2011spr T4 HeatWasteEnergyRecoverySystem FinalReport

EML 4905 Senior Design Project
A B.S. THESIS
PREPARED IN PARTIAL FULFILLMENT OF THE
REQUIREMENT FOR THE DEGREE OF
BACHELOR OF SCIENCE
IN
MECHANICAL ENGINEERING
Heat Waste Energy Recovery System

Final Report
Allen Cuadra
Ryan David Ortiz
Jose Rivero de la Guarda
Advisor: Professor M. A. Ebadian
April 20, 2011
This B.S. thesis is written in partial fulfillment of the requirements in EML 4905.
The contents represent the opinion of the authors and not the Department of
Mechanical and Materials Engineering.
Ethics Statement and Signatures
The work submitted in this project is solely prepared by a team consisting of Allen Cuadra, Ryan Ortiz,
and Jose Rivero and it is original. Excerpts from others work have been clearly identified, their work
acknowledged within the text and listed in the list of references. All of the engineering drawings,
computer programs, formulations, design work, prototype development and testing reported in this
document are also original and prepared by the same team of students.
Allen Cuadra
Ryan Ortiz
Jose Rivero
Team Leader
Team Member
Team Member
Dr. M. A. Ebadian
Faculty Advisor
FIU Department of Mechanical Engineering |
Table of Contents
1
Introduction .......................................................................................................................................... 1
1.1
Problem Statement ....................................................................................................................... 1
1.2
Motivation..................................................................................................................................... 2
1.3
Literature Survey........................................................................................................................... 3
1.3.1
Stirling Engine ....................................................................................................................... 3
1.3.2
Generator .............................................................................................................................. 4
1.3.3
Alternator .............................................................................................................................. 5
1.3.4
Heat Exchanger ..................................................................................................................... 7
1.3.5
Vibration Systems ................................................................................................................. 9
Project Formulation ............................................................................................................................ 10

2.1
Project Formulation Overview .................................................................................................... 10
2.2
Project Objectives ....................................................................................................................... 10
2.3
Design Specifications .................................................................................................................. 12
2.4
Constraints & Other Considerations ........................................................................................... 12
Design Alternatives ............................................................................................................................. 14

3.1
Conceptual Designs Overview..................................................................................................... 14
3.2
Design Alternate 1....................................................................................................................... 14
3.3
3.4
3.5
Proposed Design ......................................................................................................................... 18
3.6
Feasibility Assessment ................................................................................................................ 19
Project Management .......................................................................................................................... 21

4.1
Project Management Overview .................................................................................................. 21
4.2
Organization of Project and Timeline ......................................................................................... 21
4.3
Breakdown of Project into Specific Tasks & Team Member Responsibilities ............................. 24
4.3.1
Research .............................................................................................................................. 25
4.3.2
Design.................................................................................................................................. 25
4.3.3
Prototyping ......................................................................................................................... 27
4.3.4
Testing & Conclusion........................................................................................................... 29
Engineering Design & Analysis ............................................................................................................ 30

5.1
Heat Exchanger Analysis ............................................................................................................. 30

ii
5.1.1
Component Design Analysis ................................................................................................ 30
5.1.2
Flow Simulation................................................................................................................... 34
Prototype Construction....................................................................................................................... 46
6.1
Prototype Description ................................................................................................................. 46
6.2
Prototype Design ........................................................................................................................ 47
6.2.1
Prototype Design Overview ................................................................................................ 47
6.2.2
Stirling Engine/Alternator Design ....................................................................................... 49
6.2.3
Heat Exchanger Design ....................................................................................................... 49
6.2.4
Piping System Design .......................................................................................................... 52
6.2.5
Vibration Systems Design.................................................................................................... 53
6.3
6.3.1
Generator (Heat Source) ..................................................................................................... 54
6.3.2
Stirling Engine ..................................................................................................................... 55
6.3.3
Alternator ............................................................................................................................ 58
6.3.4
Heat Exchanger ................................................................................................................... 60
6.3.5
Heat Sink ............................................................................................................................. 61
6.3.6
Pump System ...................................................................................................................... 61
6.3.7
Vibrations System ............................................................................................................... 64
6.4
Construction................................................................................................................................ 65
6.4.1
Stirling Engine Assembly Construction & Installation ......................................................... 65
6.4.2
Pump Installation ................................................................................................................ 68
6.4.3
Alternator Installation ......................................................................................................... 69
6.4.4
Heat Exchanger Construction & Installation ....................................................................... 71
6.4.5
H.W.E.R. System Assembly ................................................................................................. 78
6.5
7
Major Project Components ......................................................................................................... 53
Prototype Cost Analysis .............................................................................................................. 80
Testing & Evaluation ........................................................................................................................... 82

