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Research Paper
Can Ç ına, Fatih Aksoy, Hamit Solmaz, Emre Yılmaz, Ahmet Uyumaz
PII: S1359-4311(17)34052-8
DOI: https://doi.org/10.1016/j.applthermaleng.2017.11.132
Reference: ATE 11502
Please cite this article as: C. Ç ına, F. Aksoy, H. Solmaz, E. Yılmaz, A. Uyumaz, Manufacturing and testing of an
α-type Stirling engine, Applied Thermal Engineering (2017), doi: https://doi.org/10.1016/j.applthermaleng.
2017.11.132
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Manufacturing and testing of an α-type Stirling engine
Can Çınar1, Fatih Aksoy2, Hamit Solmaz1, Emre Yılmaz1*, Ahmet Uyumaz3
emreylmz@gazi.edu.tr, auyumaz@mehmetakif.edu.tr
1
Automotive Engineering Departmemetric study
nt, Faculty of Technology, Gazi University, 06500, Teknikokullar, Ankara, Turkey
2
Automotive Engineering Department, Faculty of Technology, Afyon Kocatepe University, 03200, Afyon,
Turkey
3
Department of Automotive Technology, Vocational High School of Technical Sciences, Mehmet Akif
Ersoy University, 15100 Burdur, Turkey
*Corresponding author
e-mail: emreylmz@gazi.edu.tr
Tel.: +90 3122028653
Fax: +90 3122028649
ABSTRACT
This paper presents construction and performance tests of an α-type Stirling engine.
Experiments were performed within the range of 1-4 bars charge pressure with air and
helium as the working fluid. The outer surface of the expansion cylinder was heated
with an electrical heater within the range of heater temperature 800-1000 °C with 50 ºC
increments. The outer surface of the compression cylinder was cooled by circulating
water. Heater temperature and charge pressure were assumed as operating parameters
and the engine torque was measured for different engine speeds with air and helium.
The engine produced a maximum power of 30.7 W at 437 rpm engine speed, at the
heater temperature of 1000 °C and 3.5 bars charge pressure with helium. Engine torque
increased with the increase of charge pressure up to 3 bar then started to decrease. By
1
looking the point of engine speed range of the engine, 1000 oC hot end temperature and
1. INTRODUCTION
Concerns about global warming and climate change are growing all around the world.
Countries are increasingly taking steps to combat climate change and global warming.
Reduction of carbon dioxide (CO2) emission, which is a major greenhouse gas, is the
most important measure in combating global warming [1-3]. CO2 is mostly resulted
from the combustion of fossil-based fuels. In order to achieve low CO2 release level,
diversity of the energy sources must be increased. On the other hand, the world is faced
with the risk of depletion of fossil fuels [4,5]. Because of these concerns, supports to
researches on renewable energy and high efficiency energy conversion technologies has
been increased [6,7]. It was reported that the production of the renewable energy in
Europe increased by 84.4 % between 2003 and 2013 [8]. Renewable energy can be
derived from several energy sources such as wind, internal heat of the earth, solar
radiation, wind, flowing water, and biomasses such as energy crops, and agricultural
wastes [9,10]. However, in order to meet energy demand, high efficient, low-cost and
long-lasting devices that can produce energy from these sources are required.
Stirling engine, which was invented by Robert Stirling in 1816 [11], is capable to run
with any kind of energy including waste heat [12,13]. Stirling engines draw attention
because of their high thermal efficiency. The efficiency of a Stirling engine can reach
Carnot efficiency theoretically [14-16].Moreover they need lower maintenance cost and
they can run with different kinds of energy source [17-19]. The Stirling engine is an
2
externally heated reciprocating device, which operates on a closed thermodynamic cycle
consisting of two isothermal and two constant volume processes. Although the
theoretical thermal efficiency of Stirling cycle is high enough compared to Carnot cycle,
heat transfer resistance, energy losses such as gas leakages and heat losses can be seen
for real Stirling cycle resulting in lower thermal efficiency [20]. These leakages are seen
configuration of the working gas affects the mentioned gas leakages and thermal
efficiency [21,22]. It can be also pointed that charge pressure of working fluid and the
heater temperature are the other important parameters effecting engine efficiency.
Because heat losses could be reduced through expansion cylinder with higher heating
temperature and more charge mixture caused to obtain higher thermal efficiency [23-
25].
