1 4850475

Simulation of a new grid-connected hybrid generation system with Stirling engine and
wind turbine
H. Shariatpanah, M. Zareian Jahromi, and R. Fadaeinedjad

Citation: Journal of Renewable and Sustainable Energy 5, 063128 (2013); doi: 10.1063/1.4850475
View online: http://dx.doi.org/10.1063/1.4850475
View Table of Contents: http://scitation.aip.org/content/aip/journal/jrse/5/6?ver=pdfcov
Published by the AIP Publishing

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116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
Simulation of a new grid-connected hybrid generation
system with Stirling engine and wind turbine
H. Shariatpanah,
1,a)
M. Zareian Jahromi,
2,b)
and R. Fadaeinedjad
1,c)
1
Department of Electrical and Computer Engineering, Graduate University of Advanced
Technology, Kerman, Iran
2
Department of Electrical Engineering, Amirkabir University of Technology, Tehran,
Iran
(Received 9 July 2013; accepted 2 December 2013; published online 20 December 2013)
A detail model including all mechanical and electrical aspects is necessary to fully
study hybrid grid operation. In this paper, a new grid-connected hybrid generation
system with a Stirling engine and a wind turbine, which are connected to a grid
through a common dc bus, is presented. The Stirling is more efcient than photo
voltaic array and its combination with the wind turbine can create an efcient hybrid
system. Fatigue, Aerodynamics, Structures, and Turbulence and Simulink/MATLAB
are used to model the mechanical parts of the wind turbine, Stirling engine, and
electrical parts. Field oriented control method is developed on voltage source
converter. Power signal feedback method is implemented to determine generators
reference shaft speed in hybrid system. Permanent magnet synchronous generator is
used in the wind turbine and Stirling engine. Simulation results show that a new
hybrid generation system with Stirling and wind turbine can work like other
hybrid system and has suitable performance. VC
2013 AIP Publishing LLC.
[http://dx.doi.org/10.1063/1.4850475]
NOMENCLATURE
A
c
cold heat transfer area
A
h
heat transfer area
A
l
the area of the leak
A
p
the area of the power piston
A
sc
the heat transfer surface area of the cylinder
B damping constant (total mechanical friction)
C
p
constant pressure specic heat
C
p
b; k turbine performance coefcient
d
con
dish aperture diameter
i
sdq
dq components of the generator current
i
dq
dq components of the utility grid current
I the inertia of the ywheel
I
ir
sunlight irradiance
k
loss
overall loss coefcient
L
sd
; L
sq
dq components of the stator winding inductance
m the molar mass of the air
N
e
the number of mols of air in the cylinder
p the number of pole pairs
P
a
ambient pressure
a)
Electronic mail: hamid.sh.panah@gmail.com
b)
Electronic mail: m.jahromi@aut.ac.ir
c)
Electronic mail: rfadaein@ieee.org
1941-7012/2013/5(6)/063128/17/$30.00 VC
2013 AIP Publishing LLC 5, 063128-1
JOURNAL OF RENEWABLE AND SUSTAINABLE ENERGY 5, 063128 (2013)
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
P
o
air pressure in the cylinder
P
pc
the perimeter of the power piston
P
m
; P
e
; P
n
mechanical, electrical, and delivery power
_
Q
I
ir
the rate of the transferred heat to the receiver from the concentrator
_
Q
loss
the rate of the absorber losses
_
Q
h
the rate of transferred heat to the Stirling engine
R mass gas constant air
R
e
linkage pivot radius on the ywheel
R
s
the resistance of the stator windings
R
bld
the radius of the blades
R
f
; L
f
lter resistance and inductance
s
o
the specic entropy of the air at T 300 (K)
S
c
heat sink transferred entropy from the air
S
e
the total entropy of the air in the cylinder
S
h
heat source transferred entropy to the air
T temperature (K)
T
a
ambient temperature
T
e
air temperature in the engine
T
o
starting temperature of the air in the cylinder
T
avg
temperature that characterizes the heat loss in the absorber
V volume m
3
V
c
the volume of the air cylinder
K constant proportional to the receiver dimensions
q material density kg=m
3
q
a
air density
h the angular position of the ywheel
_
h the angular velocity of the ywheel
h the angular acceleration of the ywheel

