuel economy. In a typical vehicle, the exhaust gas contains one of the largest portions of wasted energy, approximately 34% of available energy from the fuel. As a result, we have constructed a thermoelectric generator to capture this waste heat energy in the exhaust and turn it into useful electric energy. With the thermoelectric generator mounted between the exhaust stream and the cooling channel, the generator we have built is projected to have a power output in the range of 70 to 90 watts depending on driving conditions. However, system testing requires implementation of the customized DC-DC converter currently in development. The generator is designed to be passive system, fully integrated into the Future Truck exhaust stream, with no customer action required to operate. We have performed detailed experiments on the generator and our testing results lead us to recommend that additional funds be spent on an expanded implementation of the thermoelectric generator in order to achieve results that will positively impact the Future Truck performance at competition. We have accomplished our objective of capturing the exhaust waste heat and turning it into useful electrical power. The long term action should be to wait until second generation thermoelectric chips are available at a reasonable cost and then continue the construction of another generator with the new chips. Until then we recommend that the thermoelectric generator be installed into the Future Truck to showcase the talents and engineering abilities of the University of Idaho mechanical engineering students. i PBJ Xaustors – Final Report 1.0 – Background Environmental concerns and worldwide oil consumption are creating government regulations that are forcing the automotive industry to make improvements in tailpipe emissions and vehicle fuel economy. In contrast, consumers’ expectations in vehicle performance and capabilities are driving the energy consumption rate to ever-increasing levels. Automotive Original Equipment Manufacturers (OEMs) are now planning to incorporate telematics, collision avoidance systems, vehicle stability controls, navigation, steer-by-wire, electronic braking, additional powertrain/ body controllers, sensors and other electronic subsystems into the vehicle. Current electrical systems for mid- and large-sized vehicles currently have average electrical power loads of 0.8 to 1.5 kW and peak power loads of approximately 2 kW. In five years, the average power load is projected to be 3 to 5 kW with peak power loads of over 7 kW. Future automobiles, therefore, must either generate more power or utilize power management schemes to support safety features and accessory electronics while reducing fuel consumption and emissions. One way of accomplishing this energy recovery in vehicles would be to incorporate thermoelectric devices into the exhaust system. In a typical vehicle, the exhaust gas contains one of the largest portions of wasted energy, approximately 34% of available energy from the fuel. When the thermoelectric generator is mounted between a heat source and a cooling channel, electrical power on the order of several watts to several kilowatts can be produced depending on the design and thermoelectric materials used in the system. To date, thermoelectric power generators have been primarily used in space and military applications. Overall efficiency of 5% has made these devices somewhat impractical and expensive for automotive mass-production application. Porsche, General Motors, Nissan, and others have previously investigated thermoelectric power generation, and have concluded similarly. Recent developments by HI-Z Technology, PACCAR Technical Center, and others, however, have changed the landscape, enabling new applications to be considered. Continued research in development of efficient thermoelectric materials is very important if thermoelectric is to be applied in the automotive industry. An efficient thermoelectric device will make significant impact on the automobile industry. Converting what would otherwise be wasted heat energy to electrical power will make vehicles more efficient, thereby reducing dependence on foreign oil. Sponsored by the Ford Motor Company and US Department of Energy, the annual Future Truck competition embodies the goals of increased fuel economy, reduced dependence on foreign oil, and drastic reductions in overall vehicle emissions in the light truck and SUV market. Future Truck competition is a forum for innovation and experimentation, wherein student teams take design risks outside the realm of practicality for large scale vehicle manufacturers. Therefore, thermoelectric waste heat recovery is clearly in line with the spirit of the competition. 