Stirling engines are generally classified in two groups as free piston and kinematic
springs and gas pressure. Kinematic Stirling engines includes a drive mechanism such
as crank [17], rhombic [18], lever [19], ross-yoke etc. [26]. According to piston
configurations, Stirling engines are also classified in three groups as alpha, (α) beta (β)
and gamma (γ) [27]. Beta type Stirling engine has one cylinder and both power piston
and displacer are placed coaxially in this cylinder. α and gamma type engines have two
cylinder. In α-type engine both of the cylinders contain a piston. However, in gamma
type Stirling engines, one of the cylinder contains a power piston and the other cylinder
contains a displacer [27, 28]. In the past century, numerous studies were performed
about Stirling engines. The main researches were conducted on manufacturing, testing
3
and development [29-32]. There are also numerical studies to predict the engine
Trayser and Eibling [37] performed a design study to develop 50 W portable solar-
generator for rural applications. It was depicted that a portable, lightweight and reliable
solar-powered Stirling engine can be built with a reasonable cost. The overall efficiency
was 7.5 % and the total cost of the device was 470 dollars. Markman et al. [38]
investigated to reach 200W power density by measuring the thermal flux and
mechanical power loss. Hirata et al. [39] performed a study on a 100 W displacer type
Stirling engine to improve the engine performance efficiently. An analysis model was
buffer space loss and mechanical loss were taken into consideration in the analysis.
Most of the studies were focused on beta-type Stirling engine because of its higher
power density [40]. Therefore there are only a few studies conducted with α-type
Stirling engines. Podesser [41] designed and constructed an α type Stirling engine that
was heated with flue gas of a biomass furnace. The aim of the study was to meet the
electrical demand in rural villages. α type engine was preferred because of its low cost
and maintenance expenditures. Shaft power of the engine reached 3.2 kW with a
working gas pressure of 33 bar at 600 rpm. Engine efficiency was 25 % for same
operation conditions. Batmaz and Ustun [42] designed and manufactured a v-type α
Stirling engine for solar applications. Their engine was having two heater cylinder. The
engine was designed to obtain 500 W output power, however, the maximum power was
obtained as 118 W at 1 bar charge pressure with a hot source temperature of 950 oC.
4
Thermal efficiency of the engine was 11 %. It was reported that the low power and
thermal efficiency was caused by excessive leakage in the system and high dead
volume. In an experimental study, carried out by Demir and Gungor [43] an air-charged
v-type α Stirling engine was manufactured and tested. The performance characteristics
of the engine were obtained under different heater temperature and charge pressure
temperature and 1.5 bar charge pressure. Çınar et al. [44] manufactured and tested a
beta-type Stirling engine with rhombic mechanism. They tested the engine with
different charge pressures with air and helium working fluid. They obtained maximum
power and torque as 95.77 W at 575 rpm and 1.98 Nm at 410 rpm respectively.
Karabulut et al. [19] showed test results of the Stirling engine working with a lever
controlled displacer driving mechanism. Helium was used in the experiments. They
determined that maximum torque and power were measured 3.99 Nm and 183 W at 4
bars charge pressure and 260 °C hot end temperature. Kazimierski and Wojewoda [45]
simulated the two stroke externally heated air valve engine (EHVE) which is different
from typical Stirling engine. They compared the EHVE and Stirling engine under the
same maximum pressures. They pointed that EHVE showed reasonable performance
compared to typical Stirling engine. Almajri et al. [46] investigated the performance of
thermodynamic model with 3D CFD analysis. They developed 3D CFD model and
compared the results with thermodynamic model. Maximum power could be obtained
with the increase of porosity up to 80%. They also pointed out that using CFD
modelling was useful in order to enhance the V- α type Stirling engine performance.
Shendage et al. [47] investigated the design methodology of Beta type Stirling engine
5
with rhombic drive mechanism. They researched the optimization of the phase angle
and the effects of overlapping between the compression and expansion processes.
Abuelyamen et al. [48] performed a parametric study on a β-type Stirling engine with
ANSYS fluent 14.5 software. They investigated the effects of initial charge pressure,
thermal boundary condition; and three different types of working fluids (Air, He and
H2). It was determined that the best performance was obtained with H2 gas. It was also
Most of the studies related to Stirling engines were performed on beta type
engines. There are very few studies related about V-type α engines. In the present study,
design, construction and performance tests of an α-type Stirling engine are presented.