k
m
core magnetic ux
k
d
; k
q
dq components of the stator ux
l the heat transfer constant of the cylinder, this was calculated as the thermal con-
ductance of steel with the cylinder wall thickness
s
e
the mechanical torque of the Stirling engine
s
elec
electromagnetic generator torque
g
m
mirror reectivity
v
sdq
dq components of the generator voltage
v
ndq
; v
dq
dq components of the PCC and VSC output voltage
x
r
; x
e
; x
n
rotor, electrical, and network angular speed
I. INTRODUCTION
In recent years, growing energy demands and rising environmental concerns make the
world energy consumption go toward renewable energy (RE). Due to network power distribu-
tion and transmission constraints, utilization of distributed generation (DG) units is growing to
supply downstream loads.
1
Recently, renewable energy conversion systems (RECSs) are used
as DGs in utility grid because they require no fuel, low maintenance, and produce no pollution.
Wind and solar are the most common types of RE that can replace the traditional fuels. But
due to intermittent nature of wind and solar, their produced powers have higher disturbance and
uctuations compared to conventional power sources. The hybrid renewable resources can be
used to improve RECS reliability and network power quality.
2
There are many methods for different RE resources aggregation. The conventional classi-
cation methods include dc-coupled, ac-coupled, and hybrid-coupled.
3
In dc-coupled congura-
tion, a common dc bus integrates all powers that are extracted from RE resources and injects to
063128-2 Shariatpanah, Jahromi, and Fadaeinedjad J. Renewable Sustainable Energy 5, 063128 (2013)
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
ac load or utility gird by a common dc/ac converter. The dc-coupled scheme is simple, and it
does not require synchronization and complex control to integrate different energy source.
Different research is accomplished on the hybrid generation system with wind turbine
(WT) and photo voltaic (PV) array. The WT and PV are often used in grid-connected or stand-
alone congurations. To have a hybrid system with proper performance in grid-connected or
standalone conguration, it should have a comprehensive control scheme because the hybrid
system controls different parameters in standalone mode (voltage and frequency control) and
grid-connected mode (real and reactive power control).
4,5
Also, with increasing the number of
the RE resources, power dispatch is an important issue in system power management. To
improve hybrid system performance, efciency, and security constraints, supervisory control
should regulate the power generation of the RE resources.
68
The Stirling engines are highly reliable and efcient compared to PV array. The Stirling
engine was reported to be the cheapest for solar electric generation in the range of 1 to
100 kW.
9,10
With average efciencies of over 20% and the record measured peak efciency of
nearly 30%, Dish-Stirling systems currently exceed the efciency of any other solar conversion
technology. Also, the WT with permanent magnet synchronous generator (PMSG) is an ef-
cient conguration for variable speed WTs. This conguration can extract maximum power
from wind.
In this paper, a PMSG WT and a Stirling engine are developed. They are associated to-
gether by the common dc link. The PMSG WT is modeled by three software, including
TurbSim, FAST (Fatigue, Aerodynamics, Structures, and Turbulence), and Simulink. The elec-
trical, mechanical, and aerodynamic aspects of the PMSG WT are considered in the model.
Also, the Stirling engine model is developed by considering the solar, thermal, mechanical, and
electrical aspects of the Stirling based power generation system. The hybrid system has a pre-
cise model in all aspects. The electrical controllers are designed based on eld oriented control
(FOC) theory. In Sec. II, the overall components and association structure are described. The
Dish-Stirling engine model and its various components are explained in Sec. III. The various
electromechanical aspects of the WT have been discussed in Sec. IV. The electrical parts and
controller scheme are described in Sec. V. Then the simulation results are shown in Sec. VI
and hybrid system performance is evaluated in the different conditions. The simulation results
show system performance in different conditions.
II. HYBRID SYSTEM CONFIGURATION
In Fig. 1, the simulated system components are shown. In this research, a typical solar-
powered Dish-Stirling engine power generation system and a PMSG WT are modeled and stud-
ied. The solar heat is converted into the electricity by the proposed energy conversion system
in three stages that are solar to thermal, thermal to mechanical, and mechanical to electrical
conversion stages. Also, the PMSG WT extracts wind power and converts to electrical power.
The produced electrical powers are injected to the utility grid through the common dc link. The
generator current with variable frequency is rectied to direct current by rectier, then it is con-
verted to alternative current with network frequency by an inverter. The storage device is not
considered in this research, since it is assumed that the hybrid system works in grid connected
mode.
III. STIRLING ENGINE SYSTEM
The Stirling engine can be used to convert the delivered heat by a solar collector into me-
chanical power as an energy conversion system. In this research, the temperature is assumed
variable for the solar collector (hot end in the Stirling engine) that is subjected to the solar radi-
ation. The modeling of the Dish-Stirling engine is performed based on some solar, thermal, and
mechanical equations that are given in this section. A Dish-Stirling engine, shown in Fig. 2,
consists of the following components: concentrator, receiver, and power conversion unit (PCU)
that contains the Stirling engine with control system. The parabolic concentrator consists of
mirrors that concentrate the sunlight irradiance and redirect it to the receiver which acts as an
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
interface between the concentrator and the PCU.
9,11
The solar dish components and the Stirling
engine operation procedure are described in Secs. III AIII D.
A. Concentrator
The parabolic concentrator is a collection of the mirrors used to concentrate the sunlight to
the receiver which is located at the dish focal point. The concentrated beam radiation is
absorbed by the receiver which is used to heat a gas (air) or a uid. Assuming perfect sunlight
tracking, the rate of heat transfer to the receiver from the concentrator is achieved using the fol-
lowing equation:
11
_
Q
I
ir
pI
ir
g
m
d
con
2