1 PBJ Xaustors – Final Report 2.0 – Problem Definition Approximately 34% of the energy consumed by a typical internal combustion engine exits the exhaust system as waste. If a fraction of this energy could be captured for constructive use, the overall efficiency of the vehicle could be improved. As vehicle efficiency is one of the primary goals of the Future Truck competition, our challenge is to design and implement a system that will use the exhaust waste heat and create a useful form of energy that the Future Truck can use. 2.1 – Objectives  Power generation will be as great as is feasible o Opportunities for testing limited by lack of access to appropriate thermal sources and current unavailability of load matching circuit; projected output for current hardware is between 70 and 90 watts  Off-the-shelf components and preexisting scientific knowledge will be utilized wherever possible o Thermoelectrics purchased from Thermonamic Electronics Co., Ltd. of Xiamen, Fujian Province, PRC; exhaust bypass valves purchased from Quick Time Performance; exhaust supplies from JC Whitney and Burneel  Compatibility and integration with other Future Truck subsystems will be realized o Controls and load matching will be consolidated onto one independent board; exhaust piping is routed along passenger side of vehicle and does not interfere with hybrid or 4WD systems  Gross vehicle weight will be minimally impacted o Current hardware weight is 44 lbf 2.2 – Constraints  Ground clearance and crush zone competition requirements will not be violated o Installed system will remain above the bottom plane of and within the vehicle frame rails  Effectiveness of catalytic converter will not be adversely impacted o Consolidated 3-way catalytic converter will be located upstream of system, with no additional converters downstream, thus thermal alterations to the exhaust flow caused by the system will have no adverse effects  Overall vehicle score will be positively impacted (i.e. fuel economy points exceed weight penalty) o Impact to competition points in static events is indeterminate, as it is largely subjective; assessment of impact to dynamic event score will require further, integrated vehicle testing  Total added weight of the system will not exceed 50 pounds o Estimated additional weight, as distinct from total weight, is 33 lbf  Expenditures will not exceed $2,032 (phase one budget implementation approval) o Expenditures to date stand at $1,655.49; costs for load match circuits are yet to be realized and are estimated at approximately $250 2 PBJ Xaustors – Final Report 3.0 – Concept Development 3.1 – Introduction Work on concept development paralleled the formulation of project goals. The original mandate of the project was to recovery energy from the exhaust flow of the vehicle that would have otherwise been wasted in an effort to improve overall vehicle efficiency. Thus the original concept development was broader than the final goal statement would suggest, including as it did ideas for heat driven cooling systems in addition to power generation schemes. The methodology of concept development centered around brainstorming with regard to the nature of the energy available and the possible means of utilizing it, followed by largely internet based research to determine the degree to which such concepts had already been developed as well as the commercial availability of necessary subsystems or components. Given the project scope and resources, the challenge was not to develop a unique process or technology but to select an appropriate technology and tailor it to the system constraints. 3.2 – Absorption Cooling As the exhaust energy recovery was not originally limited to electrical power generation, a number of cooling schemes were investigated as a means of replacing the vehicle’s current air conditioning system, which constitutes a significant power draw. The ammonia absorption refrigeration cycle was considered as inspired by the propane-powered refrigerator. Rather than burning fuel to drive dissolved ammonia (other chemicals such as lithium bromide would also be potential options) out of the water stream, waste heat from the combustion of fuel in the vehicle’s engine would instead be employed, as is shown in figure 1. Figure 1. Schematic representation of automotive absorption cooler. 3 PBJ Xaustors – Final Report 3.5 – Exhaust Flow Turbo The concept of using a modified turbo charger is relatively simple in nature. Standard turbo chargers use the flow of the exhaust gas through the pipes to turn a turbine that drives a compressor through which the incoming air to the engine first passes. In a power generation scheme, the turbine would drive a generator rather than a compressor. Thus, the flow of the exhaust gases would be used in a direct, mechanical method to generate electricity. This electricity could then be fed back into the 12V battery system. Figure 4. Off-the-shelf components for an exhaust turbo-compressor. While the implementation of such a system appears to be relatively straightforward, with a strong potential for the employment of preexisting components, it would require a relatively large pressure differential to be effective. This exhaust backpressure on the engine would certainly require modifications to the tuning of the engine at minimum, and it presents a potential for engine performance degradation. As this represents a serious concern with regard to systems compatibility, the exhaust flow turbo concept has been discarded. 