hands on project report -...
TRANSCRIPT
崑山科技大學KUN SHAN UNIVERSITY
MECHANICAL ENGINEERING
UNDERGRADUATE
HANDS ON PROJECT REPORT
An experimental
study on γ-type
Stirling engines
DECLARATION:
We hereby declare that we carried out the hands on project school work reported in this report in
the Department of Mechanical Engineering, Kun Shan University, under the supervision of DR.
WEN-LIH CHEN.
The project work is submitted in partial fulfillment of the requirements for the award of Bachelor
of engineering in mechanical engineering, to the best of our knowledge, the information embodied
in this thesis, no part has been submitted here or elsewhere in a previous application for award of a
degree.
All sources of knowledge used have been duly acknowledged
STUDENT NAME STUDENT ID
JOSE RAMON CHANG IRIAS 4010H256
LAMIN JARSUSEY 4010H268
Table of Contents
Declaration……………………………………………………………………………..I
1. Table Of Figures……………………………………………………………………iii
2. Acknowledgments…………………………………………………………………..v
3. Abstract……………………………………………………………………………..vi
4. Introduction……………………………………………………………………………………………....1
5. What is Stirling Engine……………………………………………………………...2
5.1 History………………………………………………………………………..2
5.2 Theory………………………………………………………………………..4
5.3 Configurations………………………………………………………………..6
6. Experiments and Discussion…………………………………………………………11
7. Experimental Results……………………………………………………..................14
7.1 Charts for Experimental Data………………………………………………...15
7.2 Plot Graphs for Experimental Data..................................................................19
8. Design of Stirling Engine………………………………………………………........35
9. Conclusions…………………………………………………………………………..35
10. References…………………………………………………………………………....36
11. Appendix A…………………………………………………………………………...37
TABLE OF FIGURES
Figure 1: Water pumping engine by the Rider-Ericsson Engine Company………...3
Figure 2: Thermodynamic Processes……………………………………………….4
Figure 3: Gamma Stirling configuration……………………………………………6
Figure 4: Displacer ……..…………………………………………………………..7
Figure 5: Power Piston………………………………………………………………7
Figure 6: Gas [Working Fluid]……………………………………………………...8
Figure 7: The Fly Wheel…………………………………………………………….9
Figure 8: Heat source for our Stirling engine……………………………………….9
Figure 9: Single Crank Shaft………………………………………………………..10
Figure 10: Crank Shaft assembly…………………………………………………...10
Figure 11: V4 Stirling engine under assembly………………………………..........12
Figure 12: Complete working V4 Stirling engine…………………………………..13
Figure 13: Data Table Model V1 I………………………………………………….15
Figure 14: Data Table Model V1 II…………………………………………………15
Figure 15: Data Table Model V1 III………………………………………………...16
Figure 16: Data Table Model V1 IV………………………………………………...16
Figure 17: Data Table Model V2 I…………………………………………………..17
Figure 18: Data Table Model V2 II……………………………………………….....17
Figure 19: Data Table Model V2 III…………………………………………………18
Figure 20: Data Table Model V1 I…………………………………………………...18
Figure 21: Plot Model V1 I RPM vs T……………………………………………….19
Figure 22: Plot Model V1 I τ vs T……………………………………………………20
Figure 23: Plot Model V1 I τ vs RPM………………………………………………..20
Figure 24: Plot Model V1 II RPM vs T………………………………………………21
Figure 25: Plot Model V1 II τ vs T………………………………………………......22
Figure 26: Plot Model V1 II τ vs RPM……………………………………………….22
Figure 27: Plot Model V1 III RPM vs T…………………………………………......23
Figure 28: Plot Model V1 III τ vs T………………………………………………….24
Figure 29: Plot Model V1 III τ vs RPM……………………………………………...24
Figure 30: Plot Model V1 IV RPM vs T………………………………………….....25
Figure 31: Plot Model V1 IV τ vs T………………………………………………....26
Figure 32: Plot Model V1 IV τ vs RPM……………………………………………..26
Figure 33: Plot Model V2 I RPM vs T………………………………………………27
Figure 34: Plot Model V2 I τ vs T…………………………………………………...28
Figure 35: Plot Model V2 I τ vs RPM……………………………………………….28
Figure 36: Plot Model V2 II RPM vs T……………………………………………...29
Figure 37: Plot Model V2 II τ vs T…………………………………………………..30
Figure 38: Plot Model V2 II τ vs RPM………………………………………………30
Figure 39: Plot Model V2 III RPM vs T……………………………………………..31
Figure 40: Plot Model V2 III τ vs T………………………………………………….32
Figure 41: Plot Model V2 III τ vs RPM……………………………………………...32
Figure 42: Plot Model V2 IV RPM vs T……………………………………………..33
Figure 43: Plot Model V2 IV τ vs T………………………………………………….34
Figure 44: Plot Model V2 IV τ vs RPM……………………………………………...34
ACKNOWLEDGEMENT:
Thanks to Professor DR. WEN-LIH CHEN, our project advisor and mentor.