2
: (1)
As Eq. (1) shows the rate of transferred heat depends on the irradiance (I
ir
), mirror reec-
tivity (g
m
), and the dish diameter (d
con
).
B. Receiver
The receiver, as an interface between the concentrator and the Stirling engine, is designed
to transfer the maximum possible amount of heat to the Stirling engine and minimize the ther-
mal losses. The absorber, as an internal part of the receiver, consists of a group of tubes that
FIG. 1. The overall structure of simulated system.
FIG. 2. The Dish-Stirling and its components.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
carry the working gas of the Stirling engine. This owing gas passes through the group of tubes
to absorb the receivers inside heat to provide the required power for the Stirling engine. The
system losses, related to the receiver, are consequences of thermal radiation, reection, convec-
tive heat transfer into the atmosphere, and conduction through the receiver material.
13
The temperature of the absorber is an important factor for the receiver operation. In order to
achieve the maximum possible efciency of the Stirling engine, the temperature should be main-
tained as high as possible, considering the receiver material thermal limits. Two common meth-
ods, variable stork and variable pressure control, are used to control the receiver temperature.
Since the variable pressure control method is more common, it is used to control the receiver
temperature in this research. Applying the energy balance to the absorber results in Eq. (2),
qc
p
V
_
T
_
Q
I
ir

_
Q
loss

_
Q
h
: (2)
The rate of absorber losses is relevant to the overall loss coefcient, ambient temperature,
and absorber temperature. It can be expressed by
14
_
Q
loss
k
loss
KT
avg
T
a
: (3)
C. Stirling engine
In this section, the Stirling engine operation concept is explained. It is also described how
a set of algebraic and differential equations is used to model the Stirling engine.
1. Stirling engine operation concept
The Stirling engines are external combustion machines working theoretically in the Stirling
cycle. The modied systems compressible uid (such as air or Helium) is used as the working
uid.
10
The Stirling engines are powered by the expansion of a gas when heated, followed by
the compression of the gas when cooled. The Stirling engine contains a predetermined amount
of gas that is transferred back and forth between the two cold and hot ends. As shown in
Fig. 3, the Stirling engine includes a displacer piston and a smaller piston named the power pis-
ton. The displacer piston (bigger one) moves the gas between the two ends and the power pis-
ton changes the internal volume as the gas expands and contracts. Air in the engine is cyclically
heated and expands to push the power piston to the right. As the power piston moves to the
right, the linkage forces the loose-tting and moves the piston to displace air to the cooler side
of the engine. By losing the heat on the cooler side, the air contracts and pulls the power piston
FIG. 3. The schematic of Stirling engine.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
to the left. The air is again displaced, sending it back to the heated compartment of the engine,
and the cycle repeats. The power piston acts upon the linkage to a ywheel and the back and
forth motion of the power piston is converted to the rotational motion of the ywheel.
12
2. Stirling engine modeling
In order to model the Stirling engine, the operational procedure of the Stirling engine
should be implemented using a set of relations that are explained in this part. The absorber is
considered as a heat source for the Stirling engine. The heat source (absorber) transfers entropy,
S
h
, to the air in the cylinder through a variable resistance. The heat sink is considered as a con-
stant temperature effort source, T
c
, which also transfers entropy, S
c
, from the air in the cylinder
through a different variable resistance. The air in the cylinder is modeled as a multi-port capac-
itor. To consider the leakage from the cylinder, one port on the multi-port capacitor tracks the
mass loss through a resistance to ambient conditions, modeled as a constant pressure effort
source. The entropy variations are considered by a second port on the capacitor. The variations
are caused by mass ow, entropy ow from heat source, and entropy ow to heat sink. The
nal port on the capacitor is associated with the volume change. The pressure in the cylinder
acts upon the power piston which is modeled as a constant ratio transformer. The piston then
acts upon the linkage to the ywheel, modeled as a modulated transformer. The ywheel is
modeled as an inertia, while all of the friction losses in the system are modeled as a resistor
with damping b. The major modeling assumption used in this model are
12
uniform temperature for air in engine,
lumped friction element to govern engine speed,
no power transfer through the heat piston,
mass-less pistons,
uniform temperature sources,
all leakage from engine through power cylinder,
the motion of the heat piston is sinusoid 90
ahead of power piston.