3.6 – Thermophotovoltaic Power Generation While typical photovoltaic cells enable the generation of electricity from visible light, it is possible to devise and construct PV cells that instead operate in the infrared spectrum. This is the basic operating principle behind thermophotovoltaic power generation. A high temperature heat source is used to excite an emitter, usually a specialized ceramic, to produce infrared radiation of the desired wavelength for peak thermophotovoltaic efficiency. The emitter is surrounded by TPV chips, or the chips are surrounded by the emitter, and power is generated in much the same way as solar power plant. The primary difference is that the source is only inches away rather than millions of miles, resulting in a much higher energy flux. A team at Western Washington University has conducted extensive work on TPV implementation in vehicles. Theoretical and optimization work is being pursued in both Germany and Russia. 6 PBJ Xaustors – Final Report Figure 5. Artist rendering and cut-away of a proposed thermophotovoltaic generator. This technology is attractive. However, there are a number of challenges to implementation in this project. The first issue is one of availability. While research is on-going, commercial application has not yet developed, thus acquiring the TPV cells might prove to be impractical or prohibitively expensive. The second issue is more fundamental. Just as a typical PV cell will not produce a flow of electrons no matter how much red light is applied, so too will the TPV cells not function if the spectral band is not correct. Vehicle testing has proven that exhaust system temperatures under normal operating conditions are well below the required excitation temperatures. For these reasons the thermophotovoltaic power generation concept has been dropped. 3.7 – Thermoelectric Power Generation Also referred to as thermionic devices, the function of thermoelectric devices is similar to the behavior of thermocouples, with the dissimilar metals replaced by the P and N zones of an array of semiconductors. A temperature differential across the junctions of a thermoelectric device induces a voltage potential. Early commercial interest in thermoelectrics was focused on solid- state cooling applications. When current is passed through a thermoelectric device, one side becomes hot and the other cold. Power generation is achieved by instead providing the temperature differential and allowing the current to flow into a circuit. For their gross power output, thermoelectric generators tend to develop relatively high amperage and low voltage in comparison with more typical generation methods. The performance of the devices is strongly impacted by the temperature differential maintained across the device, with total power output roughly exponentially proportional to power output. For a given temperature differential, higher efficiencies will be achieved with a lower cold side temperature. Also of concern is the maximum sustainable operating temperature of the devices, as thermal degradation becomes problematic for currently available devices at temperatures in 7 PBJ Xaustors – Final Report excess of 500 ºF. Efficiency of the power output of the devices is also affected by the electrical load against which they are working in the circuit. The optimal load is a function of material properties of the device and the temperature differential. Figure 6. Typical thermoelectric power module. In an exhaust waste heat recovery system, an array thermoelectric devices would be fixed to the exterior of the exhaust piping, with some manner of heat sink implemented on the cold side to maintain as large a temperature differential as possible. The electric power thus generated would then be fed back into the vehicle’s electrical systems to relieve the demand on the alternator or to supplement hybrid energy storage systems. 3.8 – Summary of Decision Thermoelectric power generation was ultimately selected due to its simplicity and very low maintenance requirements (solid state, no moving parts), close match to the thermal conditions inherent to the exhaust, commercial availability, and relatively small weight and volume. All of the other options, as noted, either did not match up with the expected thermal conditions, were too large or heavy, or otherwise conflicted with project constraints. 