AUTOMOTIVE STIRLING ENGINE

A PROJECT REPORT

UDP

Submitted by

KRUNAL JAYESHKUMAR GANDHI

(130370119077)

In fulfilment of award of degree

Of

BETCHLOR OF ENGINEERING

in

MECHANICAL ENGINEERING

PARUL INSTITUTE OF ENGINEERING &

TECHNOLGY

P.O. Limda, Ta. Waghodia,

Dist. Vadodara-371760

Gujarat, India.

Gujarat Technological University, Ahmedabad

2016-17

A|Page
 Parul Institute of Engineering & Technology

Mechanical Engineering

2016-17

CERTIFICATE

Date:

This is to certify that the dissertation entitled “Automotive Stirling Engine” has been
carried out by

KRUNAL GANDHI (130370119077)

JAGDISH KARENA (130370119103)
PARTH JAGATIYA (130370119102)
RAHUL JHA (130370119113)

Under my guidance in fulfilment of the degree of Bachelor of Engineering in

MECHANICAL (7th Semester) of Gujarat Technological University, Ahmedabad
during the academic year 2016-17.

Prof. DEMANLAL SAHU

Project guide

Prof. JALPA ZALAVADIYA

Head of the department

Mechanical Engineering

A|Page
GTU certificate

A|Page
Certificate obtained from the Plagiarism checking

A|Page
 GUJARAT TECHNOLOGICAL UNIVERSITY
[UNDERTAKING ABOUT ORIGINALITY OF WORK]

We hereby certify that we are the sole authors of this UDP project report and that neither any part of
this UDP project report nor the whole of the IDP Project report has been submitted for a degree by
other student(s) to any other University or Institution.
We certify that, to the best of our knowledge, the current UDP Project report does not infringe upon
anyone’s copyright nor violate any proprietary rights and that any ideas, techniques, quotations or
any other material from the work of other people included in our UDP Project report, published or
otherwise, are fully acknowledged in accordance with the standard referencing practices.
Furthermore, to the extent that we have included copyrighted material that surpasses the boundary of
fair dealing within the meaning of the Indian Copyright (Amendment) Act 2012, we certify that we
have obtained a written permission from the copyright owner(s) to include such material(s) in the
current UDP Project report and have included copies of such copyright clearances to our appendix.
We have checked the write up of the present UDP Project report using anti-plagiarism database and
it is in the allowable limit. In case of any complaints pertaining to plagiarism, we certify that we shall
be solely responsible for the same and we understand that as per norms, University can even revoke
BE degree conferred upon the student(s) submitting this UDP Project report, in case it is found to be
plagiarised.

Team:
Enrolment number
Name Signature
130370119077 KRUNAL JAYESHKUMAR GANDHI
130370119103 JAGDISH HIRABHAI KARENA
130370119102 PARTH JAGATIYA
130370119113 RAHUL RAMAN SHUBHKANT JHA

Place: Date:

Name of Guide
Prof. DEMANLAL SAHU Signature of Guide

A|Page
 ACKNOWLEDGEMENT

We would like to take this opportunity to express our profound gratitude and deep regard to our

Project Guide, Professor DEMANLAL SAHU, for his exemplary guidance, valuable feedback and

constant encouragement throughout the duration of the project. His valuable suggestions were of

immense help throughout our project work. His perceptive criticism kept us working to make this

project in a much better way. Working under him was an extremely knowledgeable experience for

us.

We wish to express our warm sincere thanks to Prof. JALPA ZALAVADIYA (H.O.D of

Mechanical engineering department, PIET) for her support and facilities provided by her in college.

We would also like to give my sincere gratitude to all the friends and colleagues who filled in the

survey, without which this research would be incomplete.

Finally, thank you PARUL INSTITUTE and we are indebted to others who helped us directly or
indirectly during this project.

i|Page
 ABSRACT

This report presents the culmination of work by team and individual. It describes an
engine invented in early 19th century, the Stirling engine was regarded as laboratory
curiosity and was not taken seriously by the engineering community. The Stirling
engine has attracted much attention over the years. Its advantages like high efficiency
and the ability to use a wide variety of fuels have made it a serious attention toward
alternative power sources, especially in automotive applications. The objective of the
project to develop an Automotive Stirling Engine and focusing on concurrent engine
and component development.

ii | P a g e
 List of Figure and Tables
Figure No. Figure Description Page No.

1 Robert stirling engine 6

2 Stirling engine types 7
3 Ross yoke construction 8
4 Double acting 10
5 Solar stirling 10
6 Low differential stirling 10
7 Stirling engine in 1979 AMC spirit 10
8 Ford Philips stirling 10
9 P-V Diagram 12
10 T-S diagram 13
11 Alpha configuration 14
12 Trigonometric substitutions 17
13 Normalized pressure vs. composite angle 21
14 Stirling engine product spinoff 26
15 MOD-II engine cross section 27
16 External heat system 28
17 Combustor 30
18 Fuel nozzle 31
19 Typical annular hot engine system 32
20 Typical annular heater head 33
21 Regenerator assembly 34
22 Piston protruding through coolers 35
23 Seal Housing 36
24 Piston 37
25 Piston and Connecting rod 38
26 Bearings 39

Table No. Table Description Page No.

