Using Heat and Vibration of the Engine for Generating Electrical - Report Example

Design and report of thermocouple and vibration energy convertor 8/2015 Khalid Aldarmaki (11023199) Ahmad Shabib (12030550) Jose Sundberg (11027014) Abstract This report was written to devise a design for Thermocouple and vibration to energy converter. The design has been done using Solidworks software and has been followed by design validation and design verification. After having insights towards these aspects, we investigate further towards the requirements and analysis of the project design. Information provided was further investigated. Data about the materials being used for thermocouple and vibration energy converter materials are both compiled. This includes the pricing, manufacturers and its practicality. Lastly, devised solutions could be used as a replacement for the current thermocouple used by motor vehicles. However, the practicality and feasibility of these solutions will be further investigated in the near future. Table of Contents Abstract 1 Design for manufacture, assembly and disassembly / maintenance. 6 Design Verification and Validation 16 Individual reflection 19 References 20 Appendix-A 21 Gantt chart 21 Appendix-B 22 Meeting Details 22 Consideration of sustainability (materials choice / energy / end of life) We are searching for a solution towards the issue of vibration energy and wasted heat when the car engine is running while there is insufficient power for the vehicle for this report, we are going to address the issue of harvesting vibration energy as well as wasted heat in the car. this project will be a sustainable project as a lot of wasted heat and vibration can be made useful by harvesting energy from them. The vibration to energy converter should adequately be designed for efficient energy production. Vibration energy converter should be made stable before being placed in the in the vehicle to produce energy. If these proper specifications are not followed, it will lead to improved energy efficiency and minimized weight. Inspection of support structures and hydraulic leaks should be periodically inspected and repaired. For any Vibration energy converter to be successful in compatibility with the engine of vehicle where it is used, the design and modeling takes into account that Vibration energy converter can withstand various environmental conditions during it use. It has been modeled using SolidWorks software focusing on appearance. The purpose was to make sure the Vibration energy converter is able to perform their duties properly. If there is a fault in the Vibration energy converter, the frequency will continue to be different when the Vibration energy converter is producing energy, therefore, it is important to simulate the signals vibrating from the engine under different conditions so that we can come up with a well documented Vibration energy converter which is efficient energy producer. This will help in coming up with standards which guide in planning preventive and maintenance of the Vibration energy converter. After having insights towards these aspects, we investigate further towards the requirements and analysis of the project design. We first consider the basic requirement of project, and made sure that we follow the restrictions. We then define the scope of the project to ensure we do not deviate from our main focus. Lastly, we have devised solutions that could be used as a sustainable use of waste heat and vibration in cars. Technical Specification The main aim of the mission is to have a Thermocouple and pizolectric that works continuously have constant heat and vibration conversion into energy. This will be made possible by advanced and well designed Thermocouple and pizolectric that will have the ability to work hot and cold temperature as well as at high vibration areas of a car engine. Therefore it should have ability to collect maximum power from vibration and wasted heat. It should have the ability generate about 180 watts in minimum operating temperature of -20oC and minimum operating temperature of -450oC. This means that operation temperature is a significant element in Thermocouple and pizolectric energy harvester system as the average temperature can change depending where the car is in use or at time of use. Countries Iceland are very cold and Thermocouple and pizolectric energy harvester system should be able to work on remain useful after cold season. Furthermore, the solar array has a flat and big area which cannot be insulated from the mars’ atmosphere efficiently. It should have a total mass of between 15g to 20g with duration of between 5 and 10 years. The solar cells that currently exist that can help in designing a solar cell to be used in this mission have the following specifications Selection criteria There are a number of thermo couple that needs to be selected from a range of selection. This include type B, type E type J, type K, type N, type R, type S and type T. The selection criteria for choosing a thermal couple type is the temperature at the same time cost failure and maintenance. This criterion is shown below Criterion Type B Type E Type J Type K Type N Type R Type S Type T Maximum temperature 1700 1000 750 1300 1300 1600 1600 350 Minimum temperature 0 -100 0 -100 230 0 0 -200 Material positive leg Platinum &rhodium Chromel Iron Chromel Nicrosil Platinum &rhodium