4.0 – Product Description 4.1 – Introduction Figure 7 below shows the basic structure of the project as it interfaces with the Future Truck vehicle from an energy flow perspective. Overall vehicle performance is affected in that electrical power from the thermoelectrics to the 12 volt battery reduces alternator load, which is a component of the peripheral systems power flow. By reducing this load, the overall power draw on the engine is reduced for a given level of performance and hence fuel economy is improved. The decision was made to power the vehicle battery rather than the hybrid ultra-capacitor bank primarily because the voltage on the capacitor bank is time varying with application of electric assist. The achievable output voltage of the thermoelectrics matched much more closely with the battery than the capacitor bank. 8 PBJ Xaustors – Final Report When the thermoelectric modules were purchased, the manufacturer offered the possibility of building heat sinks to match. With the mindset of using off-the-shelf technology when available, two of these heat sinks were purchased sight unseen. These heat sinks suffered from an overly thick base plate and an extremely high fin density that all but inhibited any axial air flow. For these reasons a custom heat sink was fabricated, using a thinner aluminum base plate and a much lower fin density. Copper was selected for the fin material due to its superior thermal conductivity. The fins were attached to the base plate using a mild press fit and metal bonder, and thermal contact resistance was reduced by use of thermal grease. 4.4 – Thermal Bypass Provisions for some means of thermal isolation from the exhaust stream were recognized as an important aspect of a survivable system early in the design. As the thermoelectric modules experience thermal degradation with prolonged exposure to temperatures very much in excess of 500 ºF, or intermittent exposure to temperatures in excess of 620 ºF, the exhaust system of the vehicle represents a dangerous environment, with the potential for all or most of the modules to be damaged or destroyed during high engine load conditions such as accelerating a loaded vehicle from a stop. A number of solutions were examined, with a bypass solution finally being selected. Air injection was considered, but the prospect of injecting enough ambient air into the exhaust flow to cool it from as high as 1100 or 1200 ºF down to around 500 ºF appeared prohibitive. A scheme for a mechanical separation of the modules from the generator section was also considered, but problems of properly reseating the modules would likely have required a separate mechanism for each chip, thus requiring a complete redesign of the heat sink. Also, problems of debris intrusion onto the module surface or thermal warping of the generator section would have proved problematic, as such occurrences could easily cause mechanical failure of the modules when a compressive load was reapplied. A bypass arrangement allows the exhaust flow to be directed away from the generator section as thermal conditions dictate. Initially, the generator section will be open and the bypass closed, a threshold temperature will cause the bypass section to open, and finally a critical temperature will cause the generator to close. After significant research into commercially available hardware, electromechanical exhaust cut-out valves from Quick Time Performance were selected for their robust design and quality construction. During testing, a LabView control scheme that could interface with the Compact Fieldpoint systems on the Future Truck was developed to drive valve actuation based on thermocouple readings. However, recent work on the load matching circuit indicates the valve control will be integrated with this custom board. 4.5 – Load Matching Circuit Thermoelectric devices are very sensitive to the electrical load they are subjected to in terms of optimal power generation. A match (or matched) load condition occurs when the effective electrical resistance each module “sees” is equal to that of its own internal resistance. Early research indicated that the best approach to such a circuit would be a DC-DC converter, and it was thought that given the immense array of electronic equipment available that an appropriate device could be purchased directly. Extended research into the possibility of purchasing the 11 PBJ Xaustors – Final Report desired hardware was unsuccessful, with no preexisting hardware capable of the necessary function found. All was not lost, however, as recent work with electrical engineering students Jeremy Forbes and Erik Cegnar is moving towards an in-house solution to the problem. Both Mr. Forbes and Mr. Cegnar are experienced practitioners of the electrical arts, with extensive experience with the hybrid systems of the Future Truck vehicle. In return for their assistance, we will be working on mechanical installation issues pursuant to electric hybrid systems. The load matching circuit will consist of a buck-boost converter, as system voltage is expected to both fall short of and exceed the nominal battery charge of 12 volts, and load matching is desired at a maximum range of operating conditions. A programmable microcontroller will be used to take thermocouple inputs and drive a pulse width modulation circuit that will serve as a switching regulator and control the performance of the DC-DC converter. The circuit components are currently in an early stage of prototyping and material lists are being compiled. Each bank of four thermoelectric modules in series will require a load matching circuit. There is some loss of precise load matching on a module by module basis in this arrangement, as each of the four modules will be at slightly different conditions. This is mitigated, however, by the facts that implementing a load matching circuit for each module would be almost four times as costly; instrumenting each module with thermocouples is impractical; and the conversion efficiency of a DC-DC converter to boost from a single module voltage to the desired 12 volt range would be much lower. 