Waste Heat Recovery
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Renault Trucks’ Optifuel Lab 2 lab vehicle integrates technologies for more efficient big rigs; road test results coming in 2015
September 11, 2014
Renault Trucks’ heavy-duty Optifuel Lab 2 laboratory vehicle brings together various technologies designed to reduce fuel consumption in heavy-duty trucks and to prepare the way for future production models. Renault Trucks will display a scale model of Optifuel Lab 2 at the upcoming IAA. The vehicle is currently on the road to calculate the fuel savings it can achieve. These figures will be announced during the first quarter of 2015.
Optifuel Lab 2 has 20 technologies on board, each one of which addresses the four main issues associated with consumption: energy management, aerodynamics, wheel resistance and driving aids. Based on a Renault Trucks T, Optifuel Lab 2 is an ongoing version of the Optifuel Lab 1 introduced in 2009. The project has been developed with support from eight partners: Plastic Omnium, Michelin, Sunpower, Renault, IFP Energies Nouvelles, CEP-Armines, CETHIL-INSA from Lyon and LMFA-Ecole Centrale from Lyon. It is also supported by ADEMA, the French Agency for the Environment and Energy Control.
MIT/Stanford team develops battery technology for the conversion of low-grade waste heat to power; TREC
May 22, 2014
Researchers at MIT and Stanford University have developed new battery technology for the conversion of low-temperature waste heat into electricity in cases where temperature differences are less than 100 degrees Celsius. Their approach is based on a phenomenon called the thermogalvanic effect—the dependence of electrode potential on temperature—and is described in a paper published in the journal Nature Communications by postdoc Yuan Yang and professor Gang Chen at MIT, postdoc Seok Woo Lee and professor Yi Cui at Stanford, and three others.
The MIT and Stanford team devised an electrochemical system using a copper hexacyanoferrate cathode and a Cu/Cu2+ anode to convert heat into electricity. The thermally regenerative electrochemical cycle (TREC) entails a four-step process: (1) heating up the cell with waste heat; (2) charging at high temperature; (3) cooling down the cell; (4) discharging at low temperature.
Dearman-led consortium awarded $3.1M to develop waste-heat-recovery system using liquid air engine
April 23, 2014
A consortium led by the Dearman Engine Company has been awarded £1.86 million (US$3.12 million) in the latest round of IDP10 funding from the UK’s Technology Strategy Board to support the development of a heat-recovery system for urban commercial vehicles. The tenth competition under the Low Carbon Vehicles Innovation Platform’s integrated delivery program (IDP), IDP10 is targeting the building of an integrated low-carbon-vehicle innovation chain, from the science base, through collaborative R&D to fleet-level demonstration.
The Dearman project is to deliver a production-feasible waste-heat recovery system for urban commercial vehicles, which offers life-cycle CO2 savings of up to 40%; fuel savings of 25%, with the potential of up to almost 50%; and potential payback in less than three years. The project uses the Dearman Engine, a highly-efficient liquid nitrogen or air (LiN) engine (earlier post) that harvests low-grade heat sources and, in this configuration, is most effective in urban duty cycles, working with the internal combustion engine (ICE) as a hybrid powertrain.
HeatReCar project demonstrates technical feasibility of thermoelectric generator for waste heat recovery; economic case more difficult
April 07, 2014
A recently completed European project coordinated by Centro Ricerche Fiat (CRF) demonstrated the technical feasibility of a Bi2Te3-based thermoelectric generator (TEG) for waste heat recovery for application to a diesel light-duty truck (LDT). The project “Reduced energy consumption by massive thermoelectric waste heat recovery in light-duty trucks” (HeatReCar) focused on thermoelectrics to provide electricity, either to on-board components or to the power train of hybrid electric vehicles. Reduced fuel consumption for these purposes translates to emissions reductions.
TE materials have been employed previously in automotive applications but have not achieved reasonable conversion efficiencies. The researchers tackled this issue in two ways. They selected bismuth telluride (Bi2Te3) suitable for lower operating temperatures in a diesel engine. They also optimized the geometry of heat transfer surfaces to maximize the temperature difference available to the TE modules. The technology was implemented in a prototype TE generator (TEG) for a diesel IVECO Daily light-duty truck (LDT) in common use in the EU.