For this research, the Stirling engine is modeled using the following set of algebraic and
differential equations that are implemented in Simulink environment:
12,15,16
x R
e
1 sin h; (4)
A
h
A
sc
1 cos h; (5)
A
c
A
sc
1 cos h P
pc
x; (6)
_
S
h

A
h
lT
h
T
e
T
e
; (7)
Q
h
mc
p
T
h
Te; (8)
_
S
c

A
c
lT
e
T
c
T
e
; (9)
_
N
e
A
l
2q
e
P
e
P
a
p
; (10)
_
S
a

S
e
N
e
_
N
a
; (11)
_
S
e

_
S
h

_
S
c

_
S
a
; (12)
V
e
V
c
A
p
x; (13)
v
e

V
e
mN
e
; (14)
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
T
e
T
o
v
e
v
o
R
Cv
exp
s
e
s
o
C
v
; (15)
P
e
P
o
v
e
v
o

R
Cv
1
exp
s
e
s
o
C
v
; (16)
F
e
P
e
P
a
A
p
; (17)
s
e
F
e
R
e
cos h; (18)
s
e
s
elec
b
_
h I
h: (19)
The thermo-mechanical operation of the Stirling engine is presented through Eqs. (4) to (17).
Equation (18) shows the generated mechanical torque of the Stirling engine as a function of the
radius of linkage pivot on the ywheel.
It is important that the interaction between the mechanical and electrical dynamics of the
system be accurately considered in the model, as the Stirling engine and the synchronous gener-
ator are coupled through a mechanical shaft. The Stirling engine torque, s
e
, and the generator
torque, s
elec
, are applied to the same shaft and the Eq. (19) can be used to calculate the rotation
velocity. This equation also represents the mechanical dynamics of the electrical generator.
D. Temperature control system
Since the temperature varies with the sunlight irradiance, the temperature control system
(TCS) should be used to maintain the absorber temperature at its maximum possible tempera-
ture while considering the thermal limits of the absorber and receiver materials. The pressure of
the working gas inside the Stirling engine controls the absorber temperature. When the irradi-
ance is high, the absorber temperature increases and the pressure in the Stirling engine
increases. In order to regulate the absorber temperature, the Stirling engine pressure should be
decreased. The gas pressure can be decreased in the Stirling engine by pumping it back to a
high pressure storage tank
17
or using an external low pressure storage tank
18
where the gas can
be owed naturally out of the engine by opening a control valve. On the other hand, when the
irradiance is low, the absorber temperature decreases and the pressure in the Stirling engines
decreases. In order to regulate the absorber temperature, the Stirling engine pressure should be
increased. An external high pressure storage tank is used to add gas to the Stirling engine. The
detailed model of this control system can be found in Ref. 17.
IV. WIND TURBINE SYSTEM
A. Wind profile
The wind prole, generated by TurbSim software,
19
has special characteristics such as, dif-
ferent velocity for each point of blades, wind vector generation in desired accuracy, and wind
conrmation with environmental conditions. This software produces wind vectors based on sta-
tistics data that is obtained from environmental data collection. Due to, altitude, average wind
speed, wind turbulent intensity, hub height, and other environmental conditions, it creates spe-
cial wind prole. FAST software
20
reads the TurbSim output data.
B. Wind turbine model
FAST is comprehensive software to model the mechanical parts of the WT. The WT is com-
posed of different parts that are connected together and each part can move and inuence on the
other parts. The simple model cannot consider the structural details but FAST considers the most
important WT motions and models mechanical parts such as nacelle, tower, blades, and shafts.
Against other mechanical software like ADAMS (Automatic Dynamic Analysis of Mechanical
Systems), it considers a few detail of the WT motions, therefore, it needs less time to run compare
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
with ADAMS. The translational, rotational, lateral, and longitudinal motions of the WT can be stud-
ied by FAST. FAST considers 24 degrees of freedoms (DOFs) for three blade horizontal axis WT
(HAWT) also, according to eld research, it can neglect some DOF. Different types of the WT have
been modeled by FAST such as up-and down-wind, two and three bladed, pitch and stall controlled.
Some of these models are built based on real WTs. Before manufacturing a new WT, the prelimi-
nary design can be tested by FAST; therefore, the new design is evaluated and cost is reduced.
FAST uses AeroDyn
21
to calculate the WT aerodynamic forces. The aerodynamic loads are
described by dynamic equations that are solved by AeroDyn sub code. It calculates the mechan-