4.6 – Generator Section and Assembly The piping work and custom generator section, as they are currently fabricated, required a large amount of welding, cutting, grinding, and other labor intensive activities to complete. The drawing package, including rough fabrication and assembly instructions, can be found in Appendix A. Overall, the craftsmanship and attention to detail are of a high quality, and the product is both sturdy and safe to handle. Interior weld interfaces, where accessible, have been ground relatively smooth and likewise the transition sections are of a tapered rather than abrupt nature in order to reduce the sources of head loss inherent to the structure of the system. Despite efforts taken during fabrication to restrict the possibility of warping during welding, some warping of the base plate, to which the thermoelectric modules mate up, did occur. Judicious use of an acetylene torch and c-clamps was largely able to correct the problem, as it was primarily localized in one corner of the plate, however, it is evident that this fabrication challenge would be extremely difficult to mitigate with current techniques. If the design were to go into a mass production mode, the generator section would likely be assembled using extruded parts, thus greatly reducing the time and complication of excessive welding. The final product presented, see figure 9 below, is the sum total result of a number of previous prototyping operations and as such itself presents opportunities for a number of further improvements. There are currently plans to significantly reduce the weight of the heat sink to enable the addition of a second generator subassembly without excessive impact to system weight. Additionally, while the assembly fits lengthwise in its install location, the clearances are 12 PBJ Xaustors – Final Report less than optimal for installation troubleshooting. A set of relatively simple modifications will allow for a length reduction of an estimated 10 inches. Figure 9. Photo of assembled prototype. 4.7 – The User, Society, and the Environment Once installed with the operation of controls verified, the thermoelectric generator should have very little direct impact on the user, as no user input and only very minimal maintenance will be required. For the typical user it will be yet another unseen automotive component. For society the impact will be improved fuel economy and perhaps a heightened awareness of vehicle efficiency issues. Impact to the environment will come by way of reduced emissions per unit of vehicle performance. With the exception of the thermoelectric modules, the materials of the system are not unique and should not result in any increased disposal problems. If mass production is achieved, it is possible that the semiconductor materials in the thermoelectric modules could require special disposal attention, but a recycling program seems possible as well. 13 PBJ Xaustors – Final Report 6.0 – Economic Analysis 6.1 – Expenditures to Date Table 2 reflects a summary of expenditures to date. In general, the actual budget corresponds relatively closely to the originally proposed itemized budget. A number of items exceeded their estimated costs, however, a number of items were not actually implemented. Of primary importance is the fact that the load matching, DC-DC converters are not included above. Their recently projected cost of around $250 will bring the expenses more closely in line with the budgeted amount. Testing Electronics $10.57 Airscoop Testing $10.99 Thermocouple Wire $112.00 Thermoelectrics and Heat Sinks $880.00 Heat Sink Fins $84.00 Thermal Grease and RTV $26.97 Airscoop Subassembly $138.47 Exhaust Valves $330.00 Exhaust Materials $41.49 Total: $1,634.49 Budgeted: $2,032.00 Remaining: $397.51 Table 2. Condensed itemized expenditures. 6.2 – Labor Estimates Table 3, below, is a slightly modified version of the labor estimate table found in the previous project report. While no concerted effort was made to log and track project time, resulting in very approximate times, the estimate seems fairly reasonable in retrospect. One difficulty of parsing project time into distinct activities is that it was a common occurrence for work to spill across category delineations. In the end, the most instructive aspect of the labor estimation is the fact that it is probably low and is billed at only twenty dollars an hour, yet it still amounts to approximately four and a half times as much as the cost of the hardware purchased. At a more realistic hourly cost, it is clear that for projects of this scale labor costs in the real world will far exceed materials costs. 16 PBJ Xaustors – Final Report Labor Break Down Tasking Break Down Concept Design Team Members 3 Hours 100 Team Mentor 1 Cost $2,000 Min. Hrs/Week Member 6 Detail Design Min. Hrs/Week Mentor 3 Hours 120 Cost $2,400 Number of Weeks 21 Fab. & Assembly Min. Total Man Hours 441 Hours 120 Cost $2,400 Billed at $20/Hr $8,820 Testing Hours 100 Cost $2,000 Table 3. Estimated total labor and tasking breakdown. 