Platinum &rhodium Copper Material negative leg Platinum &rhodium Constantan Constantan Alumel Nisil Platinum platinum Constantan Cost 580 460 525 620 720 520 595 500 Maintenance(in months) 4 4 6 6 8 7 5 4 Failure rate (in months) 9 7 8 9 7 8 8 9 Since operation temperature is a significant element in the type of thermocouple as it will work under very temperature as well as very hot temperature. Some thermocouples like type B, type J, type N, type R and type S have their minimum temperatures not below 0 while minimum temperature under operation can reach below that, thus they are eliminated. The maximum temperature required should not be below 450, this eliminates type T. From the table of thermocouple we have type E and type K remaining to evaluate using other factures like maintenance, failure rate, Cost and type of materials used. This remaining type of thermocouple will be rated using the following scale Relative performance rating Much worse than 1 Worse than 2 Same as 3 Better 4 Much better than 5 Rating Type E Type K Criterion Weight (%) rating weighted score rating weighted score Maximum temperature 20 5 1.0 4 0.8 Minimum temperature 20 4 0.8 4 0.8 Material positive leg 5 3 0.15 3 0.15 Material negative leg 5 3 0.15 3 0.15 Cost 20 4 0.8 3 0.6 Maintenance(in months) 15 4 0.6 3 0.45 Failure rate (in months) 15 3 0.15 2 0.3 Total score 3.65 3.25 rank 1 1 Action Develop Reject Therefore we chose Type E for which has the highest score of 3.65 In the selection of the Piezoelectric Energy Harvesters materials to be used are Polyvinylidene fluoride. These materials are good for placing damper, base engine, and cylinder head of engine. This material will provide maximum strain per force input to produce required energy or power; this is due to the ability to accept resonant frequencies of 50 to 250 Hz of vibration. Design for manufacture, assembly and disassembly / maintenance. Designing is very important in thermocouple and Pizoelectrical as it allows components to assembled using proper dimensions. Pizoelectrical will be placed on damper, base engine and cylinder head of engine where Stress, Natural Frequency and Displacement are an occurrence for power to be produced. Therefore thermocouple and Pizoelectrical will be designed in a manner that is able to covert vibration into energy within a short time. This is a multi-task activity because, the Vibration energy converter will not only required to carry out one activity but many. In designing the Vibration energy converter three variables are involved weight, material straight and conversion efficiency. Thermocouple will work using thermal electromotive force produced under zero-current conditions is termed as seeback voltage this voltage is produced by Pizoelectrical. This will reasoning behind design of both and Pizoelectrical working together. Thermocouple and Pizoelectrical system will be placed in vibrating part of the vehicle that is in the damper and base of engine so that it can use its seeback effect to generate power. The vibrating behaviour will produced some temperature, this being an implication that the thermocouple is able to respond swiftly in order to capture the fluctuations resulting from in the vibrating part. When it comes to Vibration energy converter piezoelectric materials used will respond to mechanical stress of vibrating parts to generate an electric power. The rate of energy conversion is to be controlled by vibrating part with the help of now extraneous booms or electronic slew rate controls. The Thermocouple and Pizoelectrical system has use in many engineering section however, the cost of manufacture and maintenance is inhibitive. It requires large space to be effective and efficient. The next power drive system under consideration is vibration energy converter. This option is one of the best in terms of maintenance, purchase, installation and usage. It is uses small space and provides effective movement and good performance compared to the other designs. The best advantage this design provides is that it has a variable speed control with the help of the thermocouple The measurements of a functioning vibration to energy converter will be done using sensors which will be installed in the engine and located in the paths of a vibrating part. They will have optical sensors for the purpose of withstanding temperatures associated with the moving part. These optical sensors will be computerized so that the signals are sending to the computer to measure against predetermined values as shown above. This will help in determining the unevenness of the vibration energy converter. The frequency or waves will be measured in terms of time so that proper data will be recorded. The combination of such values is generally used during the calculation of the general output values therefore characterizing a certain mechanical condition regarding the Vibration energy converter. As such, the initial values do match up to the overall state of the thermocouple while the ensuing value normally corresponds to a state of the specified bearings. Considering the second value, it may be used in similar manner like detecting other mechanical problems that are characterized during impacts. They do contain the data that is supposed to be used during the analysis that does follow. In addition, they also contain particularly direct indication regarding the vibration to energy