7.1
Testing & Evaluations Overview ................................................................................................. 82
7.2
Testing Design ............................................................................................................................. 83
7.3
Test Results & Data ..................................................................................................................... 85
7.3.1
Generator Results ............................................................................................................... 85
7.3.2
Generator Data ................................................................................................................... 86
7.3.3
Stirling Engine Results ......................................................................................................... 96

iii
7.3.4
Stirling Engine Data ............................................................................................................. 97
7.3.5
Alternator Results ............................................................................................................. 106
7.3.6
Heat Exchanger Results ..................................................................................................... 107
7.3.7
Heat Exchanger Data ......................................................................................................... 107
7.3.8
HWER System Results ....................................................................................................... 107
Design Considerations....................................................................................................................... 109

8.1
Assembly & Disassembly........................................................................................................... 109
8.2
Maintenance of the System ...................................................................................................... 109
8.2.1
Regular Maintenance ........................................................................................................ 109
8.2.2
Major Maintenance .......................................................................................................... 110
8.3
Environmental Impact............................................................................................................... 110
8.4
Risk Assessment ........................................................................................................................ 111
Conclusion ......................................................................................................................................... 112

9.1
Conclusion & Discussion ........................................................................................................... 112
9.2
Patent Application .................................................................................................................... 112
9.3
Commercialization Prospects.................................................................................................... 112
9.4
Future Work .............................................................................................................................. 113
10
Works Cited ................................................................................................................................... 114
11
Appendix ....................................................................................................................................... 116
11.1
SolidWorks Part & Assembly Drawings ..................................................................................... 116
11.2
Design Calculations ................................................................................................................... 117
11.3
Manufacturer & Retailer Catalogs ............................................................................................ 118
iv
List of Figures
Figure 1: An Alpha-Type Stirling Engine ........................................................................................................ 3
Figure 2: The Stirling Cycle ............................................................................................................................ 3
Figure 3: Beta Type Stirling Engine ............................................................................................................... 4
Figure 4: Mobile Generator .......................................................................................................................... 5
Figure 5: Alternator Cutout (ADEMA Electric) .............................................................................................. 5
Figure 6: Rotor Assembly (HowStuffWorks, 2008) ....................................................................................... 6
Figure 7: Magnet Inducing Current on a Stator (Egmason, 2010) ................................................................ 7
Figure 8: Parallel-Flow Heat Exchanger ........................................................................................................ 8
Figure 9; Cross-Flow Heat Exchanger............................................................................................................ 8
Figure 10: Counter-Flow Heat Exchanger ..................................................................................................... 8
Figure 11: Vibration Mounts ......................................................................................................................... 9
Figure 12: Senior Design Timeline .............................................................................................................. 23
Figure 13: Heat Exchanger Pressure Cut Plot: Air and Oil .......................................................................... 37
Figure 14: Heat Exchanger Temperature Cut Plot: Air and Oil ................................................................... 38
Figure 15: Heat Exchanger Velocity Cut Plot: Air and Oil............................................................................ 39
Figure 16: Heat Exchanger Air Pressure Flow Trajectory ............................................................................ 40
Figure 17: Heat Exchanger Oil Pressure Flow Trajectory ............................................................................ 41
Figure 18: Heat Exchanger Air Temperature Flow Trajectory .................................................................... 42
Figure 19: Heat Exchanger Oil Temperature Flow Trajectory..................................................................... 43
Figure 20: Heat Exchanger Air Velocity Flow Trajectory ............................................................................. 44
Figure 21: Heat Exchanger Oil Velocity Flow Trajectory ............................................................................. 45
Figure 22: Prototype Construction Example ............................................................................................... 46
Figure 23: System Design Overview ............................................................................................................ 47
Figure 22: Model of a Heat Exchanger ........................................................................................................ 50
Figure 25: Chicago Electric Generators 7 HP Generator ............................................................................. 54
Figure 26: Stirling Engine (Type Beta) with a Coupler Attachment ............................................................ 55
Figure 29: Dayton Electric Manufacturing Electric Motor .......................................................................... 58
Figure 30: Dayton Electric Manufacturing Electric Motor .......................................................................... 59
Figure 31: Micro Wind Turbine ................................................................................................................... 60
Figure 32: Heat Sink .................................................................................................................................... 61
Figure 33: Utility Pumps .............................................................................................................................. 62
Figure 34: Wayne Utility Pump Performance Chart ................................................................................... 63
Figure 35: Stirling Engine Vibration Mounts ............................................................................................... 64
Figure 36: Stirling Engine Assembly ............................................................................................................ 65
Figure 37: Stirling Engine Assembly Close-Up............................................................................................. 66
Figure 38: Stirling Engine Vibrations Sub-Assembly ................................................................................... 67
Figure 39: Stirling Engine Assembly Installation ......................................................................................... 68
Figure 40: Pumps Installation ..................................................................................................................... 69

