FACULTY OF ENGINEERING AND QUANTITY

SURVEYING

BACHELOR OF ENGINEERING (HONS) IN

MECHANICAL ENGINEERING

Engineering Design Project (MEE4999)

Interim Group Project Report

1. Mohammad Shafiq bin Muhammad Mahadi

Name
(I15009504)
(Matriculation No) 2. Erickson Martinez (I12001860)
3. Youssaf Mohammad Yahya Peeroo (I11008595)

Group Team 1816

Session JAN2017 AUG2017

Project Title Design and fabricate a 20W Stirling Engine

Supervisor Dr. Girma Tadesse Chala

ABSTRACT

1
Engines are everywhere, in our society today we depend on engines every day, to perform
variety of different tasks, from our needs of transportation in trains and cars, to our blenders that
prepare our food. [1] Every engine works on the same basic concept: they take heat energy and
turn it into work. [1] The Stirling engine does precisely this. [1] A simple Stirling engine has two
pistons, in contact with a sealed reservoir of gas. [1] One piston is in contact with hot gas and the
other with cooled gas. [1] The heat energy is put into the system by heating the gas on the hot
side, work is done by the pistons, and the heat energy which has not been converted to work is
expelled on the cooled side. [1]

ACKNOWLEDGEMENT

2
First of all, we as a team would like to express our gratitude to those who had given a helping
hand, in order for us to reach this far. Especially to our supervisor, Dr. Girma Tadasse Chala, who
had given us support and advices either it be in terms of knowledge or moral support since the
beginning of the project. Besides that, we would also like to show our appreciation to Mr. How
Ho Cheng, our project coordinator for all the guidance and help that had been given to us. We
also like to thank the lecturers involved in this project, Mr. Gerald Victor and Ms. Tezara Cionita
in helping us to do this project systematically. Last but not least, we would like to thank all the
people that help us in this project either knowingly or unknowingly to make this project a
success.

TABLE OF CONTENTS

Abstract2

3
Acknowledgements..3
List of Figure6-7
List of Table.7
Nomenclature/ Abbreviations...8-9
1.0 Introduction..10
1.1 Problem Statement...10
1.2 Motivation11
1.3 Literature Review.12
1.3.1 History of Stirling Engine..12
1.3.2 Operation of Stirling Engine.13-16
1.4 Summary..17
2.0 Project Formulation.18
2.1 Projects Objectives..18
2.2 Scopes..18
2.3 Constraints and Considerations19
2.4 Summary..19
3.0 Design Methodology..20-22
3.1 Type of Engine...23-36
3.1.1 Selection Matrix.36
3.2 Average Engine Speed37-38
3.3 Kinematics Analysis Equations..39-44
3.4 Selection of Heat Source44-45
3.5 Cylinder Design..46-49
3.6 Piston Design..50-55
3.7 Crankshaft Design..55-56
3.8 Flywheel Design57-58
3.9 Efficiency59
3.10 Material Selection (Draft) Design60-61
4.0 Heat Sources62
4.1 Solar Heat62
4.1.1 Types of solar power concentrator...62-64
4.1.2 Parabolic dish solar system and calculation.64-68
4.1.3 Summary68
4.2 Waste Heat...69
4.2.1 Overview69
4.2.2 Waste Heat recovery in Malaysia..69
4.2.3 Types of Waste Heat.70-71
4.2.4 Boiler71-73
4.2.5 Boiler Calculator.......74-77
4.2.6 To find percentage of heat recoverable from the flash tank.77-80
4.2.7 Summary80
5.0 Conclusion..81-82
6.0 Recommendations for Further Work...83
7.0 References......84-86
8.0 Appendices...87
8.1 Gantt Chart...87

4
 8.2 Work Breakdown Structure (WBS)88-89
8.3 Drawing (Solidworks)90-91

LIST OF FIGURES

Introduction

Figure 1: Diagram of an early Stirling Engine...12

Figure 2: Type of Stirling engine...12

5
Figure 3: Example of a Stirling engine..13
Figure 4: Graphs of P V and T s..14
Figure 5: Alpha Stirling engine..15
Figure 6: Beta Stirling engine16
Figure 7: Gamma Stirling engine...16

Design Methodology

Figure 1: The interim design of Stirling Engine (Beta Configuration)..27

Figure 2: Gamma Configuration that needed to be understand.29
Figure 3: The Different Configurations of Beta and Gamma30
Figure 4: P-V Diagram for the Stirling Engine Gamma Configurations...33
Figure 5: Finding Work Done Using MEP34
Figure 6: Engine Speed vs Power Output Based on 300 cc engines 37
Figure 7: Engine speed vs torque based on 300 cc Stirling engines .37
Figure 8: The Slider crank Mechanism That will be use in Stirling Engine..39
Figure 9: Simplification of Kinematics Formula...40
Figure 10: Piston position when Angle at 0 degree...42
Figure 11: Movement of piston when angle is 90 degree, x=81.31 which is changing43
Figure 12: Movement of piston when angle is 180 degree, x= 56.67 mm (At Minimum)43
Figure 13: The Experiment Setup..44
Figure 14: Top view of the cylinder design...47
Figure 15: 3D isometric view of the design cylinder.47
Figure 16: Arrangement of the piston inside the cylinder. (Initially)51
Figure 17: Optimum phase angle based on the Parametric Study of Schmidt..52
Figure 18: SVV between Expansion and Compression Space..53
Figure 19: The dimension for the Piston55
Figure 20: To get SVV the shaft design should look something image on the right55
Figure 21: 90 Phase angle different Between Cold and Hot Piston56
Figure 22: Design for Flywheel.57

Solar Heat

Figure 1: Parabolic trough.62

Figure 2: Parabolic dish.63
Figure 3: Power tower sunlight concentrator.63
Figure 4: Design of Parabolic dish.64
Figure 5: Schematic diagram of parabolic dish.66

Waste Heat

6
Figure 1: Typical two-stage blowdown heat-recovery system..72
Figure 2: Specifications of an onsite steam boiler 72
Figure 4: Boiler calculator 73
Figure 3: Flash tank...75

LIST OF TABLES

Design Methodology

Table 1: Design criteria and It importance when design it (Weightage)...23

Table 2: Selection matrix for different type of Stirling engine based on design criteria (8)26
Table 3: Rating Scale describing 1 as worst while 5 is the best26
Table 4: Some of thermal conductivities of materials...46

Solar Heat

Table 1: List of parameters64

Table 2: Selection of material concentrators.64

Waste Heat

Table 4.1: Typical Waste heat Temperatures at High Temperature Range..70

Table 4.2: Typical Waste heat Temperatures at Medium Temperature Range.70
Table 4.3: Typical Waste heat Temperatures at Low Temperature Range71
Table 4: Combustion efficiency table ...74
Table 5: Tuned coefficients for equation (2) - (5).78

NOMENCLATURES/ ABBREVIATIONS

T h=HighTemperat ure End

-
T l =LowTemperature End
-
th =Efficiency
-
P0=Initial Pressure
-
T 0 =Initial Temperature
-

7
- S c =Engine Speed (Hz)

- R=Gas Constant
-H1= Maximum Working Height of the gas inside the cylinder. (Vmax)
-H2= Minimum Working Height of the gas inside the Cylinder. (Vmin)
r =Radius of the Cylinder
- c
hc =Height of Cylinder
-
r p=Radius of the Pi ston
-
h p =Height of Piston
-
-V2=Minimum volume power piston in hot side at BDC (Bottom Dead Centre)
-V1=Maximum volume , power piston of hot side at TDC (Top Dead Center)
P , P , P , P =Pressure
- 1 2 3 4
T 1 , T 2 , T 3 , T 4 =Temperature
-
- n = gas Mole
W net =Work Net
-
V max V min
-V = (Change In Volume)

- =Torque

-
=angular speed ( rads ) ,( min
rev
)
FT =Tangential Force
-

- r=radius of shaft
-L=length of the connecting Rod
-X= Displacement of Piston
-R= radius of Shaft Rotation
- = Angle of Rotation

- x=maximum displacement Piston( x 2x 1)

- x 2=Pistonat 0 rotati on (at maximum length)

- x 1=Pistonat 180 rotation(at minimum length)

- Q=Heat
- m=mass
c p=Specific Heat Capacity
-

8
 - T =Temperature Difference
-t = time
- q=heat transfer rate intoout fins root
t e=temperatureof surrounding environment
-
t r=temperature at finroot
-
r b=radius of the tube
-
r e =fintip radius
-

- =finthickness
-h = surface heat transfer coefficient
-k= thermal conductivity coefficient of the material
- =Fin Efficiency
- K = swept volume ratio
V c =Volume for Compression
-
V e =Volume Expansion
-
- = Temperature ratio
T c =TemperatureCompression
-
T e=Temperature Expansion
-
V td =Total Dead Volume
- X= Dead Volume ratio
V de =Dead Volume Expansion
-
- = phase angle
V swept =Swept volume of piston
-

- I =second moment of inertia

- Q =Heat Supply ( Source)

1.0 INTRODUCTION

Engineering Design Project (EDP) is a compulsory subject in Bachelor of Mechanical

Engineering where students have to come up with a design project, usually given by the subject

9
coordinator (lecturer). In this project, students would be working as a team, where they will
design the project from its conceptual design to final prototype. It will be conducted in two long
semesters, where students would have to use all of their knowledge and skills that they learned
from the past early two years to the test.

The aim for this January 2017 Engineering Design project (EDP) is to design a reliable,
sustainable and economical Stirling engine capable of regenerating 20 watts of electrical power
for a minimum time of 30 minutes. Three Stirling designs are analyzed before opting for the
Gamma-type configuration, based around a double cylinder one piston and one-displacer
system. The heater, cooler and regenerator are studied for later use on the Stirling engine.
Appropriate methods are used to calculate the energy produced by fuel to run the Stirling engine
and the thermal efficiency of the Stirling engine.

1.1 Problem Statement

Stirling engines are known for their low power, high efficiency and as a free energy system.
Imagine about the possibilities if the power of the Stirling engine was increased. It can be used as
a source of power generation that can supply energy to many appliances at home with little to no
electricity. So how can we increase the power output of the Stirling engine while retaining high
efficiency for an everyday use? Also, where can we get a suitable heat source in order to make
the Stirling engine to function?

