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Applications of the Stirling engine
Applications of the Stirling engine range from mechanical propulsion to heating and cooling to electrical generation systems. A Stirling engine is a heat engine operating by cyclic compression and expansion of air or other gas, the "working fluid", at different temperature levels such that there is a net conversion of heat to mechanical work. The Stirling cycle heat engine can also be driven in reverse, using a mechanical energy input to drive heat transfer in a reversed direction (i.e. a heat pump, or refrigerator).
There are several design configurations for Stirling engines that can be built (many of which require rotary or sliding seals) which can introduce difficult tradeoffs between frictional losses and refrigerant leakage. A free-piston variant of the Stirling engine can be built, which can be completely hermetically sealed, reducing friction losses and completely eliminating refrigerant leakage. For example, a free-piston Stirling cooler (FPSC) can convert an electrical energy input into a practical heat pump effect, used for high-efficiency portable refrigerators and freezers. Conversely, a free-piston electrical generator could be built, converting a heat flow into mechanical energy, and then into electricity. In both cases, energy is usually converted from/to electrical energy using magnetic fields in a way that avoids compromising the hermetic seal.
It is often claimed that the Stirling engine has too low a power/weight ratio, too high a cost, and too long a starting time for automotive applications. They also have complex and expensive heat exchangers. A Stirling cooler must reject twice as much heat as an Otto engine or diesel engine radiator. The heater must be made of stainless steel, exotic alloy, or ceramic to support high heating temperatures needed for high power density, and to contain hydrogen gas that is often used in automotive Stirlings to maximize power. The main difficulties involved in using the Stirling engine in an automotive application are startup time, acceleration response, shutdown time, and weight, not all of which have ready-made solutions.
However, a modified Stirling engine has been introduced that uses concepts taken from a patented internal-combustion engine with a sidewall combustion chamber (US patent 7,387,093) that promises to overcome the deficient power-density and specific-power problems, as well as the slow acceleration-response problem inherent in all Stirling engines. It could be possible to use these in co-generation systems that use waste heat from a conventional piston or gas turbine engine's exhaust and use this either to power the ancillaries (e.g.: the alternator) or even as a turbo-compound system that adds power and torque to the crankshaft.
Automobiles exclusively powered by Stirling engines were developed in test projects by NASA, as well as earlier projects by the Ford Motor Company using engines provided by Philips, and by American Motors Corporation (AMC) with several cars equipped with units from Sweden's United Stirling built under a license from Philips. The NASA vehicle test projects were designed by contractors and designated MOD I and MOD II.
NASA's Stirling MOD 1 powered engineering vehicles were built in partnership with the United States Department of Energy (DOE) and NASA, under contract by AMC's AM General to develop and demonstrate practical alternatives for standard engines. The United Stirling AB's P-40 powered AMC Spirit was tested extensively for over 50,000 miles (80,467 km) and achieved average fuel efficiency up to 28.5 mpg‑US (8.3 L/100 km; 34.2 mpg‑imp). A 1980 4-door liftback VAM Lerma was also converted to United Stirling P-40 power to demonstrate the Stirling engine to the public and to promote the U.S. government's alternative engine program.
Tests conducted with the 1979 AMC Spirit, as well as a 1977 Opel and a 1980 AMC Concord, revealed the Stirling engines "could be developed into an automotive power train for passenger vehicles and that it could produce favorable results." However, progress was achieved with equal-power spark-ignition engines since 1977, and the Corporate Average Fuel Economy (CAFE) requirements that were to be achieved by automobiles sold in the U.S. were being increased. Moreover, the Stirling engine design continued to exhibit a shortfall in fuel efficiency. There were also two major drawbacks for consumers using the Stirling engines: first was the time needed to warm up – because most drivers do not like to wait to start driving; and second was the difficulty in changing the engine's speed – thus limiting driving flexibility on the road and traffic. The process of auto manufacturers converting their existing facilities and tooling for the mass production of a completely new design and type of powerplant was also questioned.
The MOD II project in 1980 produced one of the most efficient automotive engines ever made. The engine reached a peak thermal efficiency of 38.5%, compared to a modern spark-ignition (gasoline) engine, which has a peak efficiency of 20–25%. The Mod II project replaced the normal spark-ignition engine in a 1985 4-door Chevrolet Celebrity notchback. In the 1986 MOD II Design Report (Appendix A) the results showed that highway gas mileage was increased from 40 to 58 mpg‑US (5.9 to 4.1 L/100 km; 48 to 70 mpg‑imp) and achieved an urban range of 26 to 33 mpg‑US (9.0–7.1 L/100 km; 31–40 mpg‑imp) with no change in vehicle gross weight. Startup time in the NASA vehicle was a maximum of 30 seconds, while Ford's research vehicle used an internal electric heater to quickly start the engine, giving a start time of only a few seconds. The high torque output of the Stirling engine at low speed eliminated the need for a torque converter in the transmission resulting in decreased weight and transmission drivetrain losses negating somewhat the weight disadvantage of the Stirling in auto use. This resulted in increased efficiencies being mentioned in the test results.