Figure 41: Electric Motor Attached to Stirling Engine Using a Coupler ...................................................... 70
Figure 42: Micro Wind Turbine Attached to Stirling Engine Using a Coupler ............................................. 71
Figure 43: Heat Exchanger Construction .................................................................................................... 72
Figure 50: Generator Exhaust Manifold...................................................................................................... 76
Figure 51: HWER System Assembly ............................................................................................................ 79
Figure 54: Generator Temperature vs. Time .............................................................................................. 95
Figure 55: Generator Pressure vs. Time...................................................................................................... 95
Figure 56: Stirling Engine Temperature vs. Time ........................................................................................ 99
Figure 57: Stirling Engine RPM vs. Time ...................................................................................................... 99
Figure 58: Stirling Engine Thermal Breakdown, Starting .......................................................................... 100
Figure 59: Stirling Engine Thermal Breakdown, Running.......................................................................... 100
Figure 60: Stirling Engine Thermal Breakdown, Cooling 1 ........................................................................ 101
Figure 69: Stirling Engine Heat Sink Temperature Distribution ................................................................ 106
List of Tables
Table 1: Total Hours .................................................................................................................................... 21
Table 2: Project Deadlines .......................................................................................................................... 24
Table 3: Density, Dynamic Viscosity, and Kinematic Viscosity of Different Fluids...................................... 31
Table 4: Static Pressure of Exhaust Manifold ............................................................................................. 31
Table 5: Area of Exhaust Manifold .............................................................................................................. 31
Table 6: Dynamic Pressure of Exhaust Manifold ........................................................................................ 31
Table 7: Velocity, Volumetric Flow Rate, and Mass Flow Rate of Air Exiting Exhaust Manifold ................ 32
Table 8: Area of Pump Fitting ..................................................................................................................... 32
vi
Table 9: Pump Volume Flow ....................................................................................................................... 33

Table 10: Heating Fluid Mass Flow Rate ..................................................................................................... 33
Table 11: Heating Fluid Mass Flow Rate ..................................................................................................... 33
Table 12: Local Surface Parameters, Air Inlet ............................................................................................. 34
Table 13: Integral Surface Parameters, Air Inlet ......................................................................................... 34
Table 14: Local Surface Parameters, Air Exit .............................................................................................. 34
Table 15: Integral Surface Parameters, Air Exit .......................................................................................... 35
Table 16: Local Surface Parameters, Oil Inlet ............................................................................................. 35
Table 17: Integral Surface Parameters, Oil Inlet ......................................................................................... 35
Table 18: Local Surface Parameters, Oil Exit............................................................................................... 35
Table 19: Integral Surface Parameters, Oil Exit .......................................................................................... 36
Table 20: Purchased Component Information............................................................................................ 80
Table 21: Prototype Cost Analysis............................................................................................................... 81
Table 22: Generator Temperature Sequence, Trials 1-4 ............................................................................ 86
Table 23: Pitot Tube Dynamic Pressure Sequence, Trials 1-3 ..................................................................... 90
Table 24: Stirling Engine RPM and Temperature Sequence ....................................................................... 97
Table 25: Stirling Engine Heat Sink Temperature Distribution ................................................................. 105
Table 26: Heat Exchanger Temperature At Different Ports ...................................................................... 107
vii
Nomenclature
Symbol
A
cp
C
m
Pavg
q
Q
T
V
Definition
Area
Specific Heat
Heat Capacity Rate
Heat Exchanger Effectiveness
Mass Flow Rate
Average Dynamic Pressure
Heat Transfer Rate
Volume Flow Rate
Temperature
Velocity
Unit
2
ft
kJ/kg K
W/K
lb/s
2
lbf/ft
W
3
ft /s
F
ft/s
List of Acronyms and Abbreviations
Acronym/Abbreviation
HWER
Ibid.
GPH
PSI
RPM
Definition
Heat Waste Energy Recovery
Ibidem (same as before)
Gallon per hour
Pound-force per inch squared
Revolutions per minute
viii
Abstract
This project uses the principles of thermodynamics, heat transfer, and fluid mechanics,
as well as other fundamental engineering concepts, to create a system capable of capturing
wasted heat energy and converting it into useful power. This system is called the Heat Waste
Energy Recovery System, or the HWER System. The system consists of several major
components that are assembled around a 7 hp mobile generator in order to recycle the
generator's wasted heat. The objective of the project is to capture and recycle heat using a
Stirling engine and alternator assembly. Two electric pumps are used in conjunction with heat
exchangers and a system of pipes and fittings to capture and focus heat onto a Stirling engine
for power generation.
A heat exchanger was specifically designed and manufactured for this project to
optimize the rate of heat transfer between the generator's exhaust and the Stirling engine heat
input. With SolidWorks Flow Simulation, the design was proven to have an efficiency of about
55%. Actual field testing, though, demonstrated an actual efficiency of 45%. Due to limited
availability and funds, several of the obtained components limited the overall effectiveness of
the HWER system. The data obtained did, however, show that a heat recovery system can
indeed be made economically feasible and practical.
FIU Department of Mechanical Engineering | Introduction
ix
1 Introduction
1.1 Problem Statement