1.2 Motivation

Some developed countries like the United States and some of the OPEC countries are highly
dependent on fossil fuel, as their economies depend on it. Many other countries import oil from

10
war torn countries like in the Middle East. For quite some times though, there have been
numerous debates about energy needs and consumptions, to move away from the dependency of
fossil fuel and to brace for a sustained renewable energy and this has been the main goal of many
engineers globally. How can one achieve high efficiency? The Stirling engine is one of the
plausible solution, as it works on a closed cycle. The Stirling engine has an external heat source,
that is, the engine can use any kind of heat source to power it.

1.3 Literature review

Stirling engine has been around since the nineteenth century [2], and it is still lagging the other
engine models such as internal combustion engine. The Stirling engines do have their pros and

11
cons, but it is the subject of study in many other countries who are willing to switch to
alternative means for ecologic and economic energy, especially in todays day and time. [2] Due
to its presumed complexity, only few companies have taken the challenge of using the Stirling
engines for a range of applications, but it proved to be a failure. In the year 2002, a company
named Energy International Incorporation was interested in Stirling engine research and
development, which lead them to assist a project named Stirling Engine Assessment. [2] This
assessment discussed about the lack and inability of Stirling engine, vis a vis its competitor, the
internal combustion engine.

1.3.1 History of Stirling Engine

The Stirling engine was invented by Robert Stirling in 1816. He fabricated and
tested an air engine which was then put to practical use in 1818. Stirling built an
engine to pump water in a quarry. The main subject of Stirlings first invention
was heat exchanger, which he used to call economizer. The economizer had the
ability to enhance fuel economy in a variety of applications. One form of his
economizer was his unique closed cycle air engine design, which is today
known as regenerator.

Fig.1. Diagram of an early Stirling Engine [1].

1.3.2 Operation of Stirling Engine

12
The Sterling engine operates based on a closed system with regenerative thermodynamics cycle.
Air is used as a working fluid and undergoes continuous compression and expansion in separate
chambers or within a single chamber and the system functions with change in volume.

In a typical Stirling engine, a fixed amount of gas is sealed within the engine, and a temperature
difference is applied between the two pistons. As heat is applied to one part of the system, the
gas expands and pressure is built up. This forces one piston to translate downwards, performing
work. The two pistons are linked by a flywheel so as the hot piston moves down and the cold
piston moves up by an equal distance. This forces the cooler gas to exchange with the hot gas.
The flow passes through a regenerator, where heat is absorbed or dissipated.

Fig 3: Example of a Stirling engine. [3]

Stepwise Procedure

13
Based on P -V and T s graphs,

Fig 4: Graphs of P V and T s [4]

1. Process 1-2: Isothermal compression. One piston compresses the working fluid within

the compression volume, while the other is stationary. This increases the pressure of the

system at a constant temperature. [4]

2. Process 2-3: Isochoric transfer I. Both pistons move in opposition (90 out of phase) to

transfer the working fluid from compression to expansion volume. The regenerator, in an

ideal situation, raises the fluid temperature to 3 using heat stored from process 4-1.

External heat supplies the remainder. [4]

3. Process 3-4: Isothermal expansion. The expanded piston is moved by the expanding

fluid, which is maintained at a constant temperature by the external heat source. Work is

done in this stage on the piston by the working fluid. [4]

4. Process 4-1 Isochoric transfer II. The reverse process of 2-3, both pistons work to
transfer the fluid from the expansion to the compression space. The regenerator absorbs heat
from the fluid, reducing the fluid temperature to that at 1. [4]

14
Types of Stirling Engines

There are 3 types of Stirling engines;

1. Alpha type engine.

2. Beta type engine.
3. Gamma type engine.

Alpha type engine

Figure 5: Alpha Stirling engine [5]

The Alpha type has two cylinders and two pistons, separate hot and cold regions, a regenerator,
and a flywheel. In each hot and cold region, there is a piston. Typically, no displacer is used.
There is high temperature difference between the two cylinders, as more energy is converted into
work, thus resulting in higher efficiency. The alpha type offers higher power to weight ratio and
faster rotations per minute.

Beta type engine

15
 Figure 6: Beta Stirling engine [5]

Like the alpha, the beta - type Stirling engine also possesses hot and cold heat exchangers
(regions), a regenerator and a flywheel. The differences are that the beta type has a single
cylinder, a single power producing piston and a displacer. The displacer is used to move air
between the heating and cooling parts of the cylinder.

Gamma type Stirling engine

Figure 7: Gamma Stirling engine [5]

The gamma type Stirling engine is a variation of the beta engine. It has two cylinders. One
contains the power piston and the other has a displacer. The power piston cylinder is located
alongside the other cylinder that has the displacer piston. Air moves through a small gap between
the cylinders. The power piston and the displacer are connected to the flywheel. Some gamma
types use regenerator and some dont.

1.4 Summary
16
The Stirling engines have many advantages and benefits compared to other engines such as
steam engines, internal combustion engines and gas turbine engines. Those engines use crude
fuels (diesel or kerosene) which are used to combust and then the unwanted gas or air is
exhausted through an exhaust. For Stirling engines, the heat energy sources can be anything from
heat from the solar panel or even just the heat from a hot coffee! Thats how excellent it is.

Among the three types of Stirling engines shown, the most reliable Stirling engine would be the
gamma-type. However, a proper selection matrix have to be done in proper manner so that it can
be used as an evidence on why gamma type Stirling engine would be the way to go. This will
be discussed in much more details at the next chapter in design methodology.

2.0 PROJECT FORMULATION

17
Overview

From the introduction, it is clear that Stirling engine is an excellent type of engine to use as its
work mechanisms are simple and it can operate in any kind of heat. In this particular project, we
have been instructed to produce a Stirling engine that has to meet the minimum requirement,
which has been set by the project coordinator. In this chapter, we would discuss more on the
objectives and scopes that our group has to meet in order to make this project a success.

2.1 Project Objectives

During the second week of the Engineering Design Project (EDP) class, our project coordinator,
Mr. How Ho Cheng introduced us the title of the project, which is; Design and fabricate a 20W
Stirling Engine. For this project, we have to design, to fabricate, and to test a Stirling engine
with some specifications;

1. The Stirling engine should have a power output of minimum 20W.

2. The Stirling engine should operate continuously for 30 minutes
3. It is an added advantage if the Stirling engine used solar heat or waste heat as its heat
source.

2.2 Scopes

Besides the objectives, we also have to consider the scope listed in our project, which is;

i) All the relevant design analysis must be demonstrated.

ii) The use of finite element simulation (ANSYS) is encouraged although not
compulsory.
iii) All the parts must be fabricated in-house in the lab or workshop.
iv) A conceptual design must be finalized, and the conceptual model must be produced
using in-house 3D printer as part of the requirement for stage 1 interim group
progress assessment.
v) Either type (alpha or beta or gamma) of Stirling engine can be chosen.

2.3 Constraints and considerations

18
After finding out the objectives and having discussion with the team, we come up with problems
and constraints that might come up during the buildup of the Stirling engine. These constraints
are as follows;

1. Type of gas used in the engine. After doing deliberate research, we found that helium
and hydrogen can be used as the working gas in the Stirling engine. However, air will be
used because of its simplicity and resource restrictions, even though helium or hydrogen
will provide more energy due to their characteristics. [1]

2. Minimum power output. As the minimum power output required in this project is only
20W, the power output for our Stirling engine should not be exactly 20W. This is because
as every engine do, there will be losses that could happen along the way (friction losses,
heat losses). We concluded that our Stirling engine will have a higher power output than
20W.

3. Usage of solar power. As stated in the project objectives, usage of solar heat and waste
heat is an added advantage. However, considerations have to be made regarding the
availability of the Sun during the Stirling engine operation. As the weather can be
unpredictable, our Stirling engine cant be depended solely on the solar heat panel. Thus,
we concluded that our Stirling engine should be flexible in terms of using solar heat and
heat from the waste heat industry,

2.4 Summary

Deciding on what to do in any project is important after we found what project to do. [1] Thus, a
meticulous methodology must be planned after considering the objectives, scopes and constraints
of this project. This methodology will be important so that we didnt get confused in the end as
theres a lot of things to be considered in this project.

3.0 DESIGN METHODOLOGY

19
Overview

The goal of this Engineering Design Project (Stage 1) was to design and prototype a Stirling
Engine with significant power output. The practical power output required for this design project
was 20 Watt. Accomplishing this goal aimed to reduce dependency to fossil fuels by using green
energy source in this project by installing a working engine that can use waste energy as its
power source and also by using solar heat. In this chapter, the following tasks were developed to
guide the design process for this Stirling Engine:

Task 1: Select Type of Engine

Task 2: Finding Average Engine Speed

Task 3: Kinematic Calculations

Task 4: Select Heat Source

Task 5: Design of the Cylinders

Task 6: Design of the Pistons

Task 7: Design of the Shaft

Task 8: Design of the Flywheel

The methodologies used will be discuss in the below. Dimension drawings for all required parts
can be found in Appendix A.

20
Solar Heat or Propane Industrial Heat
Renewable Burner or Waste
Energy Bunsen Burner

Heat Source

Expansion
(Displacer )

Fins Heat Gas

Rejection Movement

Compression
(Power)

Force transfer
To Shaft

Flywheel
Produce Power

Measurement
of Power

Requiremen
t of Power
(60 Watt)
21
In general, when designing Stirling engines for high power and efficiency there are several main
factors, which must be addressed1:

(1) Keep dead volume to a minimum. Dead volume decreases engine power. Dead volume is
the volume that is unswept by the motions of the pistons. This is the volume contained in the
heater, cooler, regenerator, and all the clearance spaces. This volume is constant at all times.

(2) Design the heater to maximize heating of the working gas, for an example once the gas
exits the heater its temperature must be as close as possible to that of the heater walls. This can
be accomplished by using narrow and long tubes/passageways for the gas to flow through.