Helium and air are used as working fluid. An electrical furnace is used as the heat
source.
2. ENGINE SPECIFICATIONS
The schematic view and the photograph of the test engine are illustrated in Figure 1 and
2, respectively. The engine consists of two pistons, called the hot and cold pistons, a
crankcase, a crankshaft, two connecting rods, a flywheel and a connection pipe. The
expansion and compression spaces are formed in separate cylinders, situated at 90º
angles to each other. Two pistons were connected to the same crankshaft rod journal by
two lightweight connecting rots made of aluminum. Pistons were made of sphero cast
iron considering its low friction. Pistons were extended with hubs made of stainless
6
steel. A 1 mm gap was left between piston hubs and cylinders. The gap between the
cylinder wall and the hot piston hub was used as heating passage and the gap between
the cylinder wall and the cold piston hub was used as cooling passage (Figure 1). The
polishing. Inner surfaces of the cylinders were machined by boring and grinding. A 0.02
mm working clearance was left between pistons and cylinders. The external surface of
the compression cylinder was cooled by circulating water trough the water jacket
around it. The crankshaft was dynamically balanced to reduce engine vibration.
Construction details of the engine are given by Cinar [49]. Technical specifications of
The theoretical cycle of the Stirling engine consists of four processes namely
volume cooling processes (Figure 3). As shown in Figure 1, when the crank pin moves
from 1 to 2, both pistons move simultaneously upward. During this process, the
working fluid gives heat to the cooling water and the isothermal compression is
performed. As the crank pin moves from 2 to 3, the hot piston moves downward and the
cold piston moves upward. During this process, the working fluid is expelled from the
cold space to the hot space and constant volume heating process is performed. While the
crank pin moves from 3 to 4, both pistons move downward and the isothermal
expansion process is realized. While the crank pin moves from 4 to 1, the cold piston
7
moves downward and the hot piston moves upward and constant volume heat rejection
is performed.
The variation of cold volume, hot volume and total volume versus the crank angle
presented by Cinar [49]. To calculate the values of cold volume and hot volume the
kinematic relations,
π
hc = r cos − θ + lb cos β c + h p + hu (2)
2
are used. In these equations, β c and β h are angles made by cold piston rod and hot
piston rod with cylinder axis, respectively and are shown in Figure 1. Relations between
θ and β c , β h are,
r
β c = Arcsin sin θ (3)
b
r π
β h = Arcsin sin − θ (4)
l
b 2
3. EXPERIMENTAL APPARATUS
8
The schematic view of the test equipment is shown in Figure 5. An electrical heater was
used as the heat source. The temperature of the heater was adjustable between 0 °C and
1200 °C with an accuracy of 1 °C. The hot end of the expansion cylinder was inserted
into the heater and it was heated within the heater temperature of 800-1000 ºC.
A prony brake dynamometer was used to measure the engine torque. The speed of
ELIMKO-6000) having 1 ºC accuracy. As the working fluid, air and helium were used.
For the regulation of pressure of working fluid, a pressure-reducing valve was used.
In the experimental investigation a temperature adjustable heater was used as the heat
source. The engine starts to run at 520 ºC heater temperature. Systematic testing was
and 1-4 bars charge pressure with 0.5 bar increments. Heater temperature and charge
pressure were assumed as operating parameters and the engine torque was measured
P = 2π T n (5)
9
Figure 6 shows the variation of torque with engine speed at 1000 ºC heater
temperature and different rates of air charge pressures from 1 to 3.5 bars. The maximum
engine torque was obtained at 215 rpm as 0.7 Nm. Increasing charge pressure resulted
with a higher torque level because of increased working fluid mass. However, after
charge pressure of 3 bar, the engine torque started to decrease again. This indicated that
the working fluid cannot be effectively used because of insufficient heat transfer surface
area in the cylinder. It is seen that higher torque is obtained at low engine speeds
because of the longer heating-cooling period. It is also seen that the operation speed
range of the engine enlarges with the increased charge pressure. Increasing charge
pressure implies the increase of the working fluid mass. Higher cyclic work generation
can be obtained with higher mass of working fluid and as a result of this engine speed
can reach a higher level. However, over increasing the mass of the working fluid by
comparing the heat transfer surface area, speed range of the engine may reduce because
Figure 7 shows the variation of power output as a function of engine speed for
various heater temperatures between 800 ºC and 1000 ºC and 3 bars air charge pressure.