6.3 – Production Costs Table 4 presents realized costs for the proposed expanded implementation scheme as compared to an estimation of costs in mass production at a major auto manufacturer. The listed costs for our project exclude costs of materials used in the prototyping process but not actually implemented in the final product and include the cost of an added generator set and load matching circuits. Prototype Mass Production Labor $0.00 Labor & Automation $280.00 Pipe Fab $50.00 Pipe Fab $5.00 Heat Sinks x2 $120.00 Heat Sinks x2 $40.00 Air Cooling $150.00 Air Cooling $30.00 Load Match Circuit x4 $480.00 Load Match Circuit x4 $48.00 Bypass Valves x2 $330.00 Bypass Valves x2 $99.00 Thermoelectrics x16 $1,280.00 Thermoelectrics x16 $128.00 Total Cost $2,410.00 Total Cost $630.00 Estimated Output (W) 157.5 Estimated Output (W) 662.4 Table 4. System cost comparison: senior design vs. mass production. 17 PBJ Xaustors – Final Report Mass production costs are very rough estimates of economies of scale cost reductions. The highest degree of cost reductions are expected to be realized for the thermoelectric modules and the load matching circuits, both of which are currently specialty, small batch items that could benefit immensely by larger production runs. Other materials and hardware items will benefit from the preexisting supply relationships and in-house capabilities of an automobile manufacturer. The power output listed for the senior design project is based on two banks of thermoelectrics and DC-DC converter efficiency of 88%. The power output of the mass production estimate is based on the implementation of the next generation of thermoelectric modules, which are projected to have thermal efficiencies in excess of four times as great as current modules. In addition, the conversion efficiency of the DC-DC converter is projected to be slightly higher. 6.4 – Case for Implementation It is obvious that from the analysis presented in table 5 below that the product in its current state does not warrant implementation from an economic perspective, however, it should be remembered that the primary motivating forces behind the project were to provide an added feature of interest to the Future Truck vehicle for the purpose of the competition and to provide concept validation to encourage further development. Sample Operating Life System Savings Years 10 Prototype Days/year 300 Gallons of Gas Saved 112.2 Hours/day 2 Dollar Value @ $1.70/gal $190.66 Seconds/hour 3600 Mass Production Thermoelectric Performance Gallons of Gas Saved 471.7 Dollar Value @ $2.20/gal $1,037.73 Prototype Power Output (W) 157.5 Return on Capital Fuel Energy Saved (J) 3.402E+09 Prototype Mass Production Fuel Savings/System Cost 7.91% Power Output (W) 662.4 Fuel Energy Saved (J) 1.431E+10 Mass Production Fuel Savings/System Cost 164.72% Fuel Energy Analysis Energy Content (J/gal) 1.213E+08 Electrical Conversion 25% Effective Energy (J/gal) 3.033E+07 Table 5. Projected return on investment for prototype vs. mass production. 18 PBJ Xaustors – Final Report Appendix A – Drawing Package The drawing package was created using SolidWorks software. It includes as-built drawings for all of the major, in-house fabricated components used on the final product and also contains rough, step-by-step assembly and fabrication instructions for operations not directly discernable from the drawings themselves. Dwg. No. Description A1 Heat Sink Base A2 Heat Sink Fin A3 Heat Sink Assembly B1 Box Duct B2 Generator Subassembly C1 Pipe Wye C2 Generator Section C3 Bypass Pipe C4 Total Assembly 21 22 Iv z ASWO ANIS IVSH SOUL md sd OLSNX [dd fe: laa ige0? 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Current output (amps) vs. temperature differential (ºC) for the TEP-0.6 and TEP-0.8 thermoelectric power modules. 0 50 100 150 200 0.8 1 1.2 1.4 1.6 1.8 Ri0.6 Tcold Th j     Ri0.8 Tcold Th j     Th j Tcold Figure B4. Internal resistance (ohms) vs. temperature differential (ºC) for the TEP-0.6 and TEP-0.8 thermoelectric power modules. 36 PBJ Xaustors – Final Report Appendix C – Impact of Additional Weight Model This appendix presents the first generation modeling used to estimate the relative importance of the weight the thermoelectric generator system will add to the vehicle. It can be seen that added system weight does impact engine load by an appreciable amount in comparison to system power output, but that this additional load should be well below the system output, resulting in a net gain. The accuracy of this model should not be overestimated, as the parameters are of a somewhat general nature. 