converter that is being monitored. In this case the piezoelectric sensors help in detecting vibration and converting it to energy while the Rectifier Module helps in changing the energy into DC. An inverting amplifier will be used in helping to increase the voltage, it provides a fixed current source. This means that there are number of offset sources which include, amplifier and sensor , this also acts as voltage follower. At times in circuits, currents periodically change direction. An ac power supply periodically reverses the polarity of its flow The following are will be requirements of the system that will be installed in the damper, base engine, and cylinder head of engine; Volume of system ≤ 60cm3 Sectional Area of the contact part ≤ 36cm2 Vibration source acceleration of (a) ≤ 0.3g Pizoelectric material thickness is 0.15mm ≤ t ≤ 0.9mm Beam Width b ≥ 0.9mm Young’s modulus for material is 6.3x1010N/m2 The main aim is to achieve power output of ≥ 3mW, frequency system of 50Hz ≤ f ≤ 350Hz and allowable stress of less than 30MPa Where is vibration frequency in rad/s = 350Hz = 2200 rad/s , Cp is Young’s modulus which is 6.3x1010N/m2, tc is Pizoelectric material thickness which is 0.9mm or 0.0009, Ain Vibration source acceleration which is 0.3g ε is Permittivity of piezo for quartz is ε0 = 8.85 × 10-12 F/m), d is piezoelectric charge coefficients of 1 x10-10 , k2 deflection to stress which is 0.151, ωn frequency of which is 200Hz, R is Load resistance which is 250, Cb Capacitance and is 200, ζ is Damping ratio is 0.9 while K Coupling coefficient: = 7.12x1011 The power to be generated or gained is The Thermocouple and Pizoelectrical system will be made by each brand of car for compatibility. This will ensure both play specific roles which creates specialization and hence efficiency of power generation. The power produced by the Thermocouple and Pizoelectrical system has to be monitored to meet the needs of the car and ensure no wastage. One of the methods used in monitoring the power output is the thermometer and fault control system. In addition, these measures have been integrated to also regulate the performance of car engines and other related systems to facilitate car safety and productivity. One of the measures that have been undertaken to facilitate this is the real-time evaluation. Real-time evaluation includes the monitoring of the engine, thrust vectoring control system health, engine control system and engine stalls detection. Real-time evaluation facilitates the regulation vibrations, which emanates from the car engines. Effective monitoring of power output requires primary and secondary engine instrumentation. Each category of the engine instrumentation has its own relative importance to the technicians when they perform routine checks. The primary instruments are responsible for the regulation of the temperature released by the engine. CAD modelling and assembly Sketch Drawing Dd Circuit Figure 1: piezoelectric generator The drawing of vibration to energy converter Figure 2: Power output Design risk assessment and management Risk assessment is one area that within risk management which is more involved with the identification and rating of risks that can be incurred during the whole project. This step is important in order to reduce any chances of complete failure of the project due to unforeseen circumstances which would otherwise have been avoided in the first place (Cheruiyot, 25). Risks may manifest themselves through the lack of proper planning of the whole project and requires much emphasis in the course of the project. Risks can result in projects total failure, late implementation, poor quality delivery and suspension of project activities. It is therefore imperative that project risks are managed through a pre-planned alleviation plans. For the effective alleviation of risks, the project has classified risks into three classes; highly expected, most expected and Unexpected. Highly expected risks are those whose probability of happening is more than 50% hence the project steering committee has to put in place, alleviation measures. For the most expected risks, their chances of occurrence are less than 50% but their effects might be substantial hence requiring proper alleviation plan. For the unexpected risks, no alleviation measures are put in place. The project is susceptible to numerous risks and the table below indicates these risks and their vulnerabilities (Verzuh, 125). It also indicates the counter active measures that can be undertaken in order to mitigate the risks. Risk Probability of occurrence Alleviation measures Failure of supplier to supply standard Most expected The management has identify the equipment before being shipped to the plant Faulty plans Most expected The management has ensured that a team of Electrical Engineers, Mechanical Engineers and Welding Engineers Under the project well before working on it. Project duration exceeded Most expected Management has dedicated a project manager to tightly manage the project.   