Test results of applicative 100 W Stirling engine

Hirata, Koichi; Kagawa, Noboru; Takeuchi, Makoto; Yamashita, Ikuo; Isshiki, Nobuhiko; Hamaguchi, Kazuhiro

doi:10.1109/iecec.1996.553897

Cited by 4 publications

(3 citation statements)

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“…The first principle scotch yoke mechanism was presented by Henry Brown in 1868 42 . In 1996, Hirata et al 43 designed and manufactured a gamma‐type Stirling engine with a Scotch yoke mechanism. The target output power from the engine called Ecoboy‐SCM81 was 100 W. However, it only produced 74 W at 0.8 MPa charge pressure and an engine speed of 1300 rpm.…”

Section: Introductionmentioning

confidence: 99%

Investigation of the effect of compression ratio on performance of a beta type Stirling engine with rhombic mechanism byCFDanalysis

Arslan

Solmaz

İpci

et al. 2023

Env Prog and Sustain Energy

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Stirling engines take attention due to their high thermal efficiency potential. Many experimental and numerical studies have been performed up to date. Numerical performance analyses of Stirling engines implemented with CFD simulations are classified as 4th order analyses. In the present study, the effect of compression ratio on engine performance of a beta type Stirling engine with rhombic mechanism was investigated by 2D CFD simulation. CFD simulations of the Stirling engine were performed by ANSYS Fluent software. The engine examined by CFD analysis was modeled using the dimensions of an engine manufactured and tested in a previous study, and validation of the CFD simulation was conducted regarding in-cylinder pressure at 4 bar charge pressure. The crank radius and length of the regenerator zone of the engine were optimized by considering the compression ratio of the engine and engine performance was investigated. Maximum engine performance was obtained at a compression ratio of 2.24 which was ensured by 31.5 mm crank radius and 609.9 mm a length of the regenerator zone. By optimizing the dimensions the engine performance was improved by 99% compared to the base engine configuration. The cyclic work, power, torque, and thermal efficiency were calculated as 62.47 J, 728.93 W, 9.94 Nm, and 37.7% respectively.

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Section: Introductionmentioning

confidence: 99%

Investigation of the effect of compression ratio on performance of a beta type Stirling engine with rhombic mechanism byCFDanalysis

Arslan

Solmaz

İpci

et al. 2023

Env Prog and Sustain Energy

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“…Most of the kinematic engines built before 1960 were driven with a crank‐drive mechanism for piston and displacer motion. However, various drive mechanisms such as rhombic‐drive , lever‐driven , ross‐yoke , swashplate , and scotch‐yoke have been developed and tested until today. Rhombic‐drive mechanism, which was first used for a car engine , has attracted attention because of its advantages such as relatively higher work generation, low friction because of no side thrust on piston, and dynamically well balanced .…”

Section: Introductionmentioning

confidence: 99%

1.2 kW beta type Stirling engine with rhombic drive mechanism

Aksoy

Solmaz

Çınar

et al. 2017

Int. J. Energy Res.

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Summary Because of some advantages such as higher theoretical thermal efficiency, lower pollutant release, working with lower noisy, working with any kind of thermal energy, and having longer life time, Stirling engines receive attentions of academic workers. The development studies related to the drive mechanism as well as the other components of Stirling engine are progressing. In the present study, a beta type Stirling engine with a rhombic‐drive mechanism was manufactured and tested. Tests were performed at hot end temperatures of 600 and 800°C for five different stages of charge pressure ranging from 1 to 5 bar with 1 bar increments. Torque and power characteristics of the engine were deduced. The maximum engine torque and power were obtained as 18 Nm and 1215 W at engine speeds of 612 and 722 rpm, respectively, at 4 bar charging pressure. The cyclic work generations of the engine, which is an important parameter indicating the engine performance, were determined as 19, 27, and 25 J corresponding to 1, 3, and 5 bar charging pressures, respectively. In the experiments, the cylinder pressure variation was also measured at various charging pressures. While the charge pressure increases from 1 to 5 bar, the location of the maximum cylinder pressure ranged from 86° to 74° of crankshaft angle, which may have a bit influence on the engine performance. Copyright © 2017 John Wiley & Sons, Ltd.

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“…In addition to using advanced high-temperature materials to increase the Carnot temperature ratio, it is anticipated that advanced computational fluid dynamics (CFD) will help to identify the following losses 6,7,8 (also shown in figure I):…”

mentioning

confidence: 99%