ical torque, deection, and velocities of the mechanical conguration based on the aerodynamic
forces for each point of the blades. To use this sub code, some input data les should be pre-
pared including wind prole, airfoil lift and drag coefcients, and some denable parameters.
As the WT equations are modeled in the dynamic form, it is possible to examine interactions
between the mechanical and the electrical systems.
In this paper, FAST is used to model an upwind, three-bladed rotor small HAWT with a
rigid hub and foundation. The WT DOFs include the rst and second apwise blade mode,
edgewise mode, yaw angle, and tail furl. This WT uses the furling control technique, as power
control method, to limit captured power at high wind speed. This structure permits rotating of
rotor and drive train around the yawing portion of structure on top of the tower, whereas tail
furl DOF allows the tail motion about the yawing portion of the structure on top of the tower.
20
This technique cannot be used in large scale WTs because of the enormous gyroscopic loads on
the WT construction. In high wind speed, the rotor thrust and aerodynamic moments are con-
trolled by tuning the nacelle around the yaw axis.
The tail-furl technique maintains the WT rotor aligned with the wind below rated wind
speed. In this mode, tail vane helps WT to balance the lateral aerodynamic forces. Therefore,
WT can extract more power from wind. The furling mechanism turns the tail vane, connected
to back of the nacelle side, and unbalance the lateral aerodynamic forces to protect WT against
excessive power generation and rotor speed in high wind speed. The tail-furl and yaw-furl axes
are shown in Fig. 4. This controller is veried and validated by test data from small wind
research.
22
The controller of the furling mechanism is designed based on fuzzy logic controller
that its inputs are the shaft speed, generated power, and wind speed.
FIG. 4. The tail furl operation in side view.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
V. ELECTRICAL PARTS
A. PMSG model
The PMSG is selected to use in the WT and Stirling because it is simple, efcient, and
without dc excitation. The ux established by the permanent magnets in the stator is assumed
sinusoidal. The PMSG is modeled using below equations in d q reference frame. These equa-
tions are based on stator currents and voltages,
v
sd
R
s
i
sd

dk
d
dt
x
e
k
q
; (20)
v
sq
R
s
i
sq

dk
q
dt
x
e
k
d
; (21)
k
d
L
sd
i
sd
k
m
; k
q
L
sq
i
sq
; (22)
s
elec

3
2
pk
m
i
sq
L
sq
L
sd
i
sq
i
sd
; (23)
P
e
x
m
s
elec
: (24)
B. Electrical controller scheme
The electrical controller composing of network side converter (NSC), Stirling generator
side converter (GSC), and WT GSC controller are designed in d q reference frame. The NSC
controller can control the dc link voltage and injected reactive power to the network (or point
of common coupling (PCC) bus voltage). The NSC controls dc link voltage and there is no
need that it is controlled by two controllers (Stirling GSC and WT GSC) and when the WT is
off and irradiance is zero, NSC can support the connected network.
The generators active power that is extracted from wind and solar is controlled by GSC con-
trollers. These controllers make the hybrid system working at highest efciency, where the set point
of generators shaft speed is determined by the maximum power point tracking (MPPT). The speed
set points are calculated based on the generator output power and hybrid parameters, when the WT
and Stirling are operating below rated power. The calculation of the speed set point is sometimes
summarized as a look up table of x P curve in the WT or Stirling. For Stirling engine, x P
curve is obtained based on consecutive tests. According to wind speed and irradiation, the generator
shaft speed set points are changed and desired power is extracted from wind and solar.
1. NSC control
The main aim of the NSC controller, shown in Fig. 5, is to keep dc link voltage at constant.
The cascaded control scheme, designed based on the network current d q components, is used
to control dc link voltage and injected reactive power to the network. The q-component of the
network current can control dc link voltage, whereas, the d-component is used to control reactive
power. The outer loop sets the reference for inner loop (i
d
) and the inner loop tracks this refer-
ence. In normal condition, the reactive power set point is regulated at zero to reach unity power
factor by second loop. The NSC model is implemented using the following equations:
v
d
R
f
i
d
L
f
di
d
dt