Without his guidance and experience, this project could not have come together the way it did.
Professor’s interest in the Stirling engine was a constant source of enthusiasm across the entire
year. With his direction we were able to create a great project which was also enjoyable for the
group.
His supervision cannot go unnoticed and he was the main motivating factor across the term of the
project.
The group would also like to thank Kun Shan University (International Office), the department of
mechanical engineering, and our class advisor CHU. SHAO-SHU for any assistance given directly
or indirectly.
We would like to dedicate this project report to our BELOVED PARENTS.
ABSTRACT
This report proposes a pressurized Stirling engine, which meets the demands of the efficient use of
energy and solution to environmental problems.
The issue of power in our world today has increasingly become a concern. There are numerous
energy supplies in the world at present such as fossil fuel, nuclear fuel and renewable resources.
The safety of supplies, environmental issues like global warming and sustainability are possible
reasons that could cause the world to move its energy consumption away from fossil fuels.
The safety, reliability, and simplicity of the engine are only some of advantages that a lot of
efforts are now being put in the development of a sterling engine.
Here we explain the functions, some of theories and components of a gamma type Stirling Engine
we build. Tests were made, in order to review the capability of the engines and its efficiency.
From this project we hope to build an engine capable of solving the alarming global energy
concern.
1
1. INTRODUCTION:
The world’s demand on natural energy sources to power up our advance societies is becoming a
concern. Therefore, State Governments and other individuals are working to focus the world’s
attention to renewable resources of energy supply. These clean sources of energy, which have a
much lower environmental impact will never run out. Much of the world’s energy supply was
depending on fossil fuels, but these will eventually deplete making us resort to other technology
that uses renewable energy sources such as steam, solar and wind.
Most renewable energy investments are spent on materials and workmanship to build and
maintain the facilities, rather than on costly energy imports. Renewable energy investments are
usually spent within developed countries such as the United States, and frequently in the same
state, and often in the same town. This means the capital invested in the renewable energy
industry stays within the region to create jobs and fuel local economies, rather than going overseas.
This factor can be really useful for developing countries in Africa or Central America for the
development of the economy if the capital comes from the country’s government or other national
institutions.
There are many global initiatives that are working towards resolving the energy crisis. This has
taken the form of increased regulation and restriction on carbon emissions, the promotion of
greener manufacturing and construction projects, the funding of research into hybrid technologies
and more sustainable technologies and more.
The most used type of engine used on the industry is the combustion engine. Although it’s most
effective type of engine, uses oil as its main energy source. This only contributes to the world
crisis for the shortage of this substances that will inevitable, one day, run out. For these reasons,
we choose to give a report on a Stirling engine which was invented by Robert Stirling in 1816.
The Stirling engine is silent, there is no expansion in the atmosphere like in the case of an internal
combustion engine, and combustion is continuous outside of the cylinders. In addition, its design
is such as the engine is easy to balance and generates few vibrations. It has the possibility for
many hot sources like combustion of various gases, wood, sawdust, and waste, solar or
geothermic energy. It is green and reliable energy that is easy to maintain.