37 PBJ Xaustors – Final Report added engine load at 20 mphP 8.417WP P2 P1 P2 1.734kW P1 1.725kW P2 Vcruise Cr Weight2 cos   Weight2 sin   1 2  air Cd Af Vcruise  2           P1 Vcruise Cr Weight1 cos   Weight1 sin   1 2  air Cd Af Vcruise  2           Vcruise 20 mph  0 Effect of Added Weight at Various Vehicle Speeds on Level Terrain rolling friction coefficientCr 0.006 coefficient of dragCd 0.446 Note: these parameters are estimated based on previous FT modeling efforts density of air air 1.2 kg m 3  vehicle frontal areaAf 2.969m 2  weight including thermoelectricsWeight2 Weight1 massTE g baseline weightWeight1 mass g acceleration of gravityg 9.807 m s 2  additional thermoelectric generator massmassTE 16 kg baseline vehicle massmass 2200kg Model Parameters Additional Weight -- Impacts to Engine Load added engine load at 80 mphP 33.669WP P2 P1 P2 41.005kW P1 40.971kW P2 Vcruise Cr Weight2 cos   Weight2 sin   1 2  air Cd Af Vcruise  2           P1 Vcruise Cr Weight1 cos   Weight1 sin   1 2  air Cd Af Vcruise  2           Vcruise 80 mph added engine load at 60 mphP 25.252WP P2 P1 P2 18.829kW P1 18.804kW P2 Vcruise Cr Weight2 cos   Weight2 sin   1 2  air Cd Af Vcruise  2           P1 Vcruise Cr Weight1 cos   Weight1 sin   1 2  air Cd Af Vcruise  2           Vcruise 60 mph added engine load at 40 mphP 16.834WP P2 P1 P2 6.874kW P1 6.857kW P2 Vcruise Cr Weight2 cos   Weight2 sin   1 2  air Cd Af Vcruise  2           P1 Vcruise Cr Weight1 cos   Weight1 sin   1 2  air Cd Af Vcruise  2           Vcruise 40 mph 38 41 SISATWNV 1954449 ONY JOOW JHNTIV4 NSIS Id UOlEIo) JEY] UI Puno] si yea] I UBL Woy Wals aayeA WWA]S @AalEA JO pula Jano] joujuod Ayenk uonnaduios ye au puncue yoy syab 40 deo oy ajqissod:e| og i I JO SIBLE payenbsip:e aheyeaq ic) duay way Jopauabi ayy PUELS Jsaq UO] PUN QUE Ol L luoieiado Ayia J JESU aAo ainpes) — eneyxa ayy) gL lz op Busey cz) 4 Pingo sdiyo:z| sks pouuoa:z| ayn oO] :4 jeubis| Buipuodsai e anaaal| jou si ssediq jou saop ynauia JO}Eauas) BY] Jey] Jasn ayy WUOyU! 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Initially the computer needs to be turned on and Labview 4.0 software began running 2. The program needs to be opened and the sampling time inputted along with inputting the resistance that is being tested 3. The Peltier generator section must be places on top of the heat distribution plate that is set on top of the hot plate and clamped down 4. The hot plate needs to be turned on next along with the fan to blow ambient air through the heat sink 5. The Labview program has to be started up to begin recording data 6. The system has to stay like this until the hotplate reaches steady state 7. Once steady state is reached the hotplate is turned off and the Labview program is stopped 8. Once the heat distribution plate gets back to ambient temperature the resistor can be removed and the experiment can be reran with a different load Figure D1. Front panel of Labview program written for data collection. 46 PBJ Xaustors – Final Report Figure D2. Wiring diagram of Labview program written for data collection. Figure D3. Bench test apparatus setup. The above picture is of the setup constructed by PBJ Xaustors. The hotplate on the bottom can be seen and is the hot source for the chips. The fan on the back is the airflow source through the heat sink power off 12V DC. The ducting on the top is to keep the blown air flowing across the heat sink fins and allowing for the greatest cooling. 47 PBJ Xaustors – Final Report Figure D4. Field Point hardware used for data acquisition. Above is a picture of the Field Point modules that were used to acquire the data. The far left module is the control that exports the data via a CAT 5 crossover cable. The middle module has 8 thermocouple acquisition points, and the far right box has 8 voltage measurement points. Figure D5. Thermal mapping of Future Truck exhaust during a city drive loop. Future Truck Drive Test 1, Part 2 0 100 200 300 400 500 600 700 0 50 100 150 200 250 300 350 400 450 Sampling Iteration (1/5 sec) P ip e T e m p e ra tu re ( ºF ) Before Red Cat After Red Cat Start of Split Mid Split End of Split Before Ox Cat After Ox Cat Before Muffler Air Off Mid Split 48 PBJ Xaustors – Final Report James T. Stewart 1120 ½ S. Hayes, Moscow, ID 83843 email:stew5185@uidaho.edu (208) 882-7453 PROFESSIONAL OBJECTIVE: Research and Development Mechanical Engineer with Raytheon Service Company EDUCATION: · Bachelors of Science in Mechanical Engineering, University of Idaho-Moscow 2003 · Naval Science Minor, University of Idaho-Moscow 2003 · Navy Nuclear Power School Orlando, Florida 1996. Courses of studies included Mechanical, Electrical, Metallurgical, Chemical, and Nuclear Engineering · Navy Nuclear Machinists Mate “A” School Orlando, Florida 1995. Courses of studies included Mechanical Engineering and practical applications SUMMARY OF EXPERIENCE: Highly skilled mechanical engineer and craftsman with more than three years of hands-on and supervisory experience in the safe operation, maintenance, repair, and design of mechanical, hydraulic, and propulsion systems within diverse engineering environments in the United States Navy. Vast experience in quality control, ordering, and management of materials. CAPABILITIES: · Design, install, operate, maintain, repair, and overhaul industrial level steam, diesel, and nuclear machinery including the following: Pumps (centrifugal and positive displacement) Motors Heat exchangers Turbines Valves