V160 STIRLING ENGINE

...for a Total Energy System.

Lennart J ohansson J anAlpkvist
William B. Lampert, III Lars Gimstedt
Stirling Power Systems Roland Altin
Ann Arbor, Michigan FFV
Linkoping, Sweden
ABSTRACT
The Stirling Engine, an early concept in terms of modern
technological development opens up new horizons and of-
fers a fresh new approach for the future. The new power
source meets the requirements for a fuel-hungry and en-
vironmentally conscious world. Modern technology has
made the Stirling Engine an attractive alternative to the
internal combustion engine. The engine was designed to fill a
need for a small, quiet, clean, multifuel powerplant. To meet
the needs, and wide variety of new applications of the 1980's
and beyond, the Stirling Engine is the ideal powerplant.
INTRODUCTION
The modern Stirling-Cycle Engine is one which can meet
today's growing demands on power sources for many appli-
cations. In addition to meeting this demand Stirling Engines
can provide:
Multifuel Capability
Low Maintenance
Long Life
Clean Exhaust
Low Fuel Consumption
Low Noise
Low Vibration
Rejected Heat Concentrated in Engine Coolant
With this unique combination of attributes, the Stirling
Engine has many potential applications. A Stirling Engine
powered Total Energy System (TES) is only one example.
APPLICATIONS
The application of interest is for a small Total Energy System.
Such an application requires a 10 to 20 hp power source
which will provide living environment comfort and conveni-
ence without the noise, vibration, exhaust odor, high mainte-
nance, or low reliability often associated with alternative
power sources. Recreational applications such as recrea-
tional vehicles, marine, and remote cottages are examples.
Residential and light commercial applications are examples
which require low fuel consumption in addition to providing
living environment comfort and convenience.
The Stirling Engine's attributes make it a prime candidate for
many other applications as well. For example, because of its
multifuel capability it is well suited for applications in the
petroleum, natural gas, and associated pipeline industries,
for agricultural and general industrial applications where
suitable burnable waste materials are available, and for ap-
plications where solar energy is abundant. Because of its
quiet operation the Stirling Engine could be used for military
tactical generator sets and, with its clean exhaust, it has
potential for underground mining applications. These are
but a few of the many applications which can benefit from the
Stirling Engine's unique combination of attributes.
2
Figure 1
MAINTENANCE COMPARISON ON ENGINES
STIRLING CYCLE OTTO CYCLE DIESEL CYCLE
Check Oil Not Necessary 20 hrs. I hrs.
Change Oil Not Necessary 150 hrs. 100 hrs.
Change Oil
Filter Not Necessary 300 hrs. 200 hrs.
Change Spark
Plugs Not Necessary 500 hrs. Not Necessary
Tune Up Not Necessary 500 hrs. 500 hrs.
Add Working
Gas 2000 hrs. Not Necessary Not Necessary
Change Ignitor 2000 Hrs. Not Necessary Not Necessary
Figure 2
COMPARISON OF EXHAUST EMISSIONS
Grams Per Horsepower Hour
STIRLING OTTO DIESEL
HC
Range 0-.1 4-41 .4-1.6
HC
Composite . 1) (17.7) (1.29)
CO
Range .7-1.5 13-600 1.7-4.6
CO
Composite (1-0) (306) (3.88)
NOx
Range 3.0-5.4 1-10 3.0-6.5
NOx
Composite (4.0) (4.36) (5.47)
Range is from no load to full load.
Composite is based on typical running loads for an application.
All data without EGR.
Figure 3
dBA
100-
NOISE LEVEL COMPARISON ON
GENERATOR SETS
TYPICAL NOISE LEVELS
CIRCULAR SAW
L (WOODCUTTING)
I NOISY FACTORY
RESIDENTIAL
POWER
LAWN MOWER
PASSING
" TRUCKS
BUSY URBAN
" STREET TRAFFIC
- NOISY OFFICE
- NORMAL SPEECH
RADIO MUSIC AT
MEDIUM VOLUME
' CONVERSATIONAL
SPEECH
PRIVATE
L BUSINESS OFFICE
MODERN STIRLING-CYCLE ENGINE ATTRIBUTES
Multifuel
Modern Stirling-Cycle Engines are closed cycle machines in
which continuously alternating heating and cooling cause
the enclosed working gas to expand and contract, thus pro-
viding mechanical power. Heat is provided externally, usually
by burning combustible materials of sufficient heating value
(although solar heating is also possible). Because combus-
tion takes place outside the engine cylinders, a Stirling En-
gine can be adapted to burn a variety of fuel sources.