We emphasize on its background, theory, components, working principle, performance, simplicity
and reliability. We hope that through the development and research done, more attention can be
attracted to green engineering, such like this one, and as time passes more advances can be made
that allow the cost to decrease and its efficiency to increase. This improvements will allow the
industries to change from the conventional energy to green energy, helping us solve the
environmental crisis we live in today.
2
2. WHAT IS STIRLING ENGINE?
2.1 History
Stirling engine was first developed by Robert Stirling in 1816 which was used as a water pump.
Subsequent development by Robert Stirling and his brother James resulted in patents for various
improved configurations of the original engine including pressurization which by 1843 had
sufficiently increased power output.
In the world today, many small Stirling engines are being used, mainly in the USA but also in
Europe. They were applied to all manner of small scale power purposes, including water pumping
and generating electricity.
Though it has been disputed it is widely supposed that as well as saving fuel the inventors were
motivated to create a safer alternative to the steam engines of the time, whose boilers frequently
exploded causing many injuries and fatalities. The need for Stirling engines to run at very high
temperatures to maximize power and efficiency exposed limitations in the materials of the day and
the few engines that were built in those early years suffered unacceptably frequent failures (albeit
with far less disastrous consequences than a boiler explosion) for example, the Dundee foundry
engine was replaced by a steam engine after three hot cylinder failures in four years.
Rural electrification and the rise of the small petrol engine during and after the 1920s overtook the
Stirling engine, but their inherent multi-fuel capability, robustness and durability make them an
attractive concept for re-development for use in remote areas in the future and certain projects are
being initiated to this end. Various types of direct action Stirling-piston water pumps have been
developed since the 1970s by Beale and Sunpower Inc. in the USA, and some limited
development of new engines, for example by IT Power in the UK with finance from GTZ of West
Germany is continuing.
Stirling engines use pressure changes caused by alternately heating and cooling an enclosed mass
of air (or other gas). The Stirling engine has the potential to be more efficient than the steam
engine, and also it avoids the boiler explosion and scaling hazards of steam engines. An important
attribute is that the Stirling engine is almost unique as a heat engine in that it can be made to work
quite well at fractional horsepower sizes where both i.c. engines and steam engines are relatively
inefficient.
3
Figure 1: Water pumping engine by the Rider-Ericsson Engine Company
A typical late nineteenth/early twentieth century water pumping engine by the Rider-Ericsson
Engine Company
However, from about 1860, smaller engines of the Stirling/hot air type were produced in
substantial numbers finding applications wherever a reliable source of low to medium power was
required, such as raising water or providing air for church organs. These generally operated at
lower temperatures so as not to tax available materials, so were relatively inefficient. Their selling
point was that, unlike a steam engine, they could be operated safely by anybody capable of
managing a fire. Several types remained in production beyond the end of the century, but apart
from a few minor mechanical improvements the design of the Stirling engine in general stagnated
during this period.
4
2.2 Theory:
The main principle of how the Stirling Engine works is that a fixed amount of gas (working fluid)
is sealed in a chamber (cylinder)(where the displacer cylinder is placed), that undergoes a series of
events in a cycle that change the pressure inside the engine causing it to work.
THE STIRLING CYCLE (THERMODYNAMIC PROCESSES INVOLVED):
1. Isothermal Expansion – the expansion space along with the heat exchanger are held at
constant high temperature and the gas undergo near isothermal expansion absorbing heat
from the source.
2. Isovolumetric Heat- Removal- gas passes through a regenerative exchanger, where it cools
and passes the heat to the exchanger for use in the next cycle.
3. Isothermal Compression - the expansion space along with the heat exchanger are held at
constant low temperature the gas undergo near isothermal compression releasing heat to the
cold sink.
Figure 2: Thermodynamic Processes
5
For the operation of the Stirling Engine it is critical that the gasses inside the engine have the
following properties:
1. If you have a fixed amount of gas in a fixed volume of space and you raise the temperature of
that gas, the pressure will increase.
2. If you have a fixed amount of gas and you compress it (decrease the volume of its space), the
temperature of that gas will increase.
