臺灣博碩士論文加值系統

引擎內燃機所產生的能量，有將近40％以廢熱的方式經由排氣管直接排放至大氣中，此外有30%的能量用於冷卻。這些散失的熱量遠比引擎作功的能量多。本研究探討在汽車行駛中，如何應用散熱裝置，提升熱電晶片(TEG)應用於引擎排氣管以及引擎冷卻水箱之廢熱回收。
在晶片基本效能測試時，發現在接觸面塗抹散熱膏後的晶片，其效率高於原本晶片效率，可提升10％。散熱鰭片實驗結果亦得知，散熱鰭片可提升熱電晶片的效率44％。模擬實驗指出，不同形狀的鰭片，產生的散熱效果亦不同，方形散熱鰭片提供較穩定的效果。以導流板改善散熱模擬實驗中，加裝導流板的排氣管表面溫度為131℃，未加裝導流板的排氣管表面溫度為137℃，顯示導流板可以加速散熱。
熱電晶片模組之廢熱回收功率，於晶片兩側塗抹散熱膏後功率可提高17％，加裝方形散熱鰭片可提高57％，加裝導流板後可提高10％，實驗及模擬結果皆顯示散熱系統對熱電晶片模組極為重要，並根據模擬與實驗比對，證實散熱系統是有效的。

Regarding the energy released from an internal combustion engine, there is almost 40% heat energy discharging to the environment through the exhaust pipe, and another 30% is consumed by the cooling system. The dispersed heat is more than the practical work done by the engine. This research investigates how to use cooling devices when driving the vehicle to improve the efficiency of applying thermoelectric generator (TEG) to recycle energy from the dispersed heat of exhaust pipe and radiator.
During the performance tests of the TEG, the heat sink compound reveals positive effect and increases 10% output power. The pin fin tests also show 44% efficiency increasing effect. The simulation of pin fin indicates the shape affects the cooling outcome. The square pin fin results more stable effect. From the simulation of using deflector shows that, the surface temperature of exhaust pipe will be reduced from 137 ℃ to 131 ℃ after installation, which presents the cooling speed increasing effect.
The output power from the waste heat recovered by the thermoelectric generator module can be improved by several methods. Applying the heat sink compound on the TEG will get 17% increment. Using the square pin fin can make 57% gains, and the air deflector can reach 10% increment. The results of experiments and simulations all indicate that, the cooling system is imperative for thermoelectric generator and has been proved useful.

摘要 i
英文摘要 ii
誌謝 iii
目次 iv
表目錄 i
圖目錄 xi
第一章 緒論 1
1.1 前言 2
1.2 研究動機與目的 3
1.3 論文架構 3
第二章 文獻回顧及理論分析 6
2.1 熱電晶片發展歷史 6
2.2 熱電晶片運作原理 7
2.2.1 西貝克效應 8
2.2.2 皮爾特效應 8
2.2.3 湯姆森效應 8
2.3 熱電晶片的組成 9
2.3.1 單一型半導體並聯式 9
2.3.2 單一型半導體串聯式 9
2.3.3 N-P型半導體交互串聯式 10
2.4 熱電晶片材料性質 10
2.4.1 材料的ZT值 10
2.4.2碲化鉍(Bi2Te3)材料 11
2.4.3碲化鉛(PbTe)材料 11
2.4.4矽鍺合金(SiGe)材料 11
v
2.5散熱系統的運作原理 12
2.5.1熱傳機制 12
2.5.2導流板的運作原理 12
2.5.3散熱膏的運作原理 13
2.5.3.1散熱膏的種類 13
2.5.4散熱鰭片的運作原理 13
第三章 實驗設備及方法 19
3.1實驗設備 19
3.2實驗方法 20
3.2.1 Hi-Z晶片性能測試 20
3.2.2引擎運轉資料 21
3.2.3引擎冷卻水箱模擬 21
3.2.4引擎廢熱回收實驗(單一晶片) 22
3.2.5 Kryotherm晶片性能測試 22
3.2.6散熱膏測試 23
3.2.7散熱鰭片測試 24
3.2.8散熱鰭片軟體分析 24
3.2.8.1 Flow Simulation設定 24
3.2.9導流板設計及分析 25
3.2.10引擎廢熱回收(20片晶片) 27
第四章 實驗結果及討論 38
4.1 HZ-2晶片性能測試 38
4.2引擎測試 38
4.3引擎冷卻水箱應用模擬測試 38
4.4引擎廢熱回收實驗(單一晶片) 39
4.5 Kryotherm晶片性能測試 39
4.6 Hi-Z晶片與Kryotherm晶片性能比較晶片塗抹散熱膏實驗 40
4.7散熱膏所造成熱電晶片之效率影響 40
vi
4.8散熱鰭片所造成熱電晶片之效率影響 40
4.9使用散熱鰭片傳熱之分析及比較 40
4.10使用導流板傳熱之分析及比較 41
4.11引擎廢熱回收之熱電模組(20片晶片)應用 42
4.12空氣流速60m/s與25m/s引擎廢熱回收比較 43
第五章 結論及未來方向 60
5.1 結論 60
5.2 未來方向 60
參考文獻 62

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