1 MOD-I and MOD-II engine 42

List of Symbols, Abbreviations and Nomenclature

iii | P a g e
Nomenclature Description

iv | P a g e
T Temperature
P Pressure
M Mass
R Gas Constant
V Volume
W Work

Abbreviations Description
e Expansion Space
c Compression Space
r Regenerator
k Rejector
h Acceptor
sw swept

Symbols Description
Tk Temperature at Rejector
Th Temperature at Acceptor
Vc Volume at Compression Space
Ve Volume at Expansion Space
Wc Work of Compression
We Work of Expansion
η Efficiency

Content

v|Page
Acknowledgement…………………………………………………………… i

vi | P a g e
Abstract………………………………………………………………………. ii
List of Figures………………………………………………………………... iii
List of Tables…………………………………………………………………. iii
List of Abbreviations………………………………………………………… iv
Table of Content……………………………………………………………… v
Chapter-1 Introduction……………………………………………………… 1
1.1 Problem summary…………………………………………………………. 2
1.2 Aim and Objective ……………………………………………………….... 2
1.3 Problem specification……………………………………………………… 3
1.4 Literature review and Prior art search (PAS)………………………………. 3
Chapter-2 Stirling Engine A Synopsis ………………………………………. 4
2.1 About: Stirling Engine……………………………………………………… 5
2.2 History of Stirling 6
engine……………………………………………………
2.3 Types of stirling engine…………………………………………………….. 7
2.4 Advantages and Limitation of Stirling engine……………………………… 8
2.5 Area of application of Stirling 9
engine……………………………………….
Chapter-3 Stirling cycle 11
Thermodynamics…………………………………...
3.1 Stirling cycle………………………………………………………………... 12
3.2 Conversion efficiency………………………………………………………. 13
3.3 Practical Regeneration cycle..........………………………………………… 13
3.4 Schmidt analysis for Stirling engine……………………………………….. 15
Chapter-4 Important Parts of Automotive Stirling Engine………………… 24
4.1 Automotive stirling engine…………………………………………………. 25
4.2 The stirling engine system………………………………………………….. 25
4.3 External heat system………………………………………………………... 27
4.4 Hot engine system………………………………………………………… 32

vii | P a g e
4.5 Cold engine/Drive system………………………………………………… 34
Chapter-5 Current Automotive stirling engine……………………………. 40
5.1 Philips-Ford program……………………………………………………… 41
5.2 United stirling engine……………………………………………………… 41
5.3 General Motor engine……………………………………………………… 41
5.4 MOD-I and MOD-II engine……………………………………………….. 42
Appendix-1
Periodic progress report (PPR)…………………………………………………. 43
Appendix-2
Patent search Analysis Report (PSAR)…………………………………………. 48
Appendix-3
Design Engineering Canvases………………………………………………….. 62
References………………………………………………………………………. 64

viii | P a g e
 Chapter 1
ITRODUCTION

1|Page
 INTRODUCTION

1.1 PROBLEM SUMMURY:

Interest in the application of Stirling engines to serve as variety of power producing

device. This interest has been generated principally by the potentials for high
efficiency and low emissions offered by the Stirling engine. Also it has inherent
quietness and capability to operate with a variety of fuels or using a variety of heat
sources.

This project is directed toward the development of such Stirling engine which is the
possible alternative of the spark-ignition engine. With these advantages over IC
engine, the Stirling engine is constrained in terms of weight to power ratio is higher
and cold starting. So the prior goal of this project to come out such limitation of
Stirling engine and to develop efficient and flexible Stirling engine system.

1.2 AIM AND OBJECTIVES:

The objectives of this analysis are to:

• The first objective includes reduced weight of engine per unit power producing
capacity by optimizing numbers of components and assemblies used in the engine.

• The second objective includes reducing size of the radiator by increasing heat
transfer capacity and design consideration.

• The third objective is to develop an engine for multiple fuel heating systems to
increase flexibility with considering fuel economy of the engine.

• The fourth and important objective is to develop an engine able for the quick start.

• The fifth objective is to reduce emission at the exhaust side of an engine.

2|Page
1.3 PROBLEM SPECIFICATION:
Invented in the early nineteenth century, the Stirling engine was regarded as a
laboratory curiosity and was not taken seriously by the community. The detailed
project objectives addressed various facets of engine development. The
automotive Stirling engine must demonstrate at least a 30% improvement in
combined urban/highway fuel economy over a comparable spark ignition
engine.

1.4 LITERATURE REVIEW / PRIOR ART SEARCH (PAS):

 Stirling engine design manual by William R. Martini, University of
Washington.
 Automotive Stirling Engine Mod II design report, NASA Lewis
Research Center
 “Stirling cycle engine analysis” by David Berchowitz and Israel Urieli.
 G. Walker., Stirling Engines, (1980), 17, Oxford University Press.

3|Page
 CHAPTER 2
STERLING ENGINE
A SYNOPSIS

4|Page
 2.1 ABOUT: STIRLING ENGINE

Stirling engines described as "closed-cycle, regenerative heat engines".

The Stirling Engine works on the property of gases that is they expand when it is
heated and contract when cooled according to Charles' Law. If the gas is contained
within the fixed volume of a cylinder, its pressure is the increase on heating and
decrease on cooling.
The gas is contained in a variable volume container, constructed out from a movable
piston in a cylinder closed at the one end, and increases and decrease in pressure will
cause the piston to move outward and inward. Also, periodic heating and cooling of
gas will cause a reciprocating movement of the piston and this motion can be
converted to rotary motion using a conventional connecting rod and a crankshaft with
a flywheel.