The basic procedure of for the engine movement is one side of the cylinder is heated by an
external heat source, and the other is cooled by an external cooling source. The gas is moved up
and down by the up and down movement of a displacer. The pistons are also connected to each
other mechanically by a linkage to a crankshaft that determines how they will move in relation to
one another. The following is a description on the Stirling Engine cycle.
Similarly to the beta Stirling, a gamma type Stirling engine’s power piston is placed in a different
cylinder along the displacer cylinder. This piston is still connected to the flywheel. The gas
remains as a single body as it can flow freely between the two cylinders. Although mechanically
simpler, the volume of the connection between the two cylinders produces a lower compression
ratio. It is for this reason that it is commonly used in multi-cylinder Stirling engines.
As describe in the procedure above, the first part of the cycle is the part where the work is
produced. The two main ways to increase the power output of the Stirling cycle are to increase the
power input in stage one of the cycle; this means increasing the temperature for the heating source,
and decrease the power output in stage three of the cycle; meaning decreasing the temperature of
the cooling source. For increasing the power input in stage one, we need to notice that the pressure
of the heated gas pushing against the piston performs work. Increasing the pressure during this
part of the cycle will increase the power output of the engine. One way of increasing the pressure
is by increasing the temperature of the gas. Likewise, for a decreased power output in stage three;
notice that the pistons perform work on the gas, using some of the power produced in part one.
Lowering the pressure during this part of the cycle can decrease the power used during this stage
of the cycle (effectively decreasing the power output of the engine). One way to decrease the
pressure is to cool the gas to a lower temperature. The bigger the temperatures difference between
the hotter side and the colder side of the displacer cylinder, the more efficient the engine.
6
2.3 Configurations
There are three major types of Stirling engines that are distinguished by the way they move the air
between the hot and cold areas:
1. The alpha configuration has two power pistons, one in a hot cylinder, one in a cold cylinder,
and the gas is driven between the two by the pistons; it is typically in a V-formation with
the pistons joined at the same point on a crankshaft.
2. The beta configuration has a single cylinder with a hot end and a cold end, containing a
power piston and a 'displacer' that drives the gas between the hot and cold ends. It is
typically used with a rhombic drive to achieve the phase difference between the displacer
and power pistons, but they can be joined 90 degrees out of phase on a crankshaft.
3. The gamma configuration has two cylinders: one containing a displacer, with a hot and a
cold end, and one for the power piston; they are joined to form a single space with the same
pressure in both cylinders; the pistons are typically in parallel and joined 90 degrees out of
phase on a crankshaft.
Gamma configuration operation
A gamma Stirling is simply a beta Stirling in which the power piston is mounted in a separate
cylinder alongside the displacer cylinder, but is still connected to the same flywheel. The gas in
the two cylinders can flow freely between them and remains a single body. This configuration
produces a lower compression ratio because of the volume of the connection between the two but
is mechanically simpler and often used in multi-cylinder Stirling engines.
Figure 3: Gamma Stirling configuration
7
2.4 Key Parts
1. Displacer:
The displacer is a special-purpose piston, used in Beta and Gamma type Stirling engines, to
move the working gas back and forth between the hot and cold heat exchangers. Depending on
the type of engine design, the displacer may or may not be sealed to the cylinder, i.e. it may be
a loose fit within the cylinder, allowing the working gas to pass around it as it moves to occupy
the part of the cylinder beyond.
Figure 4: Displacer
2. Power Piston:
The gamma type Stirling Engine has one power piston and one displacer. Displacer is located
inside the displacer cylinder, and the power piston does the work for the engine. Usually the
power piston has a smaller diameter than the displacer.
Figure 5: Power Piston
8
3. Heat Sink:
The heat sink is typically the environment at ambient temperature. In the case of medium to
high power engines, a radiator is required to transfer the heat from the engine to the ambient air.
For our v4 sterling engine, the heat sink is located on the colder side of the displacer and it
serves the purpose of dissipate the heat so that the temperature on both sides of the displacer is
as great as possible, thus granting the engine the best efficiency achievable. Other cooling
systems can be used to increase the efficiency of the engine but the most common type is a
heat sink.
