**Author details**

However, ATEG electrical network has conversion losses, which decrease the total efficiency of the system. This fact should be considered while designing DC/DC converter. The function of switching on/off from general schema should be added to converter. When ATEG conditions nearby maximum power, converter with MPPT can be disconnected from ATEG and ATEG should transfer energy directly to the electrical load. It allows avoiding losses on the

Also, the electrical network should be equipped with a vehicle battery. The battery provides a constant supply voltage in a range of 12–13 V. According to the principle that in a parallel circuit the voltage is same for all elements and that the voltage of vehicle electrical devices is also 12 V. Using the battery in the electrical network makes it possible to properly power all

Summarizing the analysis of the ATEG development field and its current state, as well as the prospects for the commercial implementation of this technology, the significant progress in this direction, which occurred over the past 20 years, is noted. Many ATEG prototypes have been created. Tests of different vehicle classes with these prototypes in various driving cycles are carried out. That shows the possibility of achieving the specified requirements for reduc-

focusing to achieve the possibility of commercializing ATEG, to reduce the cost of electricity watt and to solve reliability issues. This makes them, along with the classic industrially produced TEM materials, consider new promising thermoelectric materials, sacrificing sometimes the efficiency of energy conversion. At the same time, optimization of the ATEG design and technological solutions can significantly reduce the requirements for these materials, and

The rapid progress in the development of new thermoelectric materials and the research advancement in this area let us hope that the technology for utilizing the heat of exhaust gases of internal combustion engines in ATEG is capable of reaching a broad practical

We thank Dmitry Onishchenko, head of the "Piston engine building and special machinery" of Bauman Moscow State Technical University (BMSTU), and his research team for valuable

Also we appreciate PhD student Shehak Sulymani's participation in the preparation of the

emissions, especially for trucks [40]. Developers are increasingly

converter (**Figure 19**).

212 Bringing Thermoelectricity into Reality

**6. Conclusion(s)**

ing fuel consumption and *CO*<sup>2</sup>

implementation.

final chapter version.

improve the weight and size of the ATEG.

**Notes/Thanks/Other declarations**

pieces of advice, which helped us to write this chapter.

car systems.

Alexey Osipkov1,2\*, Roman Poshekhonov1,2, Konstantin Shishov<sup>1</sup> and Pavel Shiriaev<sup>1</sup>

\*Address all correspondence to: osipkov@bmstu.ru