Unfortunately, the rate at which the temperature of the gas can be varied by heating
and cooling the cylinder is limited by the large thermal capacity of practical pistons
and cylinders. This problem can be overcome by providing one end of the cylinder at a
constant high temperature and the other end of it at a constant cold temperature this
cause moving of gas from one end of the cylinder to the other. This is accomplished
by means providing of a loose fitting piston which is also known as the displacer that
moves back and forth inside the cylinder space. When the displacer moves between its
extreme position and the gas goes to leaks from the gap between the displacer and wall
of the cylinder.
The displacer produces no power itself and only uses enough energy to circulate the
gas within the cylinder. Power is extracted from the thermal system by using the
volume/pressure variations of the gas at the cold end of the cylinder to push a separate

5|Page
"power piston" back and forth. Many different piston and displacer configurations are
possible are described in next part.

2.2 HISTORY OF STERLING ENGINE:

The Stirling engine is perhaps the simplest form of engine. The engine, then called the
economiser, was first developed and patented by Rev. Robert Stirling in Edinburgh,
Scotland in 1816. Robert Stirling not only developed and built heat engines, but was
also a reverend in the Church of Scotland. His engine was later explained and further
developed by Professor McQuorne Rankine in the mid 1800's.

However, the engine was never developed for common use.

The Stirling engine always took a back seat to more popular engine designs such as
the steam engine and the internal combustion engine. But today as people have
forecasted an eventual end to the fossil fuel source, the Stirling engine concept has
regained the interest of many developers.

The engine can run on a variety of fuel sources and has a work output far closer to the
theoretical ideal efficiency than most engines. Progress has come a long way, and
there are several companies now who develop Stirling engines. There has even been
built a Stirling engine that delivers 5000 hp.

6|Page
 Figure.1 Robert Stirling engine
2.3 TYPES OF STRILING ENGINE:

Mainly there is three types of Stirling engine based on way of movement of working
gas between hot and cold sides of engine.
1. Alpha type configuration
2. Beta type configuration and
3. Gamma type configuration

An alpha Stirling contains two power pistons in separate cylinders, one hot and one
cold. A beta Stirling has a single power piston arranged within the same cylinder on
the same shaft as a displacer piston. A gamma Stirling is simply a beta Stirling in
which the power piston is mounted in a separate cylinder alongside the displacer
piston cylinder, but is still connected to the same flywheel.

7|Page
 Figure.2 Stirling engine types
But other types are rotary Stirling, Fluidyne engine (Fluidyne heat pump), Ringbom
engine, Two-cylinder Stirling with Ross yoke, Franchot engine, Flat Stirling engine,
Free piston Stirling engines and Double-acting type Stirling engine.
Some of above are Ross Yoke and Double acting type Stirling engine as shown in
figure below.

8|Page
 Figure.3 Ross yoke construction

Figure.4 Double acting

2.4 ADVANTAGES AND LIMITATION OF STIRLING ENGINE:

There is in atmosphere like in case of an internal combustion engine, combustion is

continuous outside of cylinder. In addition, its design is such as the engine is easy
balance and generates few vibrations. As it is possible to make it work in cogeneration

9|Page
(mechanical and caloric powers), the overall efficiency can be very high. The
multitudes of possible hot sources like fossil fuels, solar energy, thermal waste heat,
geothermic energy etc. The technological simplicity makes it possible to have an
engine with very great reliability and requiring little maintenance. The ecological
aptitude to respond to the environmental requirements on air pollution.

While on the other hand its cost is probably the most important problem. The
problems of sealing are difficult to solve as soon as one wishes to have high pressure
of operation. Gas choice also are limited as it has considerable effect of efficiency of
engine. The fast and effective variation of power are difficult to obtain with Stirling
engine. This one is more qualified to run with constant nominal output. This point is
great handicap for utilization in car industry.

2.5 AREA OF APPLICATION OF STIRLING ENGINE:

Applications of the Stirling engine range from mechanical propulsion to heating and
cooling to electrical generation systems. Hence they are useful in mechanical power
and propulsion system, automobiles, marine, electric vehicles, aircraft engine, pump
engine, solar power generation, CHP (combined heat and power), Nuclear power,
Stirling cryocoolers, heat pump and refrigeration and desalination and more.

10 | P a g e
 Figure.5 Solar Stirling Figure.6 Low differential
Stirling

Fig.7 Fig.8
Stirling Engine in 1979 Ford Philips Stirling
AMC Spirit

As above figures clearly shows that Stirling engine is useful in varieties of

applications and it can also use conventional sources of heat like solar and geothermal
etc.

11 | P a g e
 CHAPTER 3
STERLING CYCLE
THERMODYNAMICS

12 | P a g e
3.1 STIRLING CYCLE:
The Stirling cycle is a thermodynamic cycle that describes the general class of Stirling
devices. The idealized Stirling cycle consists of four processes acting on the working
fluid as shown in figure 1.

Fig.9 P-V Diagram

I. Isothermal expansions:
The expansion space is heated externally, and the gas undergoes near-
isothermal expansion.
II. Isochoric heat removal:
The gas is passed through the regenerator, thus cooling the gas, and
transferring heat to the regenerator for use in the next cycle. The process is also
known as constant volume or isovolumetric.
III. Isothermal compression:
The compression space is intercooled, so the gas undergoes near-isothermal
compression.
IV. Isochoric heat addition:
The compressed air flows back through the regenerator and picks up heat on the
way to the heated expansion space.