4. Gas [WORKING FLUID]:
This one of the most important components for the reason that the substance for which the
engine is operating in directly impacts the engine performance. When charged up (extracting
all of the air in the chamber and filling it with helium) the engine’s rpm and efficiency can be
increased to up to 4 times.
Figure 6: Gas [Working Fluid]:
9
5. Fly Wheel:
Only the first stage of the cycle of the engine produces work, the fly wheel is attached to build
up momentum and keep the machine operating smoothly.
Figure 7: The Fly Wheel
6. Heat Source:
This is crucial for the engines operation. Once this fails to provide heat for the engine, the
system will still produce mechanical energy but will reach to a stop point after some time. The
heat source is required to keep the engine running.
A Stirling engine can run on fuels that would damage other engines type's internals, such
as landfill gas, which may contain siloxane which can deposit abrasive silicon dioxide in
conventional engines.
Other suitable heat sources include concentrated solar energy, geothermal energy, nuclear
energy, waste heat and bioenergy. If solar power is used as a heat source, regular solar
mirrors and solar dishes may be utilized. The use of Fresnel lenses and mirrors has also been
advocated, for example in planetary surface exploration. Solar powered Stirling engines are
increasingly popular as they offer an environmentally sound option for producing power while
some designs are economically attractive in development projects.
Figure 8: Heat source for our Stirling engine
10
7. Crank Shaft:
The crank shaft determines the phase change between the power piston and the displacer.
Figure 9: Single Crank Shaft
Figure 10: Crank Shaft assembly
11
3. EXPERIMENTS AND DISCUSSION
After the V4 Stirling Engine was assembled, we run several tests to measure the performance of
the whole engine, the resistance of the engine, and we also measure the different working
temperatures of the Stirling Engine.
During these testes, we had assembled and disassembled every time that we need to change the
components, mostly the Pistons, crankshaft and the displacer.
The tests were carried out by running the engine at different temperatures and recording the
corresponding torque and rotation speeds of a load (propeller). The rotational speed was recorded
using a photo tachometer; the torque was recorded using a torque transducer. Also, other factors
were observed for which affected the engines performance.
Creating a difference in temperature between the engine’s hotter side and colder side is crucial for
the engine’s performance. This heating process takes some time before the engine can run
smoothly. Allow the difference of temperatures to reach the minimum degree for the engines
operation. Depending on the pressure inside the engine; when charged with H2 gas this difference
is around 40-50∘C and when normal ambient air is used 20-30∘C.
This process varies depending if the engine is charged or not; if the engine is charged this
difference of temperature takes approximately 5 to 7 minutes and if not charged it takes around 10
to 15 minutes. Once the appropriate temperature is reached, apply force to the engine’s flywheel
start the engine’s motion. The Initial kinetic motion is required only for the engine start up, after
that the engine should run by itself. If for some reason after the initial force application the engine
does not start, allow the heating process to continue for 5 more minutes and perform a subsequent
attempt.
For demonstration purposes we installed a fan and some LED arrangements with a dynamo to
show some applications for the engines output energy. If for some reason the engine’s rpm needs
to be reduced, we disconnect the heater from its power source. It is also necessary to keep the
temperature of the water in the water tank around 40∘C to keep the engine running at a good
efficiency; after some time the tanks water needs to be substituted with fresh, room temperature
water. Some of these procedures need an improve method.
During the testes, the V4 Sterling engine became unavailable to use after its displacer overheated,
melting the silicon inside and leaving the motor in need for a replacement of such part.
Due to the reason above the Advisor suggested the project’s topic should take a slight detour into
creating the group’s own Sterling engine.
12
Figure 11: V4 Stirling engine under assembly
13
Figure 12: Complete working V4 Stirling engine
14
4. EXPERIMENTAL RESULTS:
The following charts and plot are a visual representation for the data taken on single piston and
two-piston Stirling engine under the supervision of DR. WEN-LIH CHEN.
The manipulated variables for the single piston Stirling engine were heater power and the pressure
of the working fluid.