(3) Design the cooler to maximize cooling of the working gas, example once the gas exits the
cooler its temperature must be as close as possible to that of the cooler walls. This can be
accomplished by using narrow and long tubes/passageways for the gas to flow through.

(4) Design the regenerator to maximize heat exchange with the working gas. This can be
accomplished by using a sufficiently dense matrix material with large surface area.

(5) Keep pumping losses to a minimum.

1 Frank Normani (2010), Stirling Engine Design Manual

22
3.1 Type of Engine

As discussed in the introduction chapter, there are different types of Stirling Engines and each
orientation has its pros and cons. Many factors were considered in the selection of the type of
Stirling Engine that would be designed and prototyped in this project. The team established
which objectives were most important in design. There are 8 design criteria to be consider for the
type of Stirling engine to be choose.

Design Criteria Weightage

a. Power Output 5
b. Friction Losses 4
c. Simplicity 3
d. Thermal Isolation 2
e. Available Literature 3
f. Temperature Differences 3
g. Efficiencies 5
h. Visual Aesthetics 1
Table 1: Design criteria and It importance when design it (Weightage)

Weightage Scale: 1- (Least Important) 5- (Very Important)

The team based the selection on 8 design criteria. For the purpose of theoretical calculation, the
power output of above 60 watts was considered. According to Walker Graham2:

Power Output (Theoretical) = 3 x (Power Output (Practical)) (Graham,1980)

The design criteria were carefully selected so the perfect selection of type of Stirling engine will
be selected.

Power output and efficiency have the weightage of 5 which show it is the most important criteria
that needed to be met. While for, visual aesthetics with weightage of 1, shown that the
appearance is not important, what important is what happened inside the engine. Availability of
literature also important factor to be considered, as students will have a lot of access to research
materials. This will help us to understand the configuration or mechanism of Stirling engine even
more better.

2 Walker Graham,1980, Stirling Engines, Calderon Press

23
For every machine, there are friction losses. In case of Stirling engine there are several losses
that must be considered. For theoretical purposes the team considered there are no losses. This is
because most of this loss can only be measured by experiment.

Understanding The Loses Inside the Engine (Normani, 2013)

In addition to thermal losses there are also other engine losses to consider. The details of these
are given in point form below:

1. In a real engine there are friction losses, such as in the mechanical drive, linkages, and
between the piston or displacer seals and cylinder wall. This directly reduces engine
power. These friction losses can only be accurately calculated with experimental
measurements.
2. There are also thermodynamic losses such as from hysteresis effects, due to compression
of the working gas in the expansion and compression space, causing it to heat up to a
temperature higher than that of the cylinder wall, during parts of the cycle. As a result,
heat is lost to the environment. This loss mechanism can be minimized, by insulating the
outside walls of the expansion and compression space. It is assumed that the expansion
and compression space are adiabatic, which means that the working gas does not lose
heat through the cylinder walls. This is a good assumption for large high-pressure
engines.
3. Other losses include, working gas leaking out of the engine, heat transfer inefficiency
from heat source to heater tubes, and other thermodynamic inefficiencies due to heat loss
in other parts of the engine. For instance, there are heat transfer losses that occur as a
result of heat flowing along the engine wall from the hot side to the cold side. There are
heating losses that occur between the gap of the displacer and the cylinder wall, due to
the temperature difference between the expansion and compression space. For the most
part they can only be accurately calculated by experimental measurements, and then
minimized by proper material selection and design.
4. It is very important to know that (with the exception of hysteresis losses and leakage of
working gas), accounting for all the above-mentioned losses would not affect the
thermodynamics and physics inside the engine. So for optimization purposes they can be
excluded from the model

24
 5. One way to significantly improve thermal efficiency in the design is to improve the heat
transfer efficiency from heat source to heater tubes. A common loss mechanism in this
regard is heat loss to the surrounding environment (e.g. warm exhaust from a burner. In
addition, you can also minimize heat loss by placing an insulated enclosure around the
heat source.
6. A well-designed heat source, such as burner with air Preheater, can have a heat transfer
efficiency of 90%. This means that 10% of the heat is lost to the environment. This loss
further reduces thermal efficiency by several percent. For example, an engine operating at
40% thermal efficiency with (theoretically) perfect heat transfer from the heat source,
would run at 36% efficiency with 90% heat transfer efficiency (0.90x0.40).
7. One interesting loss mechanism not mentioned earlier, is Adiabatic Loss. This loss results
from a high compression ratio = (maximum-engine-volume)/(minimum-engine-volume),
which forces the gas temperature in the expansion and compression space (during parts of
the cycle) to exceed the heater and cooler temperature, respectively. This results in heat
being pumped out of the heater and cooler due to the positive temperature difference.
This lowers thermal efficiency. But at the same time a sufficiently high compression ratio
is necessary for high power. However, if its too high, the adiabatic loss becomes
excessive. This is another example of the conflicting requirements in Stirling engine
design.

3.1.2 Selection Matrix

Design Concept a b c d e f g h Total

1.Aplha 4 1 3 4 2 4 4 4 75
2.Beta 3 3 1 2 5 2 3 4 74

25
3. Gamma 3 3 4 3 5 3 3 2 86
Table 2: Selection matrix for different type of Stirling engine based on design criteria (8)

Table 3: Rating Scale describing 1 as worst while 5 is the best.

Based on the selection matrix, gamma - type was chosen as the type of Stirling engine. Initially
the team decided to go with beta - type of Stirling Engine, but after doing the feasibility
assessment, the team found a lot of constraints to build it.

INTERIM SELECTION AND DESIGN

BETA STIRLING ENGINE

26
 Displacer
Piston

Shaft

Power Piston

Figure 1: The interim design of Stirling Engine (Beta Configuration)

The interim design the team found that it was interesting since it is internalization of every
important component of Stirling Engine which is Displacer, Power piston and Shaft. From
engineering perspective, in term of space and placement, it can save a lot of spaces for the
applications of the engine. With proper research, study and resources the possibility to design
this type of engine can be achieved.

Feasibility assessment of the Interim Design

Th
1. The temperature differences between (Hot Temperature) on the displacer cylinder

Tl
and (Cold Temperature) on the power cylinder are not high enough. Without a

27
 proper heat sink system (ie.coolant system) the temperature differences will be low (

T hT l = T
. In Stirling engine, the temperature differences is very crucial to get

high engine efficiency and maximum output power for the engine. (

Tl
nth ( Engine Efficiency )=1
Th )

2. Manufacturing will be quite difficult. Since the team does not have proper experiences
with the manufacturing method, it will be difficult to build the engine.
3. In addition to that, since every component inside a cylinder, it will become quite difficult
to do maintenance of the engine. Let say, there are problems with the shaft, displacer and
power piston needs to be removed to have access to the shaft.
4. Nothing is available in term of research materials. Internalization of Stirling Engine now
is not really widely used. Any mistakes that were made will be hard to be detected.
5. Some of the materials that were planned to be used were quite expensive. For example,
the acrylic which are use cylinder for the engine are quite expensive. The dimension is
not standard, thus will increase the cost of manufacturing the part.

FINAL SELECTION

After a detail research and study, the team decided to go with Gamma Type. The gamma type has
the thermodynamic advantages of the Beta Engine. Every calculation that was made based on
beta configurations can be used for Gamma Type. Based on the selection matrix, gamma type
Stirling engine have the best design criteria. Even though aesthetically it is not beautiful or
sexy as the interim design, its simplicity is what attract the team to make the selection. In term
of manufacturability gamma have the easiest way to be manufactured. Since the team is novice
in manufacturing parts, thus this selection justifies the team need. Every advantage of Beta
Configurations, Gamma configurations inherits. Below show the only differences between the
two design. Notice that a gamma engine is simply a beta engine with the power piston shifted
down. This results in a simpler construction for the drive mechanism given that the displacer and
power piston are physically offset from each other.

28
 Figure 2: Gamma Configuration that needed to be understand

(Source: Stirling Engine Design Manual, Frank Normani)

From the above figure, the swept (purple) regions in the expansion and compression space are
the volumes that are swept by the motion of the pistons and displacers. And the dead/unswept
(grey) regions in the expansion and compression space are the volumes that remain untouched,
or dead. These regions are untouched by the displacer and the power piston, during their
motion (Normani 2013 p.19).

Extra Dead
The only Volume In
difference is Gamma
arrangement
of power
Piston

29
 Figure 3: The Different Configurations of Beta and Gamma

Calculations for Gamma:

30
ASSUMPTIONS:

a) CLOSED CYCLE (MASS IS CONSERVE)

b) POTENTIAL AND KINETIC ENERGY IS NEGLIGBLE
c) WORKING GAS IS ASSUMED TO BEHAVE AS PERFECT GAS (IDEAL)
d) SPEED ASSUMED CONSTANT (CYCLIC STEADY STATE IS ACHIEVED)
e) ENGINE LOSSES IS NEGLIGBLE
f) INTRINSIC ENGINE DESIGN

i) Initial Conditions

- P0=1 atm ( Atmospheric Pressure )T 0=25 =298 K ( Initial Temp )

- S c =34 Hertz( Engine Spee d at Steady Cycle State)

Latm
R=0.082
- Kmol

H1 H2

Diameter
piston

Diameter
Cylinder

H1= Maximum Working Height of the gas inside the cylinder. (Vmax)
H2= Minimum Working Height of the gas inside the Cylinder. (Vmin)
r =Radius of the Cy linder hc =Height of Cylinder
- c
r p=Radius of the Piston h p =Height of Piston
- ,
V2=Minimum volume power piston in hot side at BDC (Bottom Dead Centre)

31
 V1=Maximum volume , power piston of hot side at TDC (Top Dead Center)

ii) Let Say:

Height of Cylinder =20 cm

Diameter Cylinder= 10 cm
Height of Piston =10 cm
Diameter of Piston = 9 cm
Gap Between Displacer and Power Cylinder = 4cm

Thus, H2 = 20 + 4 = 24 cm = 0.24 m (Min Height)

The Power Piston motion up and down with 6 cm movement,
Thus H1 =20 + 4 + 6 = 30 cm = 0.3 m (Max Height)