13 | P a g e
 At any rate, the efficiency and cycle power are nearly as good as an actual
implementation of the idealized case. Stirling cycle that features isothermal
heat-addition and heat-rejection processes, which is an altered version of the
Carnot cycle in which the two isentropic processes featured in the Carnot cycle
are replaced by two constant-volume regeneration processes.

3.2 Conversion Efficiency:

Fig. 10 T-S diagram

The theoretical efficiency η of the Stirling engine is given by Carnot’s law thus:

η = (Th - Tc)/Th or
η = 1 - Tc/Th

Where Tc is the temperature of the gas when it is cold and Th is the temperature of the
gas when it is hot.

Practical engines with efficiencies of 50% have been produced. This is double the
typical efficiency of an internal combustion engine which has greater pumping and air
flow losses in the engine and heat losses through the exhaust gases and cooling
system.

3.3 Practical Regenerative cycle:

To illustrate practical regeneration cycle we will consider practical version of a two
piston (Alpha configuration) machine as shown in figure.

14 | P a g e
It consists of an engine with both piston coupled to a locomotive compression and
expansion volumes. They are coupled by duet containing regenerator and additional
heat exchanges.
In operation of this engine significant separation from ideally arise as a consequently
of continuous rather than discontinuous motion of pistons. Their results in a P-V
diagram which is smooth continuous envelope.
The process of compression and expansion do not take place in one ar other of two
spaces, So that three P-V diagram may be drawn one for compression space, one for
expansion space and one for total enclosed volume, which includes the ‘dead space’. It
is that part of working space not swept by piston and includes cylinder clearance
space, avoid volume of regenerative and other heat exchanger space, and avoid
volume of regeneration and other heat exchanger and the internal volume of associated
ducts and ports. The difference in areas of expansion and compression on P-V diagram
is not cycle output i.e. indicated work available for overcoming mechanical friction
losses and for providing useful power to engine crank shaft.
In a cycle where process of compression and expansion are isothermal and there are
no friction losses. Difference in the areas of expansion and compression space diagram
will be found to be exactly equal to area of P-V diagram total working spaces.
In a practical engine of course this does not obtain because aerodynamics flow losses
in regenerator and other heat exchanger cause difference in pressure of working fluid
in compression and expansion spaces.
[These flow losses are important as they cause decrease in area of expansion spaces on
P-V diagram]

Fig.11 Alpha configuration

15 | P a g e
3.4 SCHMIDT ANALYSIS FOR STIRLING ENGINES:

The apparent conceptual simplicity of the Stirling engine belies its intractability to
mathematical analysis. The difficulty of describing even idealized models of the
engine in terms of simple closed-form equations is one of the primary reasons for the
widespread scepticism and lack of understanding which exists even today.
Gustav Schmidt of the German Polytechnic Institute of Prague published an analysis
in 1871 in which he obtained closed form solutions of these equations for the special
case of sinusoidal volume variations of the working spaces (Schmidt 1871). This
analysis is still used today as the classic Stirling cycle analysis.
This analysis is still used today as the classic Stirling cycle analysis. It was derived in
order to describe the highly successful Lehmann stirling engine.
The driving mechanism does not produce sinusoidal motion. Schmidt derived the
equivalent mechanism which by means of an imagined, infinitely long thrust-rod,
would attain the true movement (sinusoidal motion) of the working and displacer
pistons.
The Lehmann engine piston seal was ingeniously constructed similarly to a bicycle
pump, allowing limited pressurized operation. 'The working piston is isolated by
means of a leather sleeve turned towards the inside. So long as the air inside the
machine has a higher pressure than the outside atmosphere, this sleeve effectively
prevents the escape of air towards the outside. However as soon as the pressure inside
sinks below the ordinary atmospheric pressure, it permits the entrance of external air
into the machine.
Schmidt was acutely aware of the advantages of operating the cycle at a higher
pressure, and further states.
Undoubtedly this is the only system which holds any promise for the future, because
with high pressure one can use lower temperatures and therefore produce a durable
machine.

16 | P a g e
Principal assumptions of the Schmidt cycle:

1. The regenerative process is perfect.

2. The instantaneous pressure is the same throughout the system.
3. The working fluid obeys the characteristic gas equations, PV=RT.
4. There is no leakage and the mass of working fluid remains constant.
5. The volume variations in the working space occur sinusoidal.
6. There are no temperature gradients in the heat exchangers.
7. The cylinder wall and piston temperatures are constant.
8. There is perfect mixing of the cylinder constants.
9. The temperature of the working fluid in the dead volumes is constant.
10. The speed of the machine is constant.
11. Steady state flow conditions are established.