Design Verification and Validation Develop a robust design verification plan against product / system requirements. Throughout engineering aspects the reliability is defines as a natural consequences of failure in the matter of subject. This reflect the “true “and “correct “principle was practice before formal in analyzing data collection and analyzing for failure thus usually be self evident and leads inevitably to design modifications [Smith, 2011]. For this project report, Failure rate Analysis taken into considerations due to capability to provide prediction with extremely low data collection in life data analysis. This means faultiness should be detected earlier to avoid complete failure. To detect thermocouple and vibration to energy converter failure, accelerometer is used and it measures the differences in frequency of the vibration to energy converter during usage. The measurements of a functioning vibration to energy converter and thermocouple will be done using sensors which will be installed in the next to them and located in the paths of energy transmission wires. They will have optical sensors for the purpose of withstanding temperatures associated with to them. These optical sensors will be computerized so that the signals are sending to the computer to measure against predetermined values. This will help in determining the fluctuating of energy produced. The voltage or waves will be measured in terms of time so that proper data will be recorded. The combination of such values is generally used during the calculation of the general output values therefore characterizing a certain mechanical condition regarding the vibration to energy converter and thermocouple. As such, the initial values do match up to the overall state of the vibration to energy converter and thermocouple while the ensuing value normally corresponds to a state of the specified values. Considering the second value, it may be used in similar manner like detecting other mechanical problems that are characterized during impacts. They do contain the data that is supposed to be used during the analysis that does follow. In addition, they also contain particularly direct indication regarding the vibration to energy converter and thermocouple that is being monitored. However, the supposed voltage is normally monitored as a way of determining the relative conditions regarding other vibration to energy converter and thermocouple so as to plan well certain preventive and maintenance procedures Discussion and Conclusions In the production, design, modeling and simulation of thermocouple and vibration energy converter various procedures and testing are done to ensure that it functions at the minimum without any effect. The simulation has shown that Solidworks’s software can model and help in predicting compatible specifications. There are signals like the power generation, specified torque, unnecessary and necessary noise as well as vibration generally was explored regarding their frequencies and their contents. In addition, there are other different techniques like the thermal measurements as well as chemical analysis which are also deployed as a way if establishing the nature of particular elements and the degree of the thermocouple and vibration energy converter. The increases of vibration beyond the recommended level lead to failure of the vibration energy converter. The design ascertains how vibration energy converter and thermocouple could be coordinated under various variations of its parameters to give a more reliable and controllable functioning of product. It is from this understanding that this report is based in an attempt of communicating these findings. Therefore, a slight change in parameters could bring an effect on the entire processing unit. How these changes could be coordinated to give a more desired aftermath was integral in this design. Of these, three types of vibration energy converter and thermocouples were used for the entire experimental design. This kind of design was important to help compare overall efficiency of vibration energy converter at different functions This will help in design regarding vibration energy converter and the manufacturers and the users are keen enough to include certain diagnostics features located in the software meant to improve reliability and scalability. Apart from the location of precise harmonic mechanism particularly in the supposed line which is known signature analysis. There are other signals like the speed, unnecessary and necessary noise as well as vibration generally is explored regarding their frequencies and their contents. In addition, there are other different techniques like the force as well as chemical analysis which are also deployed as a way if establishing the nature of particular elements and the degree of the multi-tool. Individual reflection While the project was overall successful, there are still a number of valuable lessons which we learned from the project. One of these lessons is the importance of time management. We had a lot of issues in managing our time, which at times was more of an inconvenience for us as well as for others. We also found it very difficult to carry out the design process. Communication was our greatest weak point. During the entire time, we found a number of instances were neither of us was on the same page. Working as a single unit would have been better for us in order to develop a consistent report in a short span of time. The overall project was carried out very successfully and we achieved our project objectives in due time. In this regard, understanding the differences of each individual team member is necessary which helps in the development of the team as a whole. It is only through this understanding