Now find the volume of Vmax and Vmin for P-V Thermodynamic calculation later:

r
( P)h p
V1 (Vmin) = ( (Volume Cylinder Volume of Piston)
r c 2( H 2)
2 2 3
= (0.05 m) 3.142( 0.24 )( 0.045 )3.1420.1=0.001249 m
= 1.249 Liter

r
( P)h p
V1 (Vmin) = ( (Volume Of Cylinder Volume Piston)
r c 2( H 1)
2 2 3
= (0.05 m) 3.142( 0.30 ) ( 0.045 )3.1420.1=0.001720 m
= 1.720 Liter

V =V 2V 1=1.7201.249=0.471 liter
-

P0V 2
From Ideal Gas Equation PV =nRT , use the initial conditions , n=
RT 0

(1 atm )(1.72 Liter)

n= =0.0703 mol
- Latm
0.082 298 K
Kmol
g
29
Molecular weight of air = mol

32
 g
29
Mass of air inside the cylinder = 0.0703 mol * mol = 0.002041 kg

iii) Pressure of air inside the cylinder:

The assumptions make for this calculation:
Source probably
- T h=T 2 =300 =573 K ( Bunsen Burner )

- T l =T 1=100 =373 K ( Heat rejected is not that efficient )

nRT 1 0.07030.082373
- P 1= V2
=
1.72
=1.25 atm=126.636 kPa

nRT 1 0.07030.082373
- P2= V1
=
1.2496
=1.72atm=174.341 kPa

nRT 2 0.07030.082573
- P 3= V1
=
1.2496
=2.64 atm=267.898 kPa

nRT 2 0.07030.082573
- P4 = V1
=
1.72
=1.92 atm=194.538 kPa

P-V Diagram (Theorectical of the design)

3

2.5

Pressure (atm) 1.5

1
0.5

0
1.2 1.3 1.4 1.5 1.6 1.7 1.8
Volume (litre)

Figure 4: P-V Diagram for the Stirling Engine Gamma Configurations

P1 + P2 + P3 + P4 1.25+1.72+2.64+1.92
Mean Effective Pressure = = =1.88 atm
4 4
= 190.697 kPa

iv) Work Done by Thermal Expansion

33
 - W =P V
3
- W 1=P3 V = ( 267.898 kPa )( 0.000471 m )=126.179 Joules
3
- W 2=P1 V = (126.636 kPa )( 0.000471 m )=59.51 Joules

W net =W 1W 2=126.17959.51=66.67 Joules

-
Or Use:
W net = 3
MEP * V = 190.697 kPa * ( 0.000471 m ) =89.81 Joules

Figure 5: Finding Work Done Using MEP

Let Say engine run at 1 Hertz, thus:

W netFrequency=66.67 Joules1 H ertz=66.67 Watt
Power =

Based on our Assumptions,

Power Output Theoretical = 3 times Power Output Needed for the Project thus:
66.67 Watt > 3*20 Watt (Power Needed)
Thus, the dimension for engine is acceptable.

34
Discussion
These calculations were performed in order to compare the potential work output and internal
pressure of the preliminary Gamma designs. For the design, the initial calculation was to find the
systems maximum and minimum volumes. By designating equivalent dimensions of cylinder
diameter and piston stroke, the team was able to calculate the working volumes of both systems.
Next the mass of the working fluid was determined by using the Ideal Gas Law:

PV =nRT

The working fluid mass is established by the pressure, volume, and temperature before any heat
is added to the system. Once the mass of the working fluid was calculated, the moles (of air)
were plugged back into the Ideal Gas Law to calculate differing pressures with respect to
changing temperatures and volumes. At the third phase of the Stirling cycle, the system
experiences the smallest volume and the highest temperature, resulting in a maximum pressure.
Contrary to phase 3, phase 1 has the largest volume with the lowest temperature, resulting in the
lowest pressure. From here the work of the gas expansion was calculated using the following
equation for work:
=
After calculating minimum and maximum pressures, the work done by thermal expansion was
found. Since the analytics of regeneration are too complex, a simpler form of work was used to
get an idea of the work output from each type of engine.
The maximum and minimum pressures were plugged into the above equation, while the
remained constant for each type. The difference of the maximum and minimum work done by
the gas to expand and cool designates the net work done by the gas in the system. This result was
then multiplied by an arbitrary frequency of 2 hertz to see which engine would yield more power
at the same speed. The alpha design was found to yield approximately 20 W more than the beta
design.
In addition to theoretical work output and internal pressure, manufacturability of the chosen
design is a high priority. The goal of having a working Stirling Engine with significant power
output cannot come to fruition if the engine is too complex to build, therefore manufacturability
will be the most important objective in choosing which design to build.

35
3.2 Average Engine Speed

Engine Speed (Hz) vs Power Output

70
60
50
40
Power (Watt) 30
20
10
0
-10 0 1 2 3 4 5 6 7 8

Engine Speed (Hertz)

Figure 6: Engine Speed vs Power Output Based on 300 cc engines3

3 Frank Normani, Stirling Engine Program, 2012

36
 Engine Speed (Hz) vs Torque
5

Torque (N*m) 2

0
0 1 2 3 4 5 6 7 8
-1
Engine Speed (Hertz)

Figure 7: Engine speed vs torque based on 300 cc Stirling engines4

Based on the graph of Engine speed vs Power Output and Torque, the optimized speed for the
Stirling engine is between 2-3 Hertz. From torque graph, as the speed of engine increases the
torque will decreases, thus reduce the power output on the Stirling. Torque play an important role
to determine the power output of engine based on piston and crankshaft movement.

From the formula of Power :

-Power = Torque (N*m) * angular speed (rad/s)

-Torque = Force * radius (shaft).

From calculation Part 3.1:

Take speed of engine = 2 Hz, thus angular speed = 12.57 rad/s

Power at 2 Hz = 66.67 Joules * 2 Hz =133.34 Watts

4 Frank Normani, Stirling Engine Program, 2012

37
 133.34 Watts
=10.607 Nm
-Torque = rad
12.57
s

Radius of shaft taken to be = 30mm = 0.030 m

Thus, tangential force on the shaft = 10.607/0.03 =353 N.

3.3 Kinematic Analysis Calculation

Slider Crank Mechanism

38
 Figure 8: The Slider crank Mechanism that will be used in Stirling Engine

Image Source: Machines & Mechanism Applied Kinematics Analysis By David M. Myszka

Based on the design of Stirling Engine, the team decided to use In-Line Slider Crank
Mechanism. The design of an in-line slider-crank mechanism involves determining the
appropriate length of the two links, L2 and L3, to achieve the desired stroke, |R4|max.
(Myszka, 2012). This mechanism converts the linear motion of the piston to rotational movement
of the shaft that was planning to use.

Based on the calculation on part 3.1, the team has found the maximum displacement of the piston
which is:

x ( Max Displacement of the piston )=60 mm

Thus simplification from the above diagram, the formula that were produced:

L2=X 2 + R2 2 RXcos

L= Length of the connecting rod

X= Displacement of the piston (Measure from pin to Radius of shaft)

R= Radius of the Shaft

= Angle of Rotation of The Shaft

39
 Figure 9: Simplification of Kinematics Formula

The Radius of the shaft were calculated from the previous part, using the torque formula:

R= 30 mm

The maximum displacement of the piston is when =180 , The minimum displacement of the
piston is when =0.

Thus from formula above:

- L2=X 2 + R2 2 RXcos ( 0 ) , set x 2 is displacement when =0

- L2=X 2 + R2 +2 RXcos ( 180 ) , set x 1is displacement when =180

- x=x 2x 1=60 mm , xx 1=x 2

Calculation Details:

40
 0.03 2+ 2(0.03)(x2 )
- x 2 2 +
At =180 , R=0.03 m, L2=

2
0.03 + 2(0.03)( x 1)
- x 1 2 +
2
At =0 , R=0.03 m , L =

0.03 2+2(0.03)( x2 )
x 2 2 +
0.03 22 ( 0.03 ) ( x 1) =
x 1 2 +

xx 1=x 2 , into above equation

0.03 2 +2(0.03)( xx 1)
x x 1 2+
2
0.03 2 ( 0.03 ) ( x 1) =
2
x1 +

Given : x =60 mm

2
0.06x 1 +(0.003)+2(0.03)(0.06x 1)
0.03 22 ( 0.03 ) ( x1 ) =
2
x 1 +

Simplification gets:

-x1=0.05667 m = 56.67 mm (min position of piston pin to the center radius of shaft)

-x2= 60 mm + 56.67 mm = 116.67 mm (max position of piston to the center of radius)

41
The dimension for the length of the connecting rod is:

0.03 2 +2(0.03)( x 1)
- x 1 2 +
At =0 , R=0.030 m , x 1=0.05667 m . , L2=

- L=0.08667=86.67 mm( Length of theconnecting rod )

Discussion

Using the kinematic analysis for slider crank mechanism, the dimension for the length of
connecting rod was gain. This is as a result of the x =60 mm , maximum displacement for the
piston and the radius of shaft which was gain from part 3.2. Using the kinematic formula for
slider crank mechanism which was gain from Machines and Mechanism Textbook by David M.
Myzka:

L2=X 2 + R2 2 RXcos

The length of connecting rod was obtained. This was based on the displacement of the piston
rotation from 0 to 180 (To gain maximum and minimum displacement)

After doing some visualization to get rough idea how the movement of the piston look like using
CAD Software.

When = 0;

Piston Pin Piston 100 mm

x 90mm
42
 Connecting
Shaft of radius Rod
30 mm

X=Distance of
Pin And center
radius of shaft

Figure 10: Piston position when Angle at 0 degree.

= 90;

Figure 11: Movement of piston when angle is 90 degree, x=81.31 which is changing

= 180;

43
 Figure 12: Movement of piston when angle is 180 degree, x= 56.67 mm (At Minimum)

Thus, the displacement of piston =116.67 mm 56.67 mm = 60 mm (Which the project

dimension desire for)

3.4 Selection of Heat Source

The engines heat source was chosen based on available supplies and ability to reach a high
temperature differential. As for the purpose of this research, the team needs to find basic heat
supply by propane burner. This research was taken from Worcester Polytechnic Institute, the
student conduct an experiment to find heat supply for the propane burner. The reason this
experiment was choose because, during testing of the Stirling engine in the Engineering Design
Project second stage, its logical way to test how much heat will be supply to the Stirling Engine.
Furthermore, this was a convenient and cost effective solution to achieving the design objectives.