The measurements taken were the temperature [⁰C] and RPM, while the torque was calculated
from its formula. As a controlled parameter, all of the values for the single piston Stirling engine
were taken using a 14 cm diameter displacer.
The manipulated variables for the two-piston Stirling engine were the heater power, pressure of
the working fluid and the type of thermal couple.
The measurements taken were the temperature [⁰C] and RPM, while the torque was calculated
from its formula.
On the tables show the values for the data taken when the temperature ranged around 110 to 410
degrees Celsius as well as some notes the professor gave while performing the experiments.
The graphs were plotted by using the MATLAB engineering software and each table of data sets
yields three plots which use the values for torque, RPM and temperature to create the line shown.
The graphs serve as a tool for predicting or estimating the behavior of the Stirling engine when
parameters, such as the ones described above, are manipulated.
15
4.1 Charts for Experimental Data
Stirling Engine Model V1
Temperature[C] RPM Torque[N*m] Observations 55:15
110 609 2 bar H2
160 950 1.6 3kW Heater
210 1126 1.94
260 1268 2.47
310 1408 2.82
360 1500 3.15
410 1600 3.65
Figure 13: Data Table Model V1 I
Temperature[C] RPM Torque[N*m] Observations 55:15
110 756 3 bar H2
160 1125 1.96 3kW Heater
210 1310 2.65
260 1462 3.26
310 1625 3.9
360 1745 4.42
410 1864 4.47
Figure 14: Data Table Model V1 II
16
Temperature[C] RPM Torque[N*m] Observations 60:15
160 1160 2.41 3.5 bar H2
210 1344 3.29 3kW Heater
260 1532 3.74 Starting at 60C
310 1660 4.39
360 1796 4.99
410 1911 5.45
Figure 15: Data Table Model V1 III
Temperature[C] RPM Torque[N*m] Observations 60:15
110 907 4 bar H2
160 1209 2.55 3kW Heater
210 1456 3.53 14cm displacer
260 1632 4.34 Starting at 65C
310 1776 5.04
360 1921 5.63
400 2010 5.99
Figure 16: Data Table Model V1 IV
17
Stirling Engine Model V2
Temperature[C] RPM Torque[N*m] Observations 75:15
110 1090 6kW Heater
160 1370 4.53 2 bar H2
210 1554 5.4 Slower thermal
260 1720 5.96 couple
310 1825 6.64
360 1943 7.45
410 2090 8.31
Figure 17: Data Table Model V2 I
Temperature[C] RPM Torque[N*m] Observations 60:15
110 1232 3.3 6kW Heater
160 1555 4.6 2.5 bar H2
210 1780 5.34 Faster thermal
couple
260 1962 6
310 2123 6.55
360 2240 7.1
Figure 18: Data Table Model V2 II
18
Temperature[C] RPM Torque[N*m] Observations 60:15
110 1350 3.6 6kW Heater
160 1680 5.1 3 bar H2
210 1930 5.9 Slower thermal
couple
260 2120 6.61 Starts at 50C
310 2250 7.22
Figure 19: Data Table Model V2 III
Temperature[C] RPM Torque[N*m] Observations 60:15
110 1300 3.57 6kW Heater
160 1650 4.7 3 bar H2
210 1890 5.88 Faster thermal
couple
260 2085 6.5 Starts at 50C
310 2270 7.25
360 2374 7.8
Figure 20: Data Table Model V2 IV
19
4.2 Plot Graphs for Experimental Data
Stirling Engine Model V1
Notes [55:15]
-14cm Displacer
-2bar H2
-3kW Heater
Figure 21: Plot Model V1 I RPM vs T
100 150 200 250 300 350 400 450600
700
800
900
1000
1100
1200
1300
1400
1500
1600
Stirling Model V1Rpm vs Temperature
Temperature[C]
RP
M
20
Figure 22: Plot Model V1 I τ vs T
Figure 23: Plot Model V1 I τ vs RPM
150 200 250 300 350 400 4501.5
2
2.5
3
3.5
4
Stirling Model V1Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
900 1000 1100 1200 1300 1400 1500 16001.5
2
2.5
3
3.5
4
Stirling Model V1Torque vs RPM
RPM
Torq
ue[N
*m]
21
Notes [55:15]
-14cm Displacer
-3bar H2
-3kW Heater