that the team will be able to perform exceptionally well. The reason behind is simply because that the team members know where each of them lacks behind and the others would therefore step up for that team members and make sure that he or she is able to perform at the same level as the rest of the team. For this project, given the nature of the task assigned to us, we worked as a team of four. References Allaboutcircuits.com, 2015. Thermocouples< http://www.allaboutcircuits.com/vol_1/chpt_9/5.html Budynas,R & Nisbett, K. 2010, Shigley's Mechanical Engineering Design. New York: McGraw-Hill Series in Mechanical Engineering Crouse, W. H. & Anglin , D. L., 1995. Automotive Engines. Singapore: McGraw-Hill Endo, T. 2007. Study on Maximising Exergy in Automotive Engines. New SI Engine and Component Design and Engine Lubrication and Bearing Systems. SP-2093 (01) Heisler, H., 1999. Vehicle and Engine Technology, 2nd Edition, Oxford: Elsevier Ltd. Hill, H. 2003. Customer Satisfaction Measurement for ISO 9000:2000. 2nd ed. Oxford: Butterworth Heinmann. p1-7. Hillier, V.A.W. 2004. Fundamentals of Motor Vehicle Technology. 5th ed. United Kingdom: Nelson Thornes Limited. P50-65. Hoyle, D. 2000. Automotive Quality Systems Handbook. Oxford: Butterworth Heinmann. p19-35. Levin, A. 2003. Improving Product Reliability. Sussex: John Wiley and Sons Ltd.. p-100-150. Norton, R 2013, Machine Design. New Delhi: McGraw-Hill Series in Mechanical Engineering Pugh, S. 1991. Total Design: Integrated methods for successful product engineering. Great Britain: Addison-Wesley Publishing Company. p1-59. Schubert, C. 2005. Advanced Heat Transfer Model for CI Engines. Modeling of SI and Diesel Engines. SP-1969 (2005-01-0695-), p1-20. Strutt, J. E. 2003. Global Vehicle Reliability. London: Professional Engineering Publishing. p5-25. Taylor, C.M. 1998. Automobile Engine Tribology- Design Considerations for efficiency and durability. Wear. 22 (6), p1-8 Ulrich, K.T. 1999. Hoilistic Customer Requirements and the design select decision. Management Science. 45 (5), p641-658. Walker, S. 2007. Sustainable Design. 2nd ed. USA: EarthScan. p15-23. Ulrich, K & Eppinger, S. 2000. Product Design and Development. 2nd ed. USA: Irwin McGraw-Hill. p1-33. Appendix-A Gantt chart Appendix-B Meeting Details Project Group Meeting 1 Location: Chesham Date: 30.10.14 Time: 11:00-12:00 People Present: ALL Actions: People Responsible Date TBC Group meeting held to find out strengths, Weaknesses, roles in the team. ALL 30.10.14 Consider all the projects. ALL 30.10.14 Share our details with everyone ALL 30.10.14 Group Meeting Minutes - 2 Location: Chesham Date: 3.11.14 Time: 13:00-14:00 People Present: ALL Actions: People Responsible Date TBC Think of various ways in which heat of engine can be utilised ALL 3.11.14 Create initial ideas, consider them in next meeting. ALL 3.11.14 The concept of each team member has thought over. ALL 3.11.14 Group Meeting Minutes - 3 Location: Chesham Date: 10.11.14 Time: 13:00-14:00 People Present: ALL Actions: People Responsible Date TBC Finding various ways in which heat of engine can be utilised ALL 10.11.14 Debate initial ideas, consider for next meeting. ALL 10.11.14 Consider the ideas of each team member has thought of, effects on ALL 10.11.14 Group Meeting Minutes - 4 Location: Atrium Date: 15.11.14 Time: 12:00-13:00 People Present: ALL Actions: People Responsible Date TBC Organize a Questionnaire for customers by gathering ideas from group members. ALL 15.11.14 Arranging the Block Diagram for energy flow within the system. ALL 15.11.14 Allocating the Customer Questionnaire at some Automobile outlets and also receiving the feedback from customers. ALL 15.11.14 Group Meeting Minutes - 5 Location: Chesham Date: 19.11.14 Time: 13:00-14:00 People Present: ALL Actions: People Responsible Date TBC Searching for different ways of utilising the heat energy of engines that is emitted to the environment. ALL 19.11.14 Setting the Aim and Objectives for the project. ALL 19.11.14 Arranging the table for Design Requirements, Design Criteria and Design Constraints. ALL 19.11.14 Group Meeting Minutes – 6 Location: Atrium Date: 22.11.14 Time: 13:00-14:00 People Present: ALL Actions: People Responsible Date TBC Thinking of the ways of utilising the heat energy of the engine that is released to the atmosphere. ALL 22.11.14 Setting the Aim and Objectives for the project. ALL 22.11.14 Preparing the table for Design Constraints, Design Requirements and Design Criterion. ALL 22.11.14 Group Meeting Minutes – 7 Location: Atrium Date: 25.11.14 Time: 13:00-14:00 People Present: ALL Actions: People Responsible Date TBC Full Development of the concepts. All 25.11.14 Critically analysing the concepts using set design criteria. All 25.11.14 Evaluating Each concept against the set criteria ALL 25.11.14 Read More

We then define the scope of the project to ensure we do not deviate from our main focus. Lastly, we have devised solutions that could be used as a sustainable use of waste heat and vibration in cars. Technical Specification The main aim of the mission is to have a Thermocouple and pizolectric that works continuously have constant heat and vibration conversion into energy. This will be made possible by advanced and well designed Thermocouple and pizolectric that will have the ability to work hot and cold temperature as well as at high vibration areas of a car engine.