Low Maintenance and Long Life
Furthermore, because combustion is external, combustion
products do not contact the pistons, cylinders, or lubricating
oil. This promotes longer engine life, low maintenance and
minimal oil consumption. Compared to Otto-Cycle and Di-
esel engines of similar size, the Stirling Engine reported
herein, called the V160, requires less than half the mainte-
nance and is at least equal to or better than the diesel in life.
(Figure 1)
Low Exhaust Emissions
Continuous external combustion permits good combustion
control. This results in very low exhaust emissions without
special exhaust treatment. The V160 Stirling Engine is lower
in all emissions categories than comparable Otto-Cycle and
Diesel engines (particularly regarding unburned hydro-
carbons and carbon monoxide.) (Figure 2)
Low Fuel Consumption
The ideal Stirling thermodynamic cycle has the same theoret-
ical efficiency as the Carnot cycle. This, in addition to good
control of the external combustion, results in high efficiency
and, thus, low fuel consumption.
The V160 Stirling Engine was designed for higher reliability
and (ower manufacturing cost at the expense of a somewhat
lower efficiency than Stirling Engines can achieve. Even so,
the V160 is 15 to 50% lower in fuel consumption than a
comparable Otto-Cycle engine over the load range and can
be slightly better than diesel at part loads.
Low Noise and Vibration
Within the closed Stirling cycle pressure variations of the
working gas follow an almost sinusoidal curve. These
smooth pressure variations result in low noise and vibration
levels. Tests show that the V160 is several times lower in noise
and vibration than comparable Otto-cycle and Diesel en-
gines. (Figure 3)
Concentration of Rejected Heat
Compared to internal combustion engines, the Stirling En-
gine rejects the majority of unused heat in the engine cool-
ant. In the Total Energy System application this rejected heat
provides living environment heating whenever required.
The Stirling-Cycle Engine, with its unique combination of
attributes, promises to meet the needs for a clean, quiet,
economical power source in numerous applications. It is
particularly well suited for a Total Energy System.
THE V160 STIRLING-CYCLE ENGINE
The Stirling-Cycle Engine developed for the above-
mentioned applications is called the V160. (Figure 4) This
refers to the engine configuration (Figure 5), which is a two
cylinder, V-type, 90 degree design with a 160 cubic centimeter
swept volume (68mm bore, 44mm stroke). This design con-
figuration maximizes the market potential by setting high
Figure 4 Stirling Engine
Figure S Stirling Engine (Cross Section)
3
priorities on the attributes of high engine reliability and
minimum cost. Where design compromises have been
necessary, they have been weighted in favor of these two
attributes. The most significant compromises are that:
1. A modest reduction in potential efficiency is accepted in
choosing a simple single-acting Stirling-cycle design over
alternative double-acting designs in order to reduce cost
and complexity of this small Stirling Engine.
2. A reduction in power-to-weight ratio is accepted in op-
timizing the V160 for 1800 rpm operation and 8KW power
output in order to increase reliability. (The mechanical
parts of the V160 have been designed for and will deliver
15KW at 3600 rpm. The complete V160 could be reop-
timized to a high efficiency at this speed as well but the
reliability could be reduced).
3. A slight reduction in power and efficiency also is accepted
in optimizing the V160 for helium as the working gas
rather than accepting the added costs and reduced relia-
bility associated with hydrogen as the working gas. (The
V160 could be reoptimized for hydrogen once materials
and seals have been developed to achieve costs and relia-
bility equivalent to the present V160 with helium working
gas).
In summary, the V160 design philosophy is to achieve
maximum market potential by developing a highly reliable,
inexpensive small Stirling-Cycle Engine. The resulting basic
design is a single-acting, V-type engine with a swept volume
of 160 cc and helium working gas which operates at 1800 rpm
and delivers 8KW. This design philosophy carries through, as
well, to the design of each major engine subsystem, i.e.,
Drive Unit
Heating System
Power Control
Air/Fuel System
Electronics and Electrical
Enclosure
THE V160 SUBSYSTEMS
Drive Unit
The Stirling Engine driving mechanism consists of:
A cylinder block, cast nodular iron
One crankshaft
Two connecting rods
Two crossheads with piston rods
Two piston rod sealing units
Two pistons with piston rings
Compressor plunger with piston rings
Lubricating oil pump
Main bearing support
Flywheel
Flywheel cover
Engine mountings
Starting motor
Components in the driving mechanism, with the exception of
the gas seals, are designed along the same lines as compara-
ble components found in conventional engines. (Figure 6)
Therefore, manufacturing processes are similar to that of
conventional engine components.
Figure 6 Driving Mechanism Components
Figure 7 Working Gas seal
PISTON
CYLI NDER
MIN. PRESSURE
HELIUM SEAL
CROSS HEAD
4
Two identical gas seals, located on the piston rods (Figure 7),
prevent gas from leaking into the crankcase, and conversely
prevent oil from entering the working gas portion of the
cycle. Seals developed for this engine are sliding type seals.