44
 Figure 13: The Experiment Setup

This experiment was performed in order to calculate the approximate heat transfer from this
burner. Water was placed into a cylinder of similar dimensions to the student of Worcester
Institute Technology preliminary design. The cylinder was then heated to measure the
temperature differential in a given amount of time. The experiment is outlined below:

Objective: Find the heat transfer into a metal cylinder.

Procedure:

1. Cut a small hole in a cylinder and empty its contents (in this case used a steel soup can)

2. Record mass of the cylinder

3. Fill cylinder with water

4. Record mass of cylinder + water

5. Set up DAQ box input with thermocouple (type K)

6. Place thermocouple in the water make sure it is only in the water and not touching the sides
of the cylinder

7. Start recording

8. Turn on propane burner

9. Heat and record until water reaches 80C

45
 5

From this experiment, the calculated Qin of the heat source was found to be 759 Watts. This
power estimate will be an important figure in designing the remainder of the system.

3.5 Cylinder Design

The cylinder orientation, size, and material were greatly considered as these design features will
influence the work output. Since Gamma configuration was chosen, thus the Stirling engine will
have two cylinders. The dimension for both of the cylinder will be just the same. The material
and design will be a little bit different.

For Displacer piston cylinder, the part that will be exposed to the heat source will be made from
High thermal conductivity materials.

5 Boles, Y. A. (n.d.). Thermodynamics: An Engineering Approach, 5th edition. In Y. A.

Boles.

46
 Table 4: Some of thermal conductivities of materials.

(Table Source: https://www.thermalfluidscentral.org/encyclopedia/index.php/Temperature)

Exposing to
heat source

Increase heat
rejection by
convection by
installing fins

Figure 14: Top view of the cylinder design

47
 Figure 15: 3D isometric view of the design cylinder

From the image above, the front part of the cylinder, which will be exposed to the heat source
will be copper metal. From the table, Copper have higher thermal conductivities, thus heat
transfer into the cylinder will be higher. For the 2 nd part of the cylinder is made from Steel, but
the design has fins on it. As heat flows from the root of a fin to its tip, temperature drops because
of the fin materials thermal resistance. The temperature difference between the fin and
surrounding fluid is therefore greater at the root than at the tip, causing a corresponding variation
in heat flux. Therefore, increases in fin length result in proportionately less additional heat
transfer. To account for this effect, fin efficiency is defined as the ratio of the actual heat
transferred from the fin to the heat that would be transferred if the entire fin were at its root or
base temperature;

q
=
hAs( trte)

where q is heat transfer rate into/out of the fins root,

te is temperature of the surrounding environment,

48
tr is temperature at fin root, and

As is surface area of the fin.

However, using Schmidts empirical solution6, an easier analysis is given by:

tanh(mrbZ)
=
mrbZ

Where, rb is the radius of the tube,

re is the fin tip radius

=2/

= fin thickness = 0.005m

h = surface heat transfer coefficient =55/ 2

k= thermal conductivity coefficient of the material7 =32w/m

Z is given by

Z=
[( ) ]
re
rb
r
1 [1+0.35ln e ]
rb ()
Therefore, from the available materials, the fins efficiency was calculated by substituting the
actual parameters as shown below;

Z= [ 0.065
0.06 ][
1 1+ 0.35ln
0.065
(0.06 )]
=0.0856

m= 255 /(320.005)=26.22

6 Schmidt, T.E. 1949. Heat transfer calculations for extended surfaces. Refrigerating
Engineering 4:351-57.

7 Rajput, R. K. (2006). HEAT AND MASS TRANSFER. S.CHAND.

49
 tanh ( 26.220.060.0856)
= =0.99399=99.39
26.220.060.0856

Therefore, using the designed fins of outer an outer diameter of 130 mm, the fins would achieve
an efficiency of up to 99.939%

Power Piston Cylinder

The dimension for power piston cylinder will have the exact dimension of the displacer cylinder.
Instead of having 2 parts like displacer cylinder, it will only consist of tube cylinder with
dimension of 200 mm (length) and 120 mm (diameter of tube) with the internal diameter of the
tube will be 100 mm. The material used could be steel.

3.6 Pistons Design

Gamma configurations have two pistons which it functions differ from each other. The pistons
are called:

a) Displacer Piston The function of displacer pistons is to occupy dead volume in the
cylinder while shuffling air between the hot and cold side. Remember increased in the
dead volume can reduced power produce by Stirling engine. The main purpose of the
displacer is to force the working gas through the heater-regenerator-cooler assembly. And
depending on the direction of travel of the displacer, the working gas will exit either cool
or hot.

50
b) Power Piston- The function of Power pistons was generating power. The temperature
difference between both of this piston cylinder cause the shaft to rotate.

Arrangement for This Gamma Stirling Engine

51
 Unit used
Displacer for
Piston dimensioni
ng is
millimeter

Displacer
Cylinder

Power
Cylinder

Divider
Between
Displacer
and Power

Power
Piston

Figure 16: Arrangement of the piston inside the cylinder. (Initially)

As seen from the figure above the arrangement of piston inside the cylinder have phase angle
different of 90. This phase angle different are very crucial to get maximum power output for the

52
Stirling. Based on Walker Graham analysis of Stirling Engine 8, He said that the optimum phase
angle for piston arrangement of Stirling Engine is between 60-120. He was interpreting based
on Schmidt Analysis Criteria.

Figure 17: Optimum phase angle based on the Parametric Study of Schmidt.
(Image Source: Walker Graham,1980, Stirling Engines, Calderon Press)

- K = swept volume ratio = Vc(Volume for compression) / Ve(Volume in expansion)

- = Temperature ratio= Tc (Temperature in compression / Te (Temperature in expansion)
- X= Dead Volume ratio =Vtd (Total dead volume)/ Vde (Dead Volume expansion)

There exists a phase difference between the displacer and the compressor pistons. This phase
angle is vital to produce work in system. Also, there exists an optimum phase angle for a system.
Both the curves pass through a maximum with an increase in phase angle.

This position of maxima for both the curves occurs approximately at the same phase angle. Also,
the curves get flattened near the maxima, in the neighborhood of 60-120.

Phase angle different is crucial in Stirling engine to get Sinusoidal volume variation (SVV)
inside the cylinder. Below diagram will explain what is SVV meaning, what is happening inside
the cylinder itself.
Power Piston
Displacer Piston
(Compression
(Expansion
Space)
space)

8 Walker Graham,1980, Stirling Engines, Calderon Press

53
 Figure 18: SVV between Expansion and Compression Space
(Image Source: Israel Urieli , 2017 , Stirling Engine Cylcle)

Notice the phase advance angle of the expansion space volume variation with respect to the
compression space volume variation.

In order to evaluate the performance of a Stirling engine, one must first determine the volume
variations of the compression and expansion spaces with respect to the crank angle . Gustav
Schmidt9 of the German Polytechnic Institute of Prague Published an analysis in 1871 in which
he obtained closed form solutions of the Ideal Isothermal model for the special case of sinusoidal
volume variations of the working spaces with respect to the cycle angle .

In actual Stirling cycle the discontinuous motion cannot be achieved. In view of this sinusoidal
motion implemented. This motion is realistic and can be achieved using a Crank or gas spring
mechanism. Thus from the 2nd figure above, show the dotted line which are the realistic Stirling
Cycle.

From figure #, the design for arrangement of the pistons was 90 out of phase. If translate into
linear motion of the piston, Displacer piston will move linear length faster than power piston,
from the figure #:

-Distance of Cylinder Top from Top of Displacer = 45 mm

-Distance of Cylinder Top from Top of Power Piston = 60 mm

9 Israel Urieli,2014,Stirling Cycle Analysis

54
-Since the maximum displacement both piston x = 60 mm
Thus of maximum displacement is = * 60 mm =15 mm

Displacer piston is ahead by 15 mm in term of linear movement inside the cylinder. The
assumption was that , the pistons have the same position when it was at the center of their own
cylinder.

Piston Dimension

Both of the piston have the same dimension. Basically the volume ratio for both of the piston is
1:1. The dimension that was choose were 95 mm (Diameter) and 100 mm (Length). Since it is
hollow inside the, the thickness of the piston is 10 mm. The swept volume for both of the pistons
are:

s
Piston Diamter


V swept =
4

9.5 cm


The Stirling Engine Swept volume = 3.142

4

Total Sweep volume (Displacer and Power piston) = 425.348 x 2=850.7 cc

55
 Figure 19: The dimension for the Piston.

3.7 Crankshaft Design

From the detail explanation about SVV from part 3.6 the phase difference (90) can be achieved
by designing shaft that are 90.

Phase Angle of Shift from

Figure 20: To get SVV the shaft design should look something image on the right.

Based on kinematic analysis on part 3.2 , in line slider crank mechanism was choose. Thus the
position of center radius of the shaft must be in line with the piston pin center. The calculation
also shown that the radius for the shaft must be 30 mm.

Figure 21: 90 Phase angle different Between Cold and Hot Piston

56
Criteria for the shaft:

a) Radius = 30 mm
b) 90 Phase changing
c) Transfer power to the flywheel, thus it must have high energy efficiencies.
d) Converting linear motion of piston into rotation motion, producing torque required to
produce power.

3.8 Flywheel Design

The flywheel was incorporated to store the momentum generated by the engine. Thus, the
flywheel mass had to be sizable enough to achieve this. Selecting a flywheel of suitable size and
mass is an important aspect of the design. It has to be heavy enough to absorb energy from the
engine during the power stroke (without speeding up too much) and then use that energy to
push through the compression stroke (without slowing down too much). A proper flywheel will

57
minimize fluctuations in rotational speed. This is necessary to ensure smooth engine working
space. If the flywheel is not heavy enough the engine rotation will be kind of shaking and engine
performance will be very poor.