Therefore it should have ability to collect maximum power from vibration and wasted heat. It should have the ability generate about 180 watts in minimum operating temperature of -20oC and minimum operating temperature of -450oC. This means that operation temperature is a significant element in Thermocouple and pizolectric energy harvester system as the average temperature can change depending where the car is in use or at time of use. Countries Iceland are very cold and Thermocouple and pizolectric energy harvester system should be able to work on remain useful after cold season.

Furthermore, the solar array has a flat and big area which cannot be insulated from the mars’ atmosphere efficiently. It should have a total mass of between 15g to 20g with duration of between 5 and 10 years. The solar cells that currently exist that can help in designing a solar cell to be used in this mission have the following specifications Selection criteria There are a number of thermo couple that needs to be selected from a range of selection. This include type B, type E type J, type K, type N, type R, type S and type T.

The selection criteria for choosing a thermal couple type is the temperature at the same time cost failure and maintenance. This criterion is shown below Criterion Type B Type E Type J Type K Type N Type R Type S Type T Maximum temperature 1700 1000 750 1300 1300 1600 1600 350 Minimum temperature 0 -100 0 -100 230 0 0 -200 Material positive leg Platinum &rhodium Chromel Iron Chromel Nicrosil Platinum &rhodium Platinum &rhodium Copper Material negative leg Platinum &rhodium Constantan Constantan Alumel Nisil Platinum platinum Constantan Cost 580 460 525 620 720 520 595 500 Maintenance(in months) 4 4 6 6 8 7 5 4 Failure rate (in months) 9 7 8 9 7 8 8 9 Since operation temperature is a significant element in the type of thermocouple as it will work under very temperature as well as very hot temperature.

Some thermocouples like type B, type J, type N, type R and type S have their minimum temperatures not below 0 while minimum temperature under operation can reach below that, thus they are eliminated. The maximum temperature required should not be below 450, this eliminates type T. From the table of thermocouple we have type E and type K remaining to evaluate using other factures like maintenance, failure rate, Cost and type of materials used. This remaining type of thermocouple will be rated using the following scale Relative performance rating Much worse than 1 Worse than 2 Same as 3 Better 4 Much better than 5 Rating Type E Type K Criterion Weight (%) rating weighted score rating weighted score Maximum temperature 20 5 1.0 4 0.8 Minimum temperature 20 4 0.8 4 0.8 Material positive leg 5 3 0.15 3 0.15 Material negative leg 5 3 0.15 3 0.15 Cost 20 4 0.8 3 0.6 Maintenance(in months) 15 4 0.6 3 0.45 Failure rate (in months) 15 3 0.15 2 0.3 Total score 3.65 3.25 rank 1 1 Action Develop Reject Therefore we chose Type E for which has the highest score of 3.

65 In the selection of the Piezoelectric Energy Harvesters materials to be used are Polyvinylidene fluoride. These materials are good for placing damper, base engine, and cylinder head of engine. This material will provide maximum strain per force input to produce required energy or power; this is due to the ability to accept resonant frequencies of 50 to 250 Hz of vibration.

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