x
n
L
f
i
q
v
nd
; (25)
v
q
R
f
i
q
L
f
di
q
dt

x
n
L
f
i
d
v
nq
: (26)
Inner loop (current loop) is designed based on Eqs. (25) and (26). This controller includes
three standard proportional integral (PI) with anti wind up.
23
Equation (27) shows the PI con-
troller transfer function,
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
Gs K
p

K
p
T
i
s
: (27)
The controller coefcients (K
p
and T
i
) are determined using the methods, explained in
Refs. 2426. The dc link should be modeled by dynamical equation to design outer loop con-
troller. The average model is used to model dc link using the below equation,
dV
dc
dt

1
CV
dc
P
e

1
CV
dc
P
n
: (28)
As can be seen in Eq. (28), the dc link voltage will remain constant if the WT output
power and delivery power to the network are equal.
2. GSC control
The generator side converter control scheme is indicated in Fig. 6. This controller is com-
posed of two control loops that are designed based on the generator stator current d q compo-
nents and work independently. The rst loop controls d-component of stator current. The d-
component of the generator current is usually set at zero to decrease power loss and stator cur-
rent. The second control loop includes two cascade loops (outer and inner loop) where outer
loop regulates shaft speed to maximize the extracted power according to the reference, deter-
mined by MPPT. The GSC is modeled by Eqs. (29) and (30) that can be used to design current
control loops:
FIG. 5. Network-side converter control scheme.
FIG. 6. Generator-side converter control scheme.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
v
sd
R
s
i
sd
L
sd
di
d
dt
x
e
L
sq
i
sq
; (29)
v
sq
R
s
i
sq
L
sq
di
q
dt
x
e
L
sd
i
sd
x
e
k
m
: (30)
Equations (29) and (30) show relation between the generator stator voltages and currents in
the d q reference frame. To determine generator shaft speed, MPPT is implemented for the
WT and Stirling. In this paper, the power signal feedback (PSF) method is used to determine
the WT and Stirling shaft reference speed as MPPT. The main idea of this method is utilization
of the WT and Stirling x P curves, where x and P are shaft speed and output power. These
curves depend on the WT and Stirling inherent characteristics. The WT x P curve can be
obtained from Eq. (14) but continual test is used to obtain the Stirling curve. The relation
between shaft speed, irradiance, and output power is nonlinear. The Stirling is tested in
FIG. 7. The Stirling MPPT curves.
FIG. 8. The effect of irradiance on absorber temperature.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
different irradiance and different shaft speed to obtain Stirling inherent parameters and dene
the power behavior. The effect of irradiance on the temperature, shaft speed, and power is
shown in Figures 7 and 8. Fig. 7 shows that the maximum power in various irradiation occurs
about shaft speed of 800 rad/s. This set point has been chosen to the Stirling generator shaft
speed. Equation (31) is used to determine the WT shaft reference speed,
x
ref