The goal is to design a flywheel that is heavy enough to do the job but is not too big and heavy.
The team want a flywheel that has high rotational-inertia while keeping the mass as low as
possible. This is best accomplished by using a flywheel with a solid outer rim, in which most of
the mass is concentrated around the outside. (Normani, 2013)

Figure 22: Design for Flywheel (Image Source: Stirling Engine Design Manual (2013)

A good rule of thumb is to put 90% of the total flywheel mass in the outer rim. The remaining
10% of the mass is in the inside hub, for support.

The following is some simple calculation that aided in estimating the desired size.

Power output desired was 60 watts theoretically. Thus, the flywheel needed to store this energy
and allow smooth rotation of the piston in the cylinder.

58
 1
Energy Stored the flywheel= x I x w 2
2

1 2
I ( Second Moment of Inertia )= x mass x Radius
2

W (is the speed of the engine) = as calculated from above 2 Hertz

Therefore, making the mass, M, the subject of the formula and solving,

2 4 x Energy Stored
Mass x Radiu s =
w2

4 x 60
2
=0.01667 kg m2
120 rp m

Thus, the selection was that, mild steel, with diameter of 0.13 m. with mass of 3.94 kg. Mild
Steel could be AISI 1020.

3.9 Efficiency

Stirling Engine cycle have the efficiency of Carnot Heat engine10.

TL
th ( Efficiency )=1
TH

10 Yunus A. Cengel (2011). Thermodynamics An Engineering Approach. (7 th Editions)

59
 W net
th ( Efficiency )=
Q

373
th ( Efficiency )=1 =35
573
66.67 Joules
Q = =190.487 Joules
0.35

Though the theoretical, calculation find that heat needed to produce power needed was 190.487
Joules with the efficiency 35% (Maximum Theoretical) but in real practice , designer have to
consider the engine to have the lowest efficiency as possible. The team did some research and
found out that the lowest efficiency of practical Stirling Engine was between 5%-10%. Thus, the
minimum requirement for practical Heat Source was:

Using 10% Efficiency:

66.67 Joules
Q = =666.7 Joules of Heat
0.10

Thus, any heat source that the team planned to use must be more than 666.7 Joules, but from
calculation of heat source (3.4) the heat transfer was 759 Joules/second. Thus, its more than
practical power requirement. As project required the team to use solar energy and industrial
waste heat energy. The details information will be shown in the next chapter.

3.10 Material Selection (Draft)

Engine:

Below are the material requirements for various portions of the Stirling engine, and the selected
material to meet the requirements.

i) Hot End

60
The hot end of the engine needs to withstand 600-700 K, 5 atm internal pressure, conduct
heat effectively, be as absorptive as possible of thermal radiation, and be as inexpensive as
possible. To meet these requirements, the team chose a copper.

ii) Fins

The extended Surface of the cylinder should be able to transfer heat out of the cylinder
effectively so that the temperature difference between cold end and hot end have higher
temperature different.

iii) Cold End

The cold end of the engine needs to withstand 350K, 5atm, conduct heat effectively, and be
as inexpensive as possible. To meet these requirements, we chose generic Aluminum Alloy.

iv) Crank Shaft

The crank shaft of the engine needs to withstand 400K, loads of approximately 3500 N (take
safety factor f 10) , rotate at least 500 rpm, and be as inexpensive as possible. To meet these
requirements, the team chose 3/8 cast alloy steel.

v) Rods

The rods of the engine need to withstand 400K, loads of approximately 3500 N and be as
inexpensive as possible. To meet these requirements, the team chose 1050 alloy steel.

vi) Displacer

The base plate of the displacer piston needs to withstand 400K, 3500 N, be thermally non-
conductive, and be as inexpensive as possible. To meet these requirements, the chose 1050
Alloy Steel

vii) Pin Connection

61
 The pin connection the displacer piston to the crankshaft needs to withstand 400K, 3500N, be
thermally non-conductive, and be as inexpensive as possible. To meet these requirements, the
team choose 1050 alloy steel.

.
viii) Power Piston

The power piston of the engine needs to withstand 350K, 3500 N, 6 atm be thermally
conductive, and be as inexpensive as possible. To meet these requirements, the team chose
generic Aluminum Alloy.

4.0 HEAT SOURCES

As stated in our project objectives, it is an added advantage if we used solar heat and waste heat
from the industry as our heat source to power our Stirling engine. Thus, in this part we will find
the heat energy that each of these heat source can produce at any given time. From the
calculation above, the minimum requirement of heat energy in order to power our Stirling engine
is 666.7 Joules.

62
4.1 Solar Heat

4.1.1 Types of solar power concentrators

There are three types of solar concentrators used worldwide to produce electricity as an
alternative for fossil fuels. These solar concentrators generate high power, depending on their
designs. The three types of solar concentrators are as such as:

Parabolic trough concentrator.

Figure 1: Parabolic trough [4]

This type of concentrator reflects all incident sunlight into a focal point into a receiver tube. The
parabolic trough is one dimensional having a concentration ratio of 8 to 80 tomes the intensity of
the incident rays. The temperature can reach up to 260 deg. Celsius to 400 deg. Celsius and the
maximum Carnot efficiency is 56%.
Parabolic dish concentrator.

63
 Figure 2: Parabolic dish [5]

The parabolic dish concentrator is based on the same principle as the parabolic trough. The only
difference is that the parabolic dish is in two dimensional. Its greater surface area allows large
amount of sun rays to be reflected and directed towards a focal point on the receiver sun box as
shown in the diagram above. The concentration ratio is around 80 to 800 times, which is much
more than the trough dish. The temperature the receiver can reach may vary from 500 deg.
Celsius to 1200 deg. Celsius and the maximum Carnot efficiency is around 80%

Power tower sunlight concentrator.

Figure 3: Power tower sunlight concentrator. [6]

This type of solar concentrator works differently compared to the two solar concentrators
discussed above. The system consists of mirror concentrators around the solar tower central
receiver and the power tower is two dimensional. The mirrors are installed at ground level,
sometimes elevated to a certain angle enough to reflect towards the solar tower central receiver
as shown in the diagram above. The concentration ratio is around 600 to 1000 times and the
temperature can be around 500 deg. Celsius and 800 deg. Celsius.
After analysing the three types of Concentrators, the reason the solar dish concentrator is most
preferred is because as an energy source, it has temperature range which is higher than the
parabolic trough and the solar power tower, the range of its concentration ratio is greater and the
Carnot efficiency is around 80%, which is higher than the other two solar concentrators.

4.1.2 Parabolic dish solar system (Used for Stirling Engine)

Design of a parabolic dish.

64
 Figure 4: Design of Parabolic dish [1]

List of Parameters

Materials of reflector concentrator

Diameter of parabolic dish concentrator Dpdc
Area of concentrator Apdc
Focal length of parabolic dish FLpdc
Focal point diameter Dfp
Area of receiver Ar
Area concentration ratio ACR
Rim angle rim
Table 1: List of parameters. [1]

Note: The lists of parameters above illustrate the steps needed to design the parabolic dish
concentrator.

Materials of reflector concentrator

Based on a research, a list of few materials in the table below show relevant selection of
parabolic dish concentrators which denote their effectiveness in terms of percentage reflectivity,
which means that the higher the reflectivity from the parabolic dish concentrator, the bigger the
concentration at a focal point on the receiver collector.

Selection of material concentrators

Materials Reflectivity % Emissivity %

Polymeric film and non-material 98 2
Aluminum and Acrylic 98 2
65
Aluminum 86 14
SA 85 glass 88.1 11.9
Sol-gel coated Aluminum 91 9
Table 2: Selection of material concentrators [1]

Calculations to determine the area concentration ratio and the total energy
absorbed by the receiver.

a) Determine the area concentration ratio.

1. Diameter of the parabolic dish. [1]

Assume: Dpdc = 100 mm
2. Area of concentrator. [1]
Apdc = *(Dpdc)2 / 4 = *(300)2 / 4 = 7853.98 mm2
3. Focal length of parabolic dish. [1]
FLpdc / Dpdc = 1 / 4 tan (rim / 2) Assume: rim = 150
FLpdc = 1 / 4* Dpdc tan (rim / 2)
FLpdc = 1 / 4* (100) tan (150 / 2) = 93.3 mm
4. Focal point diameter. [1]
Dfp = (FLpdc / Dpdc) * / cos
rim (1+ cos rim) Assume: = 5
Dfp = (93.3 / 100) * 5/ cos 150 (1+ cos 150)
Dfp = 40.2 mm

Figure 5: Schematic diagram of parabolic dish [3]

66
5. Depth of parabolic dish. [1]
H = Dpdc 2 / 16 FLpdc

H = (100) 2 / 16 (93.3) = 6.7 mm

6. Area of receiver. [1]

Ar = *(Dfp)2 / 4

Ar = *(40.2)2 / 4 = 1269.23 mm2

7. Area concentration ratio. [1]

ACR = Apdc / Ar = 7853.98 / 1269.23

ACR = 6.19

b) Calculate the total energy absorbed by the receiver.

67
 The energy absorbed by the receiver is the summation of useful energy and energy loss to
the surroundings.

1. Useful energy
Useful energy is the energy used by the Stirling engine during its cycle.

Qu = m cp (Tmax Tmin) [2]

Mass of air needed, m = 155.5g = m / V, where (V = Ar * h)

Specific heat capacity, cp = 1.00 kJ / kg /k. m=*V

Maximum temperature, Tmax = 573K m = (1.225) [(1269.23* 100) (1*10-9)]

Minimum temperature, Tmin = 373K m = 0.1555kg or 155.5g

Therefore,

Qu = (155.5*10-3) (1000) (573 373)

Qu = 31300 J.