Nomenclature Subscripts
T- Temperature c -Compression Space
P- Pressure e -Expansion Space
M- Mass r -Regenerator
R-Gas Constant k -Rejector
V-Volume h -Acceptor
W-Work sw -swept
The analysis,
The approach taken by Schmidt for the analysis follows

[ ]
−1

p=MR
Vc Vk
+ +
Th
Vrln ( )
Tk Vh Vc
+ +
(A.1.1)
Tk Tk ( Th−Tk ) Th Th

17 | P a g e
The sinusoidal volume variations are given in equations as follows:

Vswc (1+cosθ)
Vc=Vc 1 c+ (A.1.2)
2
Vswe[1+cos ( θ+ α )]
Vc=Vc 1e+ (A.1.3)
2

Substituting (A.1.2) and (A.1.3) in (A.1.1) and simplifying we obtain

Where

Referring to figure.12 we consider the following trigonometric substitutions:

Where

And

18 | P a g e
 Figure.12 Trigonometric substitutions.
Substituting equations (A.1.5) and (A.1.6) into equation (A.1.4) and
simplifying, we obtain

Where

Equation (A. 1.9) is the 'equation of the caloric line' and has essentially the same form
as that derived by Schmidt. The maximum and minimum values of pressure are easily
evaluated for the extreme values of cos ϕ:

The average pressure over the cycle is given by

From tables of integrals (Dwight 1961), equation (A.1.12) reduces to

19 | P a g e
Equation (A. 1.13) is the most convenient method of relating the total mass of working
gas to the more conveniently specified mean operating pressure and is used for this
purpose throughout the report.
Work is done by the engine on the surroundings by virtue of the varying volumes of
the working spaces Vc and Ve. The total work done by the engine is therefore the
algebraic sum of the work done by the compression and expansion spaces.

Over a complete cycle we have

Differentiating equations (A.1.2) and (A.1.3), the volume derivatives are

Substituting equations (A.1.17), (A.1.18) and (A.1.9) into equations (A.1.14) and
(A.1.15), we obtain

The following approach to the solution of integrals (A. 1.19) and (A. 1.20) is
somewhat different from that due to Schmidt. However, it is considered by the authors
to be more easily comprehended.

20 | P a g e
The Fourier series expansion of the pressure function is first considered. It is shown
that only one of the terms of this expansion will return a non-zero integral. This
integral is then evaluated, giving the exact solution.
The Fourier series expansion of p (0) in equation (A. 1.9) is given as follows

Where

Now, referring to the graph of equation (A.1.9) for a typical value of b (figure A. 1.3)
we observe that p (ϕ) is an even function of ϕ and can thus be represented exclusively
by the cosine terms. Equation (A. 1.2 1) thus reduces to

Substituting equations (A.1.22) and (A.1.17) into (A.1.14) we obtain

Expanding equation (A.1.23)

21 | P a g e
It can easily be shown that the first two terms on the right-hand side of equation
(A.1.24) are zero, resulting in

Figure. 13 Normalized pressure p versus composite angle 0.

Evaluating the integral of equation (A.1.25)

Similarly, for the expansion space we find

Now, from equations (A.1.21) and (A.1.9)

22 | P a g e
 Equation (A.1.28) can be evaluated in two steps using tables of integrals, as follows
(Dwight 1961):

Substituting equations (A.1.29) and (A.1.13) into equations (A.1.26) and (A.1.27) we
finally obtain

Equations (A.1.30) and (A.1.31) are essentially the same results as those obtained by
Schmidt, and constitute the major analytical results of the analysis.
Now, since the Schmidt analysis is based on the Ideal Isothermal model, the thermal
efficiency should reduce to the Carnot efficiency. The thermal efficiency is defined by
the ratio of the work done by the engine to the heat supplied externally to the engine.
The heat supplied externally is equal to the work done by the expansion space thus:

Substituting equations (A.1.30) and (A.1.31) into equation (A.1.32)

23 | P a g e
Expanding equation (A.1.33) and simplifying

Substituting equation (A.1.7) into equation (A.1.34) and simplifying, we obtain

Which is the Carnot efficiency.

24 | P a g e
 CHAPTER 4
IMPORATANT PARTS OF
AUTOMOTIVE STERLING
ENGINE

25 | P a g e
4.1 AUTOMOTIVE STIRLING ENGINE:
The Automotive Stirling engine is the application of developed ideal Stirling engine in
automobile area. The Stirling engine has advantages on IC engine like higher thermal
efficiency, uniform torque at low speed, low emission, ability to work with a variety of
fuels and then it also does not require valves arrangement. But the problem like cost,
inflexibility to speed variation, cold starting, and its heavy construction limits its
practical use. But with the progress of technology and effort of engineers proves that
Stirling engine is no more unpractical.

The Automotive Stirling engine is an assembly of various parts and its performance
depends on the function of each part. Before the development of IC engine, a Stirling
engine is the area of interest for scientists and engineers to serve it as an auto vehicle
and water pump and more, but as IC engine came it is avoided by the community. But
the increase in air pollution and looking toward the limited source of fuel gives the
challenge to develop an alternative to an IC engine. Here the Stirling engine perfect
choice for that purpose and it is our step towards to control air pollution and such
problems with the IC engine.

When looking at the history of such efforts of some people to develop that type of an
engine there we all found MODII Stirling engine is best of them according to us. So
our preceding work describes the brief but important about MODII Stirling engine
development.

4.2 THE STIRLING ENGINE SYSTEM:

The Stirling engine application with its manufacturing challenge is depends on type
application as shown here in the figure.

26 | P a g e
 Fig.14 Stirling engine product spin-offs

Here the Stirling engine comprises of three basic system listed as below:
 External Heat system
 Hot Engine system
 Cold engine system
The external heat system coverts the chemical energy of fuel burned into heat flux.
Then the hot engine system contains hot working fluid in a closed volume to convert
this heat flux to a pressure wave which acting on the piston to produce useful work.
Finally, the cold engine or drive system transfer piston motion to connecting rods and
the reciprocating rod motion is converted to rotary motion through a crankshaft. The
engine is also equipped with all the controls and auxiliaries necessary for automotive
operation.