Figure 24: Plot Model V1 II RPM vs T
100 150 200 250 300 350 400 450600
800
1000
1200
1400
1600
1800
2000
Stirling Model V1Rpm vs Temperature
Temperature[C]
RP
M
22
Figure 25: Plot Model V1 II τ vs T
Figure 26: Plot Model V1 II τ vs RPM
150 200 250 300 350 400 4501.5
2
2.5
3
3.5
4
4.5
Stirling Model V1Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1100 1200 1300 1400 1500 1600 1700 1800 19001.5
2
2.5
3
3.5
4
4.5
Stirling Model V1Torque vs RPM
RPM
Torq
ue[N
*m]
23
Notes [60:15]
-14cm Displacer
-3.5bar H2
-3kW Heater
-Starting at 60∘C
Figure 27: Plot Model V1 III RPM vs T
150 200 250 300 350 400 4501100
1200
1300
1400
1500
1600
1700
1800
1900
2000
Stirling Model V1Rpm vs Temperature
Temperature[C]
RP
M
24
Figure 28: Plot Model V1 III τ vs T
Figure 29: Plot Model V1 III τ vs RPM
150 200 250 300 350 400 4502
2.5
3
3.5
4
4.5
5
5.5
Stirling Model V1Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1100 1200 1300 1400 1500 1600 1700 1800 1900 20002
2.5
3
3.5
4
4.5
5
5.5
Stirling Model V1Torque vs RPM
RPM
Torq
ue[N
*m]
25
Notes [60:15]
-14cm Displacer
-3.5bar H2
-3kW Heater
-Starting at 60∘C
Figure 30: Plot Model V1 IV RPM vs T
100 150 200 250 300 350 400800
1000
1200
1400
1600
1800
2000
2200
Stirling Model V1Rpm vs Temperature
Temperature[C]
RP
M
26
Figure 31: Plot Model V1 IV τ vs T
Figure 32: Plot Model V1 IV τ vs RPM
150 200 250 300 350 4002.5
3
3.5
4
4.5
5
5.5
6
Stirling Model V1Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1200 1300 1400 1500 1600 1700 1800 1900 2000 21002.5
3
3.5
4
4.5
5
5.5
6
Stirling Model V1Torque vs RPM
RPM
Torq
ue[N
*m]
27
Stirling Engine Model V2
Notes [75:15]
-2bar H2
-6kW Heater
Figure 33: Plot Model V2 I RPM vs T
100 150 200 250 300 350 400 4501000
1200
1400
1600
1800
2000
2200
Stirling Model V2Rpm vs Temperature
Temperature[C]
RP
M
28
Figure 34: Plot Model V2 I τ vs T
Figure 35: Plot Model V2 I τ vs RPM
150 200 250 300 350 400 4504.5
5
5.5
6
6.5
7
7.5
8
8.5
Stirling Model V2Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1300 1400 1500 1600 1700 1800 1900 2000 21004.5
5
5.5
6
6.5
7
7.5
8
8.5
Stirling Model V2Torque vs RPM
RPM
Torq
ue[N
*m]
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Notes [60:15]
-2.5bar H2
-6kW Heater
-Faster thermal couple
Figure 36: Plot Model V2 II RPM vs T
150 200 250 300 350 400 4501200
1400
1600
1800
2000
2200
2400
Stirling Model V2Rpm vs Temperature
Temperature[C]
RP
M
30
Figure 37: Plot Model V2 II τ vs T
Figure 38: Plot Model V2 II τ vs RPM
150 200 250 300 350 400 4503
3.5
4
4.5
5
5.5
6
6.5
7
7.5
Stirling Model V2Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1200 1400 1600 1800 2000 2200 24003
3.5
4
4.5
5
5.5
6
6.5
7
7.5
Stirling Model V2Torque vs RPM
RPM
Torq
ue[N
*m]
31
Notes [60:15]
-3bar H2
-6kW Heater
-Slower thermal couple
-Starts at 50∘C
Figure 39: Plot Model V2 III RPM vs T
100 150 200 250 300 3501300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
Stirling Model V2Rpm vs Temperature
Temperature[C]
RP
M
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Figure 40: Plot Model V2 III τ vs T
Figure 41: Plot Model V2 III τ vs RPM
100 150 200 250 300 3503.5
4
4.5
5
5.5
6
6.5
7
7.5
Stirling Model V2Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1200 1400 1600 1800 2000 2200 24003.5
4
4.5
5
5.5
6
6.5
7
7.5
Stirling Model V2Torque vs RPM
RPM
Torq
ue[N
*m]
33
Notes [60:15]
-3bar H2
-6kW Heater
-Faster thermal couple
-Starts at 50∘C
Figure 42: Plot Model V2 IV RPM vs T