A sealing ring compressed around the piston rod serves as
the main seal. Above the main seal an oil scraper ring re-
moves oil adhering to the piston rod. A cap in the upper
portion of the seal serves as the first stage in the sealing
system.
Finally, the drive unit block is designed with liquid coolant
jackets to cool temperature sensitive drive parts and the
working gas on its way to the compression cylinder. The,
engine cooling system was designed for a 50/50 coolant
mixture of water and glycol with a maximum mean cooling
temperature of 70C.
A coolant pump is mounted on the flywheel cover and is belt
driven from the flywheel. The pump is a conventional cen-
trifugal type pump and functions as a circulating pump for
the coolant.
The engine heat can be rejected from the coolant to the
environmental heating system or to outside air through a
radiator. The radiator can be mounted remotely or on the
engine with a belt driven radiator fan.
Heating System
The engine heating system includes the following:
PRIMARY HEAT EXCHANGER consists of heating tubes
connected by ducts to the expansion cylinder and re-
generator housing. Heater tubes contain helium working
gas and are surrounded by a concentric mantle.
REGENERATOR located in a housing on top of the gas
cooler.
GAS COOLER located in the cylinder block housing.
AIR PREHEATER located inside the heater head mantle
and is a counter current flow heat exchanger constructed
of corrugated sheet metal. Combustion air is preheated by
exhaust gases in the air preheater. A flame tube (combus-
tion chamber) is located in the center of the air preheater.
One end of the flame tube is formed as a tu rbulator. (Fig. 8)
COMBUSTION UNIT consists of combustion chamber
and a vaporizer tube. The continuous combustion process
in the Stirling Engine makes it possible to optimize the
combustion conditions over the full operating range.
Therefore, complete combustion is assured with resulting
low carbon monoxide (CO), unburned hydrocarbons (HC),
oxides of nitrogen (NOx) and soot emissions.
The V160 operates at an excess air of between thirty and
seventy percent. The air/fuel metering system regulates
the volume of air/fuel going to the engine to maintain
constant temperature of the working gas independent of
the engine load.
Different combustion principles can be utilized on the Stirl-
ing Engine. The V160 uses a low pressure vaporization
system. (Figure 9) Fuel plus a small portion of the combus-
tion air is introduced into the vaporization tube. The fuel is
sprayed onto the inner walls of vaporizer tube and vap-
orized as it travels through the tube. Heat, released during
combustion in the flame tube, heats up the vaporization
tube to about 1,000C. Therefore, inside the vaporization
tube, the fuel is completely vaporized and premixed with
air.
The air/fuel mixture is not ignited until it is discharged from
the vaporization tube where it is diluted with the major part
of combustion air streaming into the flame tube zone from
the opposite direction. Since fuel vapor at the outlet of the
vaporization tube is already premixed with part of the air,
rich zones in the flame tube are avoided, and blue flame
combustion can be achieved, thus reducing radiation load
on the flame tube wall. With a pre-mixed system, a short
and concentrated flame is obtained.
Because fuel is burned externally, the V160 Stirling Engine
can use almost any source of heat. Present V160 production
models are designed to operate efficiently on gasoline, diesel
fuel, or propane. Other potential fuels include alcohol, coal,
wood, or burnable industrial and municipal wastes. The Stirl-
ing Engine also offers one of the most promising methods of
putting solar energy to efficient use.
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Power Control System
Different types of power control systems can be utilized on
the Stirling Engine. The power control system selected for
the V160 engine is a mean pressure regulating system. (Fig-
ure 10) Its function is to maintain high engine efficiency at low
power output.
The power control system can be governed by either the
frequency (engine speed) or voltage output (when the engine
drives a generator). The V160 is frequency controlled. The
frequency is measured and compared to a base frequency to
generate a signal difference which regulates the power con-
trol system to either discharge gas from the engine to the gas
bottle or charge the engine with more gas to maintain a
constant speed. A significant characteristic of this power
control system is its complete independence from the air/fuel
system.
The valve mechanism which controls discharge and charg-
ing is an on-off valve activated by a solenoid (12VDC). The
on-off control principle has been selected for its simplicity
and high reliability as compared to a proportional valve sys-
tem. Working gas inside the engine is connected to a gas
reservoir or bottle located outside the engine. With the en-
gine off, most of the gas is pumped into a gas bottle by a
compressor which is located on the cold cylinder and con-
sists of an elongated piston and a housing combined with the
top of the cold cylinder. When the engine is started and load
demand increases, the filling valve opens and gas from the
bottle is supplied to the engine. When the load decreases, a
discharge valve opens and the compressor pumps gas back
to the bottle. At the same time, a third valve, the phase regu-
lating valve, opens between the working space and buffer
space if the engine begins to overspeed at a faster rate than
the compressor pump capacity can compensate.