P
m
k
3
r
; k
0:5q
a
pC
pmax
R
5
bld
k
opt
: (31)
The performance coefcient, C
p
b; k, is a nonlinear function, depending on the tip-speed-
ratio, k, and the pitch angle of the blades, b.
FIG. 9. The load scenario.
TABLE I. The Stirling engine parameters.
Parameters Value
d
con
2.4 m
g
m
94%
R
e
1.25 cm
A
sc
40 cm
2
P
pc
4.9 cm
A
h
Variable
A
c
Variable
l 10 000 W=m
2
A
l
0.06 mm
2
A
p
1.9 cm
2
V
c
40 cm
3
M 29 kg=kmol
R 287 J=kg
s
o
2800 J=KKg
T
o
300 K
P
o
P
a
1 10
5
Pa
C
v
717 J=kgK
B 0:7 10
3
N=rad=s
I 4 kg cm
2
C
p
5.19 kJ=kgK
L
s
0.02682 H
k
m
0:1717 wb
R
s
18:7 X
P 2
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
FIG. 10. The wind prole.
TABLE II. The wind turbine data.
Parameters Value
Rotor diameter 6.17 m
Cut-in wind speed 3.1 m/s
Cut-out wind speed 25 m/s
Rated wind speed 13 m/s
Hub height 37 m
Nacelle mass 260.5 kg
Blade mass 10.847 kg
Blade number 3
Air foil blade type SH3052
Gearbox ratio 1
Tail boom mass 86.8 kg
Tail boom inertia about tail-furl axis 264.7 kgm
2
R
s
0.5 X
L
s
0.00448 H
k
m
0:39V s
Generator inertia 25 kg m
2
p 19
TABLE III. The electrical parts parameters.
Parameters Value
DC link capacitance 2500 lf
Network rated voltage(line to line) 380 V
3-Phase short-circuit level 10 MVA
X/R ratio 5
Network frequency 50 Hz
R
f
0.012 X
L
f
0.002 H
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
VI. SIMULATION RESULTANALYSIS
In this section, the hybrid system operation is studied considering load variation, shown in
Fig. 9. A precise model, consisting of the thermal, mechanical, and electrical parts, is consid-
ered to simulate the hybrid system. Simulation results allow for study of the interaction between
electrical and mechanical parts. The main parameters of the WT, generator, and Stirling engine
are listed in Tables IIII.
Due to RCES and load uncertainty, the hybrid system should be connected to utility grid
or storage devices for system power management. In this research is assumed that the hybrid
system is connected to the utility grid and utility grid controls the system frequency.
The wind prole, with mean speed 13 m=s, is generated by TurbSim (see Fig. 10). The irra-
diance is considered 1000 W=m
2
, assumed constant in simulation time.
FIG. 12. The power, torque, and shaft speed of the Stirling.
FIG. 11. The power, torque, and shaft speed of the WT.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
FIG. 13. The power of PCC bus and grid bus.
FIG. 14. The dq currents of hybrid system and grid.
FIG. 15. The dc link voltage.
116.202.154.22 On: Tue, 03 Jun 2014 05:34:21
The electrical power, torque, and shaft speed of the WT and Stirling are shown in
Figures 11 and 12. Due to wind speed uctuations, the variation of WT shaft speed and output
power is justied. The summation of the WT and Stirling output powers is injected to the PCC
bus through the common dc link.
The impact of load variation is studied on the hybrid system operation, changing the local
load in three steps. In the beginning, the hybrid system supplies the local load and injects its
excess power to utility grid. At t 5 s, second load is connected to the system with 7 kW
power, therefore; the delivery power to the grid is reduced. Connecting the third load to the
network with 3 kW power consumption, utility grid injects power to supply the local load. As
can be seen in Fig. 13, the delivery power to the utility grid is negative after t 10 s. Fig. 14
indicates the current d q components of the grid and hybrid system. The q-component of grid
current is set at zero by NSC controller; therefore, the delivery reactive power to network will
be zero to maximize the active power transfer capacity. The dc link voltage and PCC bus volt-
age are depicted in Figures 15 and 16. They show that the dc link and PCC voltages are in an
acceptable range and the hybrid system maintains its stability in different load conditions.
VII. CONCLUSION
In this research, a hybrid system, including the WT and Stirling, was modeled and studied.
This model used TurbSim and FAST to simulate wind and WT direct drive. Also, Simulink
was used to model Stirling engine and electrical controllers. These controllers control reactive
power and real power independently. The dc link voltage is also maintained constant by the
controller. The PSF method was used to implement MPPT for the WT and Stirling. The hybrid
system reaction was evaluated in different load conditions and was shown that the new hybrid
system can work like other hybrid system with high performance. The feature of this model is
precision modeling of mechanical and electrical parts that are not considered in other works.
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Simulation of a new grid-connected hybrid generation system with Stirling engine and

h the angular acceleration of the ywheel

uniform temperature for air in engine,

lumped friction element to govern engine speed,

no power transfer through the heat piston,

uniform temperature sources,

all leakage from engine through power cylinder,

the motion of the heat piston is sinusoid 90

ahead of power piston.

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