2. Energy loss
Energy loss by convection: Qconv = Ar* hair* (Ts Tsur) [2]

Qconv = Ar* hair* (Ts Tsur) where (hair = 2.8 + 3 * vair ) [ vair = 0.2 m/s ]

hair = 2.8 + 3 * (0.2) = 1.16 W / m2K

Qconv = (1269.23* 10-4) (1.16) (573 303) where Tsur = 30C

= 40.19 J

Energy loss by Radiation: Qrad = Ar* * * (Ts4 Tsur4) [2]

where Tsur - Surrounding Temperature

Ts - Surface Temperature

Qrad = Ar* * * (Ts4 Tsur4)

= (1264.23* 10-4) * (1) * (5.67* 10- 8) * (5734 3034)

= 715.1 J

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 Total energy loss:

Qloss = Qconv + Qrad = 755.29 J [2]

3. Energy absorbed by the receiver

Energy absorbed (Qab)

Qab = Qu + Qloss [2]

Qab = 31300 + 755.29 = 32055.29 J

4.1.3 Summary

Based on the above calculations, the useful energy, Qu, the energy used by the receiver is 31300
J, which is higher than the expected useful energy at 667 J. Thus, the calculated Qu surpasses the
expected value. Therefore, the calculations are feasible.

4.2 Waste heat

69
4.2.1 Overview

According to Punam Kurma, (2015), waste heat is heat, which is generated in a process by way
of fuel combustion or chemical reaction, and then dumped into the environment even though it
could still be reused for some useful and economic purpose [1]. This means that, the heat that has
been generated in any kind of processes such as boiler, some of it will be loss to the
environment. If this heat can be recovered, a considerable amount of fuel could be saved [1].

Waste heat recovery

Waste heat recovery is a process where waste heat produced from hot streams with potential high
energy content are collected and being used elsewhere. This is because of the world concern
about the best ways of using the deployable sources of energy, and of developing techniques to
reduce pollution [1]. Nowadays, there are many products out there can collect the waste heat
such as heat exchangers and economizer. Now, what if the extra waste heats from the industry
are being used to supply heat to our Stirling engine? We have to find the heat, Q that any
particular industry produced in order to find whether or not our Stirling engine can be used.

4.2.2 Waste heat recovery in Malaysia

Malaysia is a transition country which is experiencing rapid urbanization and population growth.
The population is expected to reach 33.4 million by year 2020 and 37.4 million by year 2030 [2].

Based on past energy patterns, Malaysia, industrial sector is the second largest consumer which
uses 40% of overall energy consumption. As for electricity, industrial sector contribute to 50% of
total electricity consumption and all at once, this will create an increment of C 02 emission
released from the burning fuel. [3]

The government of Malaysia has adopted a series of policies to encourage effective use of
renewable energy. The government set out a system feed-in tariff (FIT), which was legislated as
part of the Renewable Energy Act 2010, and came into operation in December 2011. Waste-to-
energy is also covered by the FIT system [3].

4.2.3 Types of waste heat

70
There are three types of waste heat that can be categorized; which is high, medium and low
temperature.

High Temperature Heat Recovery

The table 4.1 gives temperature of waste gases from industrial process equipment in the high
temperature range [1].

Types of device Temperature, C

Nickel refining furnace 1370 1650
Glass melting furnace 1000 1550
Hydrogen plants 650 1000
Solid waste incinerators 650 1000
Steel heating furnaces 925 1050
Copper refining furnace 760 815
Table 4.1: Typical Waste heat Temperatures at High Temperature Range from Various Sources

Medium Temperature Heat Recovery

The table 4.2 gives temperature of waste gases from industrial process equipment in the medium
temperature range [1].

Type of device Temperature, C

Steam boiler exhaust 230 480
Gas turbine exhaust 370 540
Reciprocating engine exhaust 315 600
Heat treating furnaces 425 650
Drying and baking ovens 230 600
Table 4.2: Typical Waste heat Temperatures at Medium Temperature Range

Low Temperature Heat Recovery

The table 4.3 gives temperature of waste gases from industrial process equipment in the medium
temperature range [4].

71
 Source Temperature, C
Cooling water from furnace doors 32 54
Bearings 32 87
Welding Machines 32 87
Annealing furnaces 65 232
Forming die 26 - 87
Table 4.3: Typical Waste heat Temperatures at Low Temperature Range

4.2.4 Boiler

As there is a lot of types of waste heat available, our team decided to choose boiler as our waste
heat candidate. As you all know, boiler is a device where its basically a tank where steam was
produced under pressure. The reasons why we choose boiler as our waste heat candidate is
because the medium used in a boiler system is water, thus finding the enthalpy would be
relatively easy. Besides that, a simple and powerful boiler system can be obtained easily. This
way, we can find the specifications of the boiler and try to find the waste heat the system can
produce.

Blowdown system in the boiler

During the generation of steam, most water impurities are not evaporated with steam and thus
concentrate in the boiler water. The concentration of impurities is usually regulated by the
adjustment of continuous blowdown valve, which controls the amount of water (and
concentrated impurities) purged from the steam drum [5]. This is called a blowdown system.
When blowdown occurs, a large amount of heat is removed from the boiler, and usually just end
up on the sewer.

Boiler with flash tank and heat exchangers

But in order to conserve the heat coming from the blowdown process, a a two stage heat-
recovery system as shown in Fig. 1 can be used before the heat end up to the sewer.

Figure 1: Typical two-stage blowdown heat-recovery system.[5]

72
From the figure, the flash tank received large amount of heat when the blowdown process occurs.
This heat will then be used to the deaerator or to the heat exchanger such as heat pump. From
this figure also, it is our goal that our Stirling engine can be put at the heat exchanger to
produce useful power.

As a large amount of heat will be transferred to the flash tank and the heat exchanger, we have to
find the amount of heat, Q released from the boiler during the blowdown process. This Q will
then serve as the heat required to operate our Stirling engine. From the design methodology, the
minimum heat needed to make our Stirling engine work is 666.7 J.

In order to find the heat, Q from the blowdown system, we have to find the boiler and flash tank
specifications. As this parameter cant be easily find in the industrial boiler, we decided to find
the specifications of a commercial boiler that is usually being used in Malaysia online. Same
goes to the flash tank as well.

Figure 2: Specifications of an onsite steam boiler [6]

73
Figure 3: Flash tank (Specification: P=34.4738kPa or 5 psig)[7]

74
4.2.5 Boiler Calculator

U.S Department of Energy had come up with a Steam System Modeler Tool (SSMT) for a boiler.
(sources:https://www4.eere.energy.gov/manufacturing/tech_deployment/amo_steam_tool/equipB
oiler) Basically, in any given parameters provided, it can calculate the mass flow and the energy
flow in the feedwater, the boiler and the blowdown. But, as this is an U.S sites all the units
would have to converted to SI units from the American units. Besides knowing the specifications
of the boiler and the flash tank, there are some parameters that needed to be provided in order for
this to work.

a) Deaerator pressure, which refers to the pressure of the tank supplying the feedwater. From
Figure 1, some of the heat from the flash tank will go to the deaerator. Thus, the deaerator would
have the same pressure as the flash tank. Thus, the deaerator pressure is = 34.4378 kPa or 5psig.

b) Combustion efficiency is the percentage of the fuel energy directly add to the boiler water
and steam and not otherwise lost. From Table 4, as our boiler maximum working temperature is
186C or 367F, and our excess air is 15% and oxygen is 3.0%, we choose 80.4 percent as the
combustion efficiency.

Table 4: Combustion efficiency table [8]

c ) The blowdown rate is the percent of the feedwater mass flow drained as a saturated liquid
from the boiler to control and reduce the concentration of dissolved solids. Any boiler with
continuous surface water blowdown exceeding 5 percent of the steam generation rate is a good
candidate for blowdown waste heat recovery. Thus, from this we conclude that the blowdown
rate to be 5%.

75
Theoretical Calculations:

1. Deaerator pressure = 5 psig or 34.4378 kPa

2. Combustion efficiency = 80.4 %
3. Blowdown rate = 5%
From the boiler specifications;

Pressure: 1030 kPa or 149.4 psig or 10.3 bar

Temperature: 186C or 366.8F
Steam mass flow: 2000 kg/hr or 4.409 klb/hr or 0.5556kg/s

Figure 4: Boiler calculator

( https://www4.eere.energy.gov/manufacturing/tech_deployment/amo_steam_tool/equipBoiler)

76
Assumptions:
Deaerator provides feedwater near the boiling temperature for the deaerator's set
operating pressure. (Saturated Liquid)
Steam, Boiler, and Blowdown Pressure are the same.
Combustion Efficiency is the % of fuel energy that is directly added to the feedwater and
not otherwise lost or used.
Blowdown Rate is the % of incoming feedwater mass flow rate that leaves the boiler as a
saturated liquid at boiler pressure.
Does not include any evaluation of any complex boiler configurations or fluctuations in
operation.
Energy from motors (pumps, fans, etc.) are not considered.
Boiler and fuel types are not considered.

Step 1(Boiler)
Based on Figure 4, the special enthalpy at the steam would be 1196.7 btu/lbm or 2783.5242
kJ/kg.

Thus, steam energy flow: Specific Enthalpy * Mass Flow

: 278305242 * 0.5556
: 1546.53 kJ/s

Step 2 (Feedwater)
To find feedwater mass flow: Steam mass flow/ (1 blowdown rate)
: 0.5556/ (1 0.05)
: 0.8548 kg/s

Pressure at the feedwater: 34.4738 kPa

Quality (Saturated liquid): 0
Thus, from here, the specific enthalpy: 454.5004 kJ/kg
Feedwater energy flow: Specific Enthalpy * Mass Flow
: 454.5004 * 0.5848
: 265.79 kJ/s

Step 3 (Blowdown)
To find blowdown mass flow: Feedwater mass flow * blowdown rate
: 0.5848 * 0.05
: 0.02924 kg/s

Pressure at the blowdown: 1030 kPa

Quality (saturated liquid): 0
Thus the specific enthalpy: 786.6532 kJ/kg

77
Blowdown energy flow: Specific Enthalpy * Mass Flow
: 0.02924 * 786.6532
: 23.00 kJ/s

From here, we can deduce that the blowdown energy flow is 23.0 kJ/s. As the project objectives
states that the Stirling engine have to run continuously for 30 minutes, we then assume the time
to be 1800 seconds. Thus, finding the heat Q,

(23.00kJ * 1800): 41, 400kJ.