and piping Industrial Air Conditioning Distilling plants Generators Cooling systems · Create schematics, technical drawings, and blueprints using CAD programs for fabrication, repair, and maintenance of systems and components · Supervise technicians in the implementation and completion of work packages · Maintain complete and accurate records for work centers · Ensure that safety regulations are carefully followed as regulated by the Nuclear Regulatory Commission and the Occupational Safety and Health Administration · Plan and coordinate production control schedules with emphasis on quality control · Prepare and present technical reports to customers, resource specialists, planners, senior management, and the public ACHIEVEMENTS: · Assisted Newport News Shipyard test engineers in performing hydrostatic tests on nuclear primary and secondary systems prior to final acceptance of all work · Managed and coordinated the efforts of shipyard, intermediate maintenance, and ship personnel for the overhaul of the fuel oil transfer system, which was completed safely and ahead of schedule · Supervised and trained 6 other Quality Control Inspectors · Redesigned quality control packages for Technicians use saving approximately two hours per job · Awarded numerous commendations for scholastic and military achievement · Qualified as an Enlisted Submarine Warfare Specialist · Completed Naval ROTC four-year training program PROFESSIONAL EXPERIENCE: Nuclear Maintenance Mechanic/ Emergency Nuclear Repair Welder, United States Navy, July 1996- August 1999 51 PBJ Xaustors – Final Report Peter L. Jorg Campus Address: 627 Elm St, Apt 207, Moscow, ID 83843 208-885-3967 E-mail: Permanent Address: 1912 Lutes Rd NW, Poulsbo, WA 98370 360-779-5020 jorg5740@uidaho.edu ________________________________________________________________________________________________________________________________________________________________________________________________________________________ Education: University of Idaho Moscow, ID (Fall 2000 – Spring 2004) B.S. Mechanical Engineering Cumulative GPA: 4.0/4.0 Earned 100% of college expenses Course Highlights -Senior Design (Fall ’03) -Fluid Dynamics -Advanced Engineering Graphics -Machine Component Design -Heat Transfer -Macro/microeconomics -Experimental Methods for Engineers -Thermal Systems Design (Fall ’03) King’s West School Chico, WA (1996 – 2000) Cumulative GPA: 4.0/4.0 Co-Valedictorian SAT: 1510 (800 Verbal, 710 Math) Skills: -Solid Works/Edge, AutoCAD, MathCAD, MatLab, TK Solver, RISA, Word, Excel -Basic Spanish, basic familiarity with Steel Code, some shop experience on manual and CNC milling machines Projects: Senior Design. Two semester long project working in a team of three to implement thermoelectric power modules in the exhaust system of a hybrid vehicle to recover waste heat energy as electrical power. Experience gained in CAM product realization, working with a diverse group of vendors, understanding the challenges involved in bringing a complex project from concept design through fabrication and testing (ME 424 & 426, Summer & Fall ’03) Dynamometer. Designed, built, and calibrated a dynamometer for the characterization of small DC motors in order to facilitate future ME 323 blimp projects. (Summer ’03) Blimp Project. Teams of four designed, modeled, constructed and tested remote controlled, helium filled blimps powered by DC motors. In depth technical proposal, report and design documentation presented. (ME 323, Spring ’03) Experience: Naval Undersea Warfare Center Keyport, WA (Summer, 2002) o responsible for drawing-package analysis, organization, and emendation o gained experience in CAD/CAM process in the realization of design modifications o gained exposure to a wide range of activities on base and their interrelation General Construction Company Poulsbo, WA (Summer, 2001) o responsible for fabrication drawings, product research, material takeoff, design amendments to 100% planning drafts, and basic structural analysis o gained experience in drafting, interpreting and communicating plans/drawings, problem solving, business parlance, using the Steel Code, and engineering analysis Activities/ -Tau Beta Pi Engineering Honor Society -Phi Eta Sigma Honor Society Awards: -University of Idaho Engineering Ambassadors -University of Idaho Scholar -American Society of Mechanical Engineers -National Merit Scholar Interests: -Music (6 years jazz band, 7 years youth symphony) -Travel (American west, Western Europe, Canadian Yukon, Antarctic Peninsula) -Writing and reading (Creative Writing class, fiction, history, political theory) -Outdoors (hiking, rowing, archery, horses) 52 PBJ Xaustors – Final Report Appendix G – Project Timeline This updated schedule displays steps leading toward project completion. The appendix compares the actual progress made during the semester and the initial schedule produced at the beginning of the semester. Each task has two bars associated with it. The upper bar represents the actual work completed and the lower bar represents the initial schedule produced at the beginning of the semester. 53