27 | P a g e
 Fig.15 MOD-II Engine Cross Section

4.3 EXTERNAL HEAT SYSTEM:

The external heat system converts the energy in the fuel to heat flux into the closed
working cycle. It consist of a preheater, inlet air and exhaust gas manifolds, insulation
cover, combustor assembly, fuel nozzle, and flame stone. To maximize the fuel
economy this system require high efficiency combined with a low hot mass to reduce
cold start penalty.

28 | P a g e
 Fig.16

The air needed for the combustion is delivered to the engine combustion chamber
from the combustion air blower through two opposing inlet tubes. The inlet air flows
through the preheater is increased by heat transfers from the combustion exhaust gas,
in to plenum between the insulation cover and the combustor. From there it flows at
high speed through ejectors into the combustor mixing tubes, carrying with it with part
of the combustion gas. By recirculating exhaust gases through the combustor, flame
temperature can be reduced. This reduces the amount of nitrogen oxide emission
produced in the combustor.
The air/combustion gas mixture then enters the swirler region of the combustor where
air-atomized fuel is injected through the fuel nozzle and ignited. The burning fuel
releases heat in the combustor increasing the gas temperature to a maximum level.
This causes the combustion gas accelerate toward the heater head.
At the heater head, the combustion gas passes through gaps between tubes and fins,
transferring heat from the combustion waste the stirling cycle trough the thin walls of
the heater head tubes after passing the heater part of the gas mass is recirculated
through the combustor mixing tubes, but the majority forced through the preheater in
to the exhaust manifold.
29 | P a g e
The exhaust gas temperature is reduced in the preheater as heat is transferred through
its walls to the inlet air. The exhaust gas leaves the engine trough two opposed outlet
tubes that extend into tail pipes. Because the continuous combustion system of a
Stirling engine product such low emissions and is quite and clean, the tail pipes do not
require any catalytic converter or muffler.

I. PREHATER AND INLET AIR/ EXHAUST GAS MAIFOLD:

The preheater matrix is a welded plate, counterflow heat exchanger with straight
through air flow channels. Exhaust flow enters an exits trough cross headers at
right angles to a corrugated part in which true counterflow exits. The plate to plate
gaps are kept constant in the header sections by small dimples stamped in each
plate. These bear against flat areas of the adjacent plates to maintain the required
spacing in the counter flow section plate spacing is established and maintained by
the height if the corrugated stamped into the plates. These also introduce
turbulence in the air flow to enhance heat transfer. The 0.1mm thick plates are
made of 253MA alloy. This stainless steel alloy has constituents to improve high
temperature oxidation resistance.

II. CERAMIC PREHEATER:

Because the metallic preheater described above has a relatively high
manufacturing cost and alternative ceramic preheaters has been designed. This
ceramic is mixed oxides, a proprietary material of coolers Porcelain Company.
Although it has a significantly lower manufacturing cost, this preheater has not
yet been developed to the point where it is reliable.

III. INSULATION COVER:

30 | P a g e
 The insulation cover is made with Trotin Kaowool insulation between an outer
aluminium casing and a thin inner stainless steel casing. The cover attached to
the preheater matrix and manifold assembles with a clamp and seal
arrangement.

IV. COMBUSTOR ASSEMBLY:

Due to the hot environment, stainless steel was selected for combustor parts. The
optimal combustion gas recirculation configuration consists of 12 discrete ejector
nozzles in line with 12 radial mixing tubes. These tubes coverage near the centre of
the combustor to form a swirler chamber into which the fuel sprayed.

Fig.17

The combustor liner is designed with a spherically sprayed shell made from
specially textured metal. The mixing-tube locating ring is welded to the liner on its
outward edge, to shield the welds from the combustion zone heat.

This design preserves alignment between ejector nozzles and mixing tubes without
requiring deformation of the combustor liner as in earlier designs. The combustor
neck extends vertically through the center hole in the insulation cover. The fuel

31 | P a g e
 nozzle is bolted to the top face of the neck, clamping one end of the bellows unit,
with the other end welded to the inner cover casing.

V. FUEL NOZZLE:

The fuel nozzle is an n air-atomizing nozzle with 12 orifices that provide a spray
angle of 75o. Atomizing air is supplied internally within the nozzle at a maximum
flow rate and maximum fuel pressure. The ignitor is installed in the center of the
fuel nozzle. The fuel nozzle itself is mounted in the center of the combustor upper
wall, sealed to the insulation cover via the bellows seal.

Fig.18 Fuel nozzle

32 | P a g e
VI. FLAMESTONE:

The flamestone defines the lower wall of the combustor and is located in the center
of the ring of heater head tubes to prevent leakage o combustion gases bypassing
the heater. Together with the insulation on top of the engine block, it acts as a heat
barrier to minimize heat conduction to the cold components. The flamestone is
constructed of a stainless steel frame and post (attached to the engine block)
supporting a composite ceramic shield o Triton Kaowool rigidized insulating fibres
covered with fabric to prevent erosion.

4.4 HOT ENGINE SYSTEM:

The hot engine system consists of two heat exchangers that are directly involved in
the operation of the Stirling cycle, the heater head and the regenerator. Both
contain working gas and impart heat to the gas that, in turn, provides the force to
drive the pistons and thus powers the engine crankshaft.