Applications of the Stirling engine
Applications of the Stirling engine range from mechanical propulsion to heating and cooling to electrical generation systems. A Stirling engine is a heat engine operating by cyclic compression and expansion of air or other gas, the "working fluid", at different temperature levels such that there is a net conversion of heat to mechanical work. The Stirling cycle heat engine can also be driven in reverse, using a mechanical energy input to drive heat transfer in a reversed direction (i.e. a heat pump, or refrigerator).
There are several design configurations for Stirling engines that can be built (many of which require rotary or sliding seals) which can introduce difficult tradeoffs between frictional losses and refrigerant leakage. A free-piston variant of the Stirling engine can be built, which can be completely hermetically sealed, reducing friction losses and completely eliminating refrigerant leakage. For example, a free-piston Stirling cooler (FPSC) can convert an electrical energy input into a practical heat pump effect, used for high-efficiency portable refrigerators and freezers. Conversely, a free-piston electrical generator could be built, converting a heat flow into mechanical energy, and then into electricity. In both cases, energy is usually converted from/to electrical energy using magnetic fields in a way that avoids compromising the hermetic seal.
It is often claimed that the Stirling engine has too low a power/weight ratio, too high a cost, and too long a starting time for automotive applications. They also have complex and expensive heat exchangers. A Stirling cooler must reject twice as much heat as an Otto engine or diesel engine radiator. The heater must be made of stainless steel, exotic alloy, or ceramic to support high heating temperatures needed for high power density, and to contain hydrogen gas that is often used in automotive Stirlings to maximize power. The main difficulties involved in using the Stirling engine in an automotive application are startup time, acceleration response, shutdown time, and weight, not all of which have ready-made solutions.
However, a modified Stirling engine has been introduced that uses concepts taken from a patented internal-combustion engine with a sidewall combustion chamber (US patent 7,387,093) that promises to overcome the deficient power-density and specific-power problems, as well as the slow acceleration-response problem inherent in all Stirling engines. It could be possible to use these in co-generation systems that use waste heat from a conventional piston or gas turbine engine's exhaust and use this either to power the ancillaries (e.g.: the alternator) or even as a turbo-compound system that adds power and torque to the crankshaft.
Automobiles exclusively powered by Stirling engines were developed in test projects by NASA, as well as earlier projects by the Ford Motor Company using engines provided by Philips, and by American Motors Corporation (AMC) with several cars equipped with units from Sweden's United Stirling built under a license from Philips. The NASA vehicle test projects were designed by contractors and designated MOD I and MOD II.
NASA's Stirling MOD 1 powered engineering vehicles were built in partnership with the United States Department of Energy (DOE) and NASA, under contract by AMC's AM General to develop and demonstrate practical alternatives for standard engines. The United Stirling AB's P-40 powered AMC Spirit was tested extensively for over 50,000 miles (80,467 km) and achieved average fuel efficiency up to 28.5 mpg‑US (8.3 L/100 km; 34.2 mpg‑imp). A 1980 4-door liftback VAM Lerma was also converted to United Stirling P-40 power to demonstrate the Stirling engine to the public and to promote the U.S. government's alternative engine program.
Tests conducted with the 1979 AMC Spirit, as well as a 1977 Opel and a 1980 AMC Concord, revealed the Stirling engines "could be developed into an automotive power train for passenger vehicles and that it could produce favorable results." However, progress was achieved with equal-power spark-ignition engines since 1977, and the Corporate Average Fuel Economy (CAFE) requirements that were to be achieved by automobiles sold in the U.S. were being increased. Moreover, the Stirling engine design continued to exhibit a shortfall in fuel efficiency. There were also two major drawbacks for consumers using the Stirling engines: first was the time needed to warm up – because most drivers do not like to wait to start driving; and second was the difficulty in changing the engine's speed – thus limiting driving flexibility on the road and traffic. The process of auto manufacturers converting their existing facilities and tooling for the mass production of a completely new design and type of powerplant was also questioned.
The MOD II project in 1980 produced one of the most efficient automotive engines ever made. The engine reached a peak thermal efficiency of 38.5%, compared to a modern spark-ignition (gasoline) engine, which has a peak efficiency of 20–25%. The Mod II project replaced the normal spark-ignition engine in a 1985 4-door Chevrolet Celebrity notchback. In the 1986 MOD II Design Report (Appendix A) the results showed that highway gas mileage was increased from 40 to 58 mpg‑US (5.9 to 4.1 L/100 km; 48 to 70 mpg‑imp) and achieved an urban range of 26 to 33 mpg‑US (9.0–7.1 L/100 km; 31–40 mpg‑imp) with no change in vehicle gross weight. Startup time in the NASA vehicle was a maximum of 30 seconds, while Ford's research vehicle used an internal electric heater to quickly start the engine, giving a start time of only a few seconds. The high torque output of the Stirling engine at low speed eliminated the need for a torque converter in the transmission resulting in decreased weight and transmission drivetrain losses negating somewhat the weight disadvantage of the Stirling in auto use. This resulted in increased efficiencies being mentioned in the test results.
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