4.2.6 To find the total percent of heat recoverable from the flash tank and heat-exchanger
system (Alireza, 2010)

A research paper from Alireza Bahadori and Hari B. Vuthaluru called A method for estimation
of recoverable heat from blowdown systems during steam generation found during our research
on the boiler waste heat recovery. In this paper, the author have found a simpler method to find
the total percent of heat recoverable from the flash tank and heat exchanger system. A full
thorough study can be found in the reference below;

Nomenclature Symbol
Pb Boiler pressure
a,b,c,d Function of flash drum pressure
Pfd Flash drum pressure
Qc Heat at the condensate
Qsystem Total recoverable heat at the system

Equations (from the research paper)

1. S = a + bPb + cPb2 + dPb3

where:

2. a = A1 + B1Pfd + C1Pfd2 + D1Pfd3

3. b = A2 + B2Pfd + C2Pfd2 + D2Pfd3
4. c = A3 + B3Pfd + C3Pfd2 + D3Pfd3
5. d = A4 + B4Pfd + C4Pfd2 + D4Pfd3

Table 5: Tuned coefficients for equation (2) - (5).

78
 6. HTK : 153.25 ln (Pfd) 300.24
7. HEX : 4.3501T 1186.4
8. Cp: 100 S
9. Qc: (HTK HEX/HTK) * Cp
10. Qsystem: Qc + S

Parameters:

Boiler pressure: 1030kPa

Flash tank pressure: 34.4738 kPa
Make up water temperature: 20 C

Theoretical Calculations

79
From equation 2;

a = (7.7923673424928) + (-4.8262233015221*10-2) (34.4738) + (4.9873209257982*10-5)

(34.4738)2 + (-108400016590861*10-8)(34.4738)3

= 6.187102383

b = 0.013583977

c = -3.136747196*10-6

d = 3.238371552*10-10

From equation 1;

S = (6.187102383) + (0.013583977)(1030) + (-3.136747196*10-6)(1030)2 + (3.238371552*10-10)

(1030)3

= 17.2 %

HTK : 153.25 ln (34.4738) 300.24

: 242.3 kJ/kg

HEX : 4.3501(20 + 16.66 + 273.15) 1186.4

: 161.30 kJ/kg

Cp: 100 17.2

: 82.8%

Qc: (HTK HEX/HTK) * Cp

: [(242.3 161.3)/ 242.3] * (0.828)
: 27.7%

Qsystem: Qc + S
: 27.7% + 17.2%
: 44.9%

80
This means that out of the total heat produced at the blowdown, only 44.9% of it are recoverable.
Thus, 44.9% out of the 41,400 kJ from the previous calculations, only 18,588.6 kJ would be at
the flash tank and the heat exchanger.

4.2.7 Summary

This is only a theoretical calculations based on information that we got from research papers and
other referencing sites. In the next stage, we will continue on this idea by visiting any steam
power plant in Malaysia and research their specifications in a boiler system to find the accurate
value at the blowdown valve.

81
5.0 CONCLUSION

During the entire process of designing and analyzing Stirling Engine the team have learn a lot of
valuable experience. Its versatility make Stirling Engine the future engine to generate power.
Stirling engine uses an external heat source that could be concentrated solar energy through the
use of parabolic troughs, flame, combustion of fuel etc, this heat energy flows in and out through
the walls and creates a temperature difference which is the key in the operation of the Stirling
engine. Due to the external heat source it is known as external combustion engine in contrast to
internal combustion engine where the heat source is the combustion of fuel inside the working
fluid. Stirling engine uses a permanently sealed gaseous working fluid (air, helium or hydrogen)
much like a refrigerant or airconditioner.

Due to Stirling engines unique ability to produce power in the presence of any heat source, a
wide variety of fuels can be utilized for the purpose of power generation which includes Solar.
Using sunlight as a viable heat source for Stirling engines yields a method of producing power
without harmful emissions and without using manufacturing methods which deplete the Earths of
its precise natural resources.

Solar energy has been utilized before for power production in heat engines, however, most of the
previous applications were for steam turbines that would be only practical for very large scale
installations. Stirling engines provide a methodology for generating power for use in a small
system to drive an electrical generator.

Though there are several method of designing and analyzing the Stirling Engine based on the
team literature review , like Schmidt analysis, Beale Number, West Number, Ideal adiabatic
Analysis etc. the team decided to design in simplest way possible. The team design Stirling
engine part by part seen from Design methodology. The team start from P-V diagram analysis.
This analysis to find Work Done by Stirling Engine Theoretically. Based on practical
requirements, the project objective was 20 W, but Walker Graham Said that the team should
consider the design of the engine 3 times the power requirement. There a lot of losses should be
consider. First was design cylinder dimension from task 3.1 , then piston dimension design, then
connecting rod dimension, then the shaft and finally flywheel. The team method was designing

82
part by part which the team found the easiest and simplest way to design the Stirling Engine.
Although the improvement can be made to make the efficiency of Stirling Engine same as Carnot
Heat Engine.

The heat source requirement was externally. Based on calculation from Heat Source part 4, the
team are using both Solar and Industrial Heat Waste. Although there are also other external heat
source that can be used like for example Biomass. The team found a lot literature from journal
about Biomass as source of external energy.

In addition to that, the team decided Stirling engine design to have cylinder instead of using tube
as heat exchangers. Using tubular hear exchanger will complicated the design analysis
calculation. Furthermore, cylinder design is the simplest heat exchanger that can be design. The
calculation is not that complicated.

In conclusion, the literature review for each topics has given a lot of information to assist the
project. Moreover, the knowledge from the education have also help in determine several
circumstances with a few parameter being identify in the specification. To further the project, the
team will further the simulation on the design and possibly build a prototype and collect
information to help improve the design. The member will have to keep comparing the design of
available design in the market or other resource in order to further realize the full potential of the
Stirling Engine.

83
6.0 RECOMMENDATIONS FOR FURTHER WORKS

In the stage 1 of engineering design project, even though the team have finalized the design and
did some of the analysis. But the result prove that our project still able to improve to become a
better one. During the short semester team will further analyze maybe using Schmidt Analysis. In
addition to that the optimization of Stirling Engine can also be made so the losses can be
reduced.

In addition to that, the team decided to do simulation so that the team can see what really
happened inside the Stirling Engine. The first the team will analyze by fluent in ansys to show
the piston movement inside the cylinder. The volume variation, temperature and pressure could
be analyzing. By using Simulation software the team also will be able to know strength and
weakness of the Stirling Engine. The simulation that could be done are as follow:

a) Kinematic Analysis and Animation

b) Dynamic/Vibration Analysis of the System
c) Deflection Analysis
d) Force Analysis
e) Design Based on Static and Fatigue Failure Design Theories

For stage 2 of this Engineering Design project , the team will make some minor modifications so
that from all the recommendation, will try to make improvement in engineering design project
stage 2 to make a better prototype and try our best to make some changes for this world.

7.0 REFERENCE

84
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Project Formulation

1. Kotun, A., 2015. EcoMotor: A Modified Stirling Engine Final Report.

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Solar Heat

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Analysis". Sciencedirect.com. N.p., 2017. Web. 20 Mar. 2017.
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Combined Heat and Power in Malaysia Industrial Sector.
d) Turner WC, Doty S. Energy management handbook. 6th ed. GA, USA: Fairmont Press;
2007.
e) Bahadori, A. and Vuthaluru, H. (2010). A method for estimation of recoverable heat from
blowdown systems during steam generation. Energy, 35(8), pp.3501-3507.
f) Atlascopco.com. (2017). Steam generators - Atlas Copco Atlas Copco Rental Malaysia.
[online] Available at: http://www.atlascopco.com/rentalmyus/fleetrental/steamgen/
[Accessed 4 Apr. 2017].
g) Anon, (2017). Advanced Manufacturing Office. [online] Available at:
https://www1.eere.energy.gov/manufacturing/tech_assistance/pdfs/steam4_boiler_efficie
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h) Boiler Blowdown. (2017). Boiler Blowdown. [online] Available at:
http://infohouse.p2ric.org/ref/34/33027.pdf [Accessed 4 Apr. 2017].
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8.0 APPENDICES

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8.1 GANTT CHART

88
8.2 WORK BREAKDOWN STRUCTURE (WBS)

EDP FIRST STAGE

Abstract YP
Introduction YP
Problem Statement YP
Motivation YP
Literature Survey YP
Discussion YP
Project Formulation EM
Overview EM
Project Objectives EM
Design Specifications EM
Constraints and Other Considerations EM
Discussion EM
Design Methodology SM
Selection of Engine Types SM
Finding Average Speed SM
Kinematic Calculation SM
Selection Heat Source SM
Design Of Cylinders WORK BREAKDOWN STRUCTURE (WBS)
SM
Design of Piston SM
Design of Shaft SM-SHAFIQ
SM MAHADI
Design of Flywheel SM
Discussion SM
Project Management SM
Overview SM
Breakdown of Work into Specific Tasks SM
Organization of Work and Timeline SM
Breakdown of Responsibilities Among Team
Members SM
Heat Source YP,EM
Solar Power YP
Industrial Heat Waste EM
Other Possible Alternatives YP,EM
Discussion YP,EM

EDP STAGE 2
Engineering Design and Analysis SM

89
Kinematic Analysis and Animation SM
Dynamic/Vibration Analysis of the System EM
Structural Design EM
Force Analysis YP
Deflection Analysis YP
Material Selection SM
Design Based on Static and Fatigue Failure Design
Theories SM
Deflection Analysis SM
Component Design/Selection SM,EM,YP
Finite Element Analysis SM,EM,YP
Design Overview SM
Cost Analysis EM,YP
Discussion SM,EM,YP
Prototype Construction
Description of Prototype
Prototype Design
Parts List
Construction
Prototype Cost Analysis
Discussion
Testing and Evaluation
Overview
Description of Experiments
Test Results and Data
Evaluation of Experimental Results
Improvement of the Design
Discussion
Design Considerations
Assembly and Disassembly
Maintenance of the System
Regular Maintenance
Major Maintenance
Environmental Impact
Risk Assessment
Conclusion
Conclusion and Discussion
Commercialization
Future Work
8.3 DRAWING

90
91
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