An increase in the power output was obtained depend on the heater temperature. As the
heater temperature increases, the difference between the hot and cold space
temperatures increases. At the heater temperature of 1000 ºC, the maximum power
10
output is obtained as 18.13 W. With a lower heater temperature of 800 ºC, the
increases with increase of the engine speed up to a certain value of speed then starts to
decrease. This behavior is an expected behavior for most of the engines, because, cyclic
work generation starts to decrease at higher engine speeds. This reduction in cyclic
work results from insufficient time for heat transfer and insufficient heat transfer surface
area.
The variation of power output with heater temperature using air and helium is
increase in power output. Because of higher heat transfer capabilities of helium, it has a
higher power output than air for the same heater temperature and charge pressure. At
the heater temperature of 1000 ºC and 3 bars charge pressure, the maximum power
output was measured as 18.13 W at 286 rpm engine speed for air while it was measured
as 27.33 W at 418 rpm engine speed for helium. The working fluids having higher
specific heat capacities such as hydrogen, might be contributed to increase the engine
performance in this manner. The maximum power of the engine was 30.7 W at 437 rpm
engine speed, at the heater temperature of 1000 °C and 3.5 bars charge pressure with
helium. The engine manufactured by Batmaz and Ustun [42] had a maximum power
output of 118 W. The difference in power outputs of the engines may be resulted
because of the heating performances of the engines. Their engine was using double
11
Figure 9. Variation of power output versus charge pressure
Figure 9 shows the variation of power output with charge pressure at 900 and 1000
ºC heater temperatures using air and helium. Power output increases with the increase of
charge pressure until a certain power value. More power output was obtained with
helium compared to air working fluid with higher heating temperature. In addition,
maximum power was obtained with helium at 1000 ºC and 3.5 bar charge pressure.
Figure 10 shows the variation of power output with engine speed at a constant heater
temperature of 1000 ºC and different rates of air and helium charge pressures.
Comparison of curves obtained for 3 bars charge pressure air and helium shows that the
maximum power output is obtained at 286 rpm for air and at 417 rpm for helium. As
seen in Figure 10, depending on the engine speed the power output is increased at a
certain level. A decrease in the power is seen after that speed, due to insufficient heat
transfer rate.
5. CONCLUSIONS
In this study, a small Stirling engine with 98 cc total swept volume was manufactured
and performance tests were performed. The test engine has reached a maximum power
output of 30.7 W at 437 rpm engine speed, at the heater temperature of 1000 °C and 3.5
bars charge pressure using helium as working fluid. An increase trend was observed in
engine torque with the increase of charge pressure up to 3 bar then it started to decrease.
12
With an increase in the heater temperature, the power output and torque of the engine
was increased. For the same heater temperature, higher power output was obtained with
helium due to higher thermal conductivity compared to air. However, the use of air as
the working fluid in Stirling engines has great advantages, such as abundant, readily
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LIST OF FIGURES
Figure 4. Variation of cold volume, hot volume and total volume with crank angle
16
Figure 5. Schematic view of the test equipment
LIST OF TABLES
FIGURES
17
Figure 1. Schematic view of the test engine
18
Figure 2. Photograph of the test engine
19
Figure 4. Variation of cold volume, hot volume and total volume with crank angle
20
Figure 6. Variation of engine torque versus engine speed
21
Figure 8. Variation of power output versus heater temperature
22
35
30
25
Power Output (W)
20
23
TABLE
Parameters Specification
Mechanical configuration α
Expansion cylinder Bore (mm) 50
Stroke (mm) 50
Swept volume (cc) 98
Compression cylinder Bore (mm) 50
Stroke (mm) 50
Swept volume (cc) 98
Phase angle 90°
Heater temperature (oC) 800 - 1000 oC
Cooler temperature (oC) 30 oC
Charge pressure (bar) 1-4
Working fluid Air and Helium
Cooling system Water cooled
Maximum engine power 30.7 W at 437 rpm
Nomenclature
hc Distance between the cold cylinder head and piston top (m)
hh Distance between the hot cylinder head and piston top (m)
hp The length of the piston (m)
hu The length of the heating passage of piston (m)
r Radius of the crankshaft (m)
lb The length of the connecting rod (m)
θ Crank angle (rad)
βc The angle between connecting rod and vertical axis (rad)
βh The angle between connecting rod and horizontal axis (rad)
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