100 150 200 250 300 350 4001200
1400
1600
1800
2000
2200
2400
Stirling Model V2Rpm vs Temperature
Temperature[C]
RP
M
34
Figure 43: Plot Model V2 IV τ vs T
Figure 44: Plot Model V2 IV τ vs RPM
100 150 200 250 300 350 4003.5
4
4.5
5
5.5
6
6.5
7
7.5
8
Stirling Model V2Torque vs Temperature
Temperature[C]
Torq
ue[N
*m]
1200 1400 1600 1800 2000 2200 24003.5
4
4.5
5
5.5
6
6.5
7
7.5
8
Stirling Model V2Torque vs RPM
RPM
Tor
qu
e[N
*m]
35
5. DESIGN OF STIRLING ENGINE
After the V4 model Stirling Engine became unavailable for use the professor suggested each
student design their own a small Stirling engine based on the research they made. The design that
was selected for manufacturing was a single piston gamma type Stirling Engine whose
components designs are placed on the appendix A.
6. CONCLUSIONS
Global energy production depending on oil is now approaching an all time peak and can
potentially end our industrial civilization. The world now consumes 85 million barrels of oil per
day or 40000 gallons per second and this demand is growing exponentially. Oil is now being
consumed four times faster than it is being discovered and the situation is becoming critical.
With this energy base dwindling, there is simply not enough time to replace a fluid so cheap,
abundant, versatile, and rich in energy, easy to use, store, and transport.
Nothing has the bang for the buck of oil and nothing can replace it in time either separately or in
combination. For example wind, waves and other renewable sources are all pretty marginal and
also take a lot of energy to construct and require a petroleum platform to work off.
These being the case, anything we make, if we expect them to be long-lasting needs to be with
cheap local materials. They also must not over-use resources such as wood, which is in limited
supply.
All these in mind, that’s why we aim to build stirling engine from an affordable material, that can
run directly on any available heat source, not just one produced by combustion, so they can be
employed to run on heat from solar, geothermal, biological or nuclear sources; can operate at
relatively low pressure and thus are much safer than typical steam engines.
The Low operating pressure allows the usage of less robust cylinders and of less weight therefore
can be built to run very quietly and without air, for use in submarines.
Stirling engines also hold promise as aircraft engines. They are quieter, less polluting, gain
efficiency with altitude (internal combustion piston engines lose efficiency), are more reliable due
to fewer parts and the absence of an ignition system, produce much less vibration (airframes last
longer) and safer.
From this project report, we hope more attention will be given to the development of more Stirling
engine that are very simple, reliable and capable of solving the alarming global energy supply
problems.
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7. REFERENCES
https://en.wikipedia.org/wiki/Stirling_engine
http://www.oildecline.com/
http://peswiki.com/index.php/Stirling_engine
https://en.wikipedia.org/wiki/Stirling_engine#Configurations
http://auto.howstuffworks.com/stirling-engine.htm
http://www.explainthatstuff.com/how-stirling-engines-work.html
http://www.mpoweruk.com/stirling_engine.htm
http://www.robertstirlingengine.com/advandisadvan.php
http://www.renewableenergyworld.com/index/tech/why-renewable-energy.html
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