Fig.19

33 | P a g e
I. HEATER HEAD:

A heater head has three functions. First, it delivers the gas to the top of the piston
to convert high pressure forces into work through the downward motion of the
piston. Second, it passes the gas through a finite length of tube so that heat can be
transferred to it from the combustion gas. This is normally accomplished by
passing gas through many separate tubes, whose external surface is heated by the
combustion gas. The internal surface of the tubes is cooled by the gas which picks
up heat from the tube wall and carries this energy to do the work of the Stirling
cycle. Third, the heater head delivers the hydrogen to the top of the regenerator
through which it must flow on its way to the cooler.

Figures.20 Typical annular heater head

II. REGENERATOR ASSEMBLY:

The regenerator assembly consists of the regenerator matrix and partition wall.
Individual wire-mesh screens are stacked, pressed, and vacuum sintered into a
34 | P a g e
single annular biscuit. This ring is turned on its inner diameter and slipped over the
thin metallic partition wall. The partition wall separates the cylinder/expansion
space from the regenerator flow channel, a n d its cylindrical shell is flanged
outward at the cooler end to act as a spacer between the regenerator and cooler.
This assembly is vacuum brazed and then final machined to ensure inside-to-
outside concentricity.

Fig.21 Regenerator Assembly

4.5 COLD ENGINE/DRIVE SYSTEM:

The cold engine/drive system transfers piston motion to connecting rods and then
converts the reciprocating rod motion to rotary motion. It consists of the engine
block, gas cooler/cylinder liners, seal housing, assemblies, piston and connecting
rod assemblies, crankshaft, bearings, and lubrication and cooling systems. Note
that the gas cooler is the third and final heat exchanger in the closed Stirling cycle.

I. ENGINE BLOCK:

The basis for engine construction is the unified cast iron engine block. This single
structural element establishes the basic geometry of the engine and incorporates a
water jacket, cold duct plates, cross head liners, and a crankcase. It also provides

35 | P a g e
alignment to critical components and an attachment base for the assembly of all
other parts. Control lines are directly embodied in the casting, greatly reducing
external plumbing complexity.

Fig.22 Piston protruding through coolers

II. GAS COOLER/CYLINDER LINER:

The cylinder liner on which the piston rings slide contains the cycle pressure. The
wear surface must be hard; thick and strong enough to contain the pressure and thin
and conductive enough to allow its water-cooled exterior to carry away the heat of
ring friction. In this annular design, end plates drilled for tubes are integral with the
liner making it a kind of spool. Tubes are brazed into the end plates, and at the
same time, segments are brazed to the outer diameter to leave in-and-out coolant
flow windows to the tubed area. The holes in the end plates are drilled in four
concentric rings to give a constant tube center-to-center spacing.

36 | P a g e
III. SEAL HOUSING ASSEMBLY:

The seal housing assembly consists of a pumping Leningrader sliding seal, loading
spring, cap seal, supply bushing, seal seat, and other small parts (such as O-rings)
in a housing-and-cap container. The seal seat extends upward to form a guide for a
spring follower to ensure that spring load is concentric and uniformly applied
around the circumference of the main seal. The seal housing itself incorporates
passages for adding and/or removing hydrogen from the closed Stirling cycle.

Fig.23 Seal housing

IV. PISTON AND CONNECTING ROD ASSEMBLY:

The lightweight piston design integrates the piston base, piston dome, and piston
rod into a single, shrink-fit welded component that is assembled to the connecting
rod and crosshead unit. The crosshead is a separate part, acting in concert with the
wrist pin to form a joint between the connecting rod and piston rod.

The piston configuration includes two sets of rings per piston. The sets are
adequately separated to allow any hydrogen leakage to vent through the piston rod
and relieve any pressure build up between the rings. Venting the gap between the

37 | P a g e
rings minimizes leakage of the hydrogen past the rings. Each set is composed o two
rings; one ring is solid and the other is split. This configuration is termed a split-
solid piston ring. The solid ring minimizes hydrogen leakage between it and the
cylinder wall during engine operation. The split ring ensures cylinder wall contact
during a cold start when a solid ring would not normally seal against the cylinder
wall.

The crosshead is fitted between the yoke arms of the connecting rod and is held in
place with the wrist pin. The wrist pin is pressed into the crosshead to prevent the
pin from slipping. A minimal amount of interference between the two parts is used
to keep the stresses due to the fit at a minimum. This avoids deformation o the
crosshead bearing surfaces and damage to the wrist pin surfaces.

Fig.24 Piston

V. CRANKSHAFT:

One crankshaft carries the crankpins for all four pistons and the hydrogen
compressor crankpin on three main bearings. The result is a very compact

38 | P a g e
crankcase, with a shaft that is stiff enough to allow balancing forces and torques to
be carried through it. That stiffness allows the use of a unit balance. Advantage of
the unit balance technique is that it provides a minimum mass solution to the
balance requirement by taking advantage of inherent cancellations between
imbalance forces.

Fig.25 Piston and connecting rod

VI. BEARINGS:

This incorporates rolling-element bearing technology. The crankshaft rotates in

three main bearings. The front and center main bearings are split-cage roller
bearings that run directly on case hardened journal surfaces of the crankshaft. The
rear main bearing is held in place on the shaft, together with the splined output
drive hub, by a single nut that clamps both parts axially against a shoulder on the
shaft.