Air/Fuel Metering System
The principle of the air/fuel metering system is to maintain a
constant temperature of the working gas. (Figure 11) The
working gas temperature is measured by a thermocouple
and electronically compared to a preset temperature to gen-
erate a temperature difference signal. The volume of air and
air/fuel ratio are constantly adjusted to keep the temperature
difference signal at zero.
A combustion blower supplies air to the heating system. The
flowrate is regulated by blower rpm based on this differential
temperature signal.
The air/fuel mixture is controlled by measuring air velocity
with a differential pressure sensor. An electronic sensor
translates the air flow signal to a pulse-time modulated on-off
signal which controls the solenoid-activated fuel injector.
Electronics and Electrical
The electronics of the V160 control the engine function to
ensure safe, efficient operation. It specifically regulates the
air/fuel system, power control system, start and stop se-
quences, and interfaces between the system and the user to
adjust for changing load requirements. The V160 electronics
includes four memory units which are used for service if the
engine shuts down due to malfunction.
For many applications a generator is directly connected to
the engine crankshaft. With the V160 operated at 1800 rpm
the maximum generator electrical output is 6.5 KW, 60 Hz,
120/240 VAC.
Enclosure
The engine, generator, all necessary auxiliaries, and control
functions are enclosed in one single unit called the STIRLING
POWER PACK. (Figure 12) The low noise and vibration level
of the V160 are further reduced by installing it in this enclo-
sure.
The Stirling Power Pack (SPP) is designed as an appliance,
such as a refrigerator. Insulation, ventilation, and sound-
proofing are incorporated in the box design. For example,
the sound level measurement from the Stirling Power Pack is
approximately 60 dBA one meter from the box which makes
the V160 in its enclosure an excellent power source for Total
Energy Systems in a living environment.
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Figure 14 ELECTRICAL CONTROL CENTER
ELECTRICAL CONTROL CENTER
Energy for all electrical appliances, heating, and air condi-
tioning is provided by the SPP. Therefore, it is logical to
develop an electrical control center which simplifies the in-
stallation and operation of appliances. The electrical center
is a demand system which provides a signal to operate the
SPP. (Figure 14)
The electrical center is connected to and monitors two power
sources Stirling Power Pack and land line connection.
Switching between Stirling and land line is fully automatic.
When electrical power requirements inside the coach exceed
available land line power, the system automatically switches
to the supply power from the SPP.
All necessary circuit breakers for the 120/240VAC and 12VDC
are attached to the electrical control center which simplifies
installation of appliances. Furthermore, a battery charger
has been built into the electrical control center and provides
necessary charging capacity and low power 12VDC. The
charger has a maximum capacity of 60 amps. The control and
sensing functions for the battery charger also are located in
the electrical control center. When the batteries call for
charging, the system (Stirling or land line) automatically en-
gages the charger.
For f urt her i nf ormat i on on t he St i rl i ng Engi ne cont act :
STIRLING POWER SYSTEMS
P.O. BOX 1187
7101 JACKSON ROAD
ANN ARBOR, Ml 48106
Tel: (313) 665-6767
Telex: 810-223-6010
Figure 15 CONTROL PANEL
CONTROL PANEL
One of the primary objectives in the development of this
system was SIMPLICITY OF OPERATION. Therefore, a con-
trol panel was designed with three push buttons to activate
the system. (Figure 15) These activate the automatic, Stirling,
or land line functions. The control panel has six readout
functions to indicate failure or service needs and six to indi-
cate operating system loads. Function of the controls can be
inspected in the momentary check position of the switch.
Once the control panel has been switched to automatic
mode, start-up, operation, and shut-down are automatically
controlled. Service needs also are automatically identified by
system on the control panel.
SUMMARY
The Stirling Engine is a thoroughly researched, carefully
designed and exhaustively tested product designed by FFV
to meet the needs of the 1980's and beyond, for a small, quiet,
clean, multifuel, powerplant. Potential uses of the Stirling
Engine are aflmost limitless and have been tested in au-
tomobiles and boats. The current Stirling V160 engine can be
adapted to a variety of applications such as a Total Energy
System (TES) for motorhomes, yachts, and cottages... pro-
viding efficient homelike comfort and convenience. Other
applications include generator sets, military field operations,
and hybrid vehicles.
The Stirling Engine will be available as a bare engine or
Stirling Power Pack incorporating a modular concept to
meet various customer requirements.
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