The connecting rod crankpin bearings are split-cage roller bearings, wherein the
crankshaft journals act as inner races and the connecting rod bores as outer races.

39 | P a g e
Sizing and selection of the main and crankpin roller bearings were determined by
the operating duty cycles and life objectives set for the engine.

Fig.26 Bearings

VII. LUBRICATION SYSTEM

The oil pump is a driven from the crankshaft by a gear set, which synchronizes the
pump in reverse rotation and also provides a balance function. The pump is
mounted in an extended rear main bearing cap, which hangs from the block into the
oil sump.

VIII. COOLING SYSTEM:

The majority of the cooling system is consistent with automotive practice, but the
higher heat rejection and higher pressure required by the restriction of tubular
coolers in the coolant flow path requires a special pump.

40 | P a g e
 CHAPTER 5
CURRENT AUTOMOTIVE
SRITLING ENGINES

41 | P a g e
5.1 Philips-Ford Programs:
The 4-215 Engine
 200 atmospheres working gas pressure vs. 150 atmospheres for previous
engines.
 First engine with rotary ceramic preheater system
 New air/fuel control system to satisfy dynamic requirements
 New power control system for automobile demands.
 Three times larger than previous swash plate engines.
 Half the specific weight of previous Stirling engines
 Package able within existing engine compartments.
 4000 rpm capability vs. 2000-3000rpm of rhombic drives
 First engine with exhaust gas recirculation
 Unique coolant flow through cooling units
 New lubrication system.
 First engine designed to drive full range of automotive type accessories

5.2 UNITED STIRLING ENGINE:

CYCLE PARAMETERS
 MAX MEAN PRESSURE -200 ATM
 WORKING GAS-- HYDROGEN
 HEATER INSIDE WALL TEMP. -1023 K (1382 F)
 COOLER INSIDE WALL TEMP. -353 K (176 F)
 MAX. ENGINE SPEED -5400 RPM

COMPONENT PARAMETERS
 NUMBER OF CYLINDERS 4
 SWASHPLATEANGLE- 18
 SWEPT VOLUME/CYLINDER-98 CM3
 VOLUMETRIC RATIO OF EXPANSION-COMPRESSION 1.10
 REGENERATORFILLING FACTOR-38%

5.3 GENERAL MOTOR ENGINE:

The GPU 3 Stirling engine has been converted to a research configuration. The engine
was mapped over a limited range at heater gas temperatures from 1100 to 1300" F,
mean compression-space pressures from 200 to 1000 psi, and engine speeds from
1000 to 3500 rpm with both hydrogen and helium as the working fluids. The following
list is a summary of the major results from these tests.

42 | P a g e
1. The maximum power obtained with hydrogen was 6.0 hp at 600 psi mean
compression-space pressure and 1300" F heater gas temperature. The
minimum BSFC was 0.81 lb/hp-hr.
2. The maximum power obtained with helium was 5.25 hp a t 1000 psi man
compression-space pressure and 1200" F heater gas temperature. The
minimum BSFC was 0.99 lb/hp-hr.
3. Both engine output and efficiency increased with increasing pressure level.
However, the relative gain i n power and, particularly, the relative gain in
efficiency decreased as pressure increased.
4. The maximum efficiency (minimum BSFC) for a given pressure level was
obtained a t intermediate speeds with flow losses causing the efficiency to
decrease at high speeds and conduction loses causing a decrease at the low
speeds.

5.4 MOD-I AND MOD-II ENGINE:

MOD-I(1978) MOD-II(1986)
Weigh/Power 8.52 kg/kW 3.35 kg/kW
Manufacturing Cost* $5000+ $1200
Acceleration 36 s 12.4 s**
0-97 km/h
Combined Fuel Economy 8.1 km/L 17.5 km/L
Rare Metals Cobalt None
Seal Life 100 h 2000+ h

Table-1
*Based on 300000 units per year.
**1417-kg car

43 | P a g e
 APPENDIX-1
PERIODIC PROGRESS REPORTS
PPR1:

44 | P a g e
PPR2:

45 | P a g e
PPR3:

46 | P a g e
PPR4:

47 | P a g e
PPR5:

48 | P a g e
 APPENDIX-2
PATENT SEARCH ANALYSIS REPORT
(PSAR)

49 | P a g e
50 | P a g e
51 | P a g e
52 | P a g e
53 | P a g e
54 | P a g e
55 | P a g e
56 | P a g e
57 | P a g e
58 | P a g e
59 | P a g e
60 | P a g e
61 | P a g e
 APPENDIX-3
DESIGN ENGINERING CANVASES

62 | P a g e
63 | P a g e
 REFERENCES

 Automotive Stirling Engine Mod II design report, NASA Lewis Research

Center
 Stirling engine design manual by William R. Martini, University of
Washington.
 “Stirling cycle engine analysis” by David Berchowitz and Israel Urieli.
 G. Walker., Stirling Engines, (1980), 17, Oxford University Press.
 Theory of machines by [Link]
 Stirling Engine – [Link] and Hooper
 Stirling cycle Machines, pub. 1973 Graham walker
 Stirling engine, pub.1980 Graham walker
 The air engine, Stirling cycle power for a sustainable future,
pub. 2007 Allan J. Organ
 [Link]
 [Link]
 [Link]
 [Link]
 [Link]
 [Link]
 [Link]
 [Link]
 [Link]

64 | P a g e