Currently, internal combustion engines typically achieve efficiencies within the range of
20% to 30%1. This low efficiency rate causes gasoline engines to consume more fuel than is
actually necessary. Specifically, only about 20% of the heat energy from the fuel is converted
into workable energy. The rest of the energy is typically ejected as heat exhaust. Thus, the
majority of the fuel is wasted in a typical gasoline engine.
Recent engine innovations involving hybrid engines, though, have sought to raise these
efficiency levels in order to reduce fuel consumption. Most of these hybrid engines, however,
combine an internal combustion engine with a battery source to create two sources of power,
one of which may or may not help power the other. In this case, heat energy is still dissipated at
a large rate due to the presence of an internal combustion engine, albeit at a rate smaller than
that of a normal gasoline engine.
Furthermore, combining a gasoline engine with another source of power will only cause
the efficiency of the total system to increase. In this combined engine, the efficiency of the
individual gasoline engine would most likely remain the same. Thus, even a hybrid engine could
achieve a greater efficiency if its engine was able to retain some of the dissipated heat energy.
Theoretically, an increase in a gasoline engine's efficiency should be feasible by

recapturing dissipated heat energy and putting it back into the system. This approach should
minimize the amount of heat energy lost through heat transfer, thereby reducing fuel
consumption.
1.2 Motivation
The low efficiency rate of internal combustion gasoline engines means more fuel is
being consumed than is necessary. This results in a greater amount of harmful emissions.
Furthermore, with the current economy and rising gas prices, fuel is becoming more and more
expensive. By creating a more efficient internal combustion gasoline engine, less fuel will be
consumed. This will result in a smaller amount of harmful emissions and less funds spent on
fuel. The current market also has a high demand for more efficient gasoline engines due to the
current eco-friendly "green" movement.
Should attaching a Stirling engine to an internal combustion engine provide an efficiency

boost to the overall system, the idea can be further expanded to different thermodynamic
cycles, or engines. Thus, part of the motivation lies in being able to expand the Stirling
attachment concept to bigger sources of power, such as power plants.
1.3 Literature Survey
1.3.1 Stirling Engine

The Stirling engine is a very unique engine that
is almost two hundred years old. It was invented by
Robert Stirling in 1816. The engine, also called an
external combustion engine, works under the
principle of Charles law which states that a gas will
expand if its temperature is raised2. From this basic
principle, Robert Stirling created an engine that would
Figure 1: An Alpha-Type Stirling Engine
extract power from the expansion and compression of a gas in a piston-cylinder assembly. The
way this is achieved is through the thermodynamic cycle known as the Stirling cycle3.
The first step in the Stirling cycle is Isothermal

Expansion. When the gas in the piston-cylinder
assembly is heated, the gas expands and causes the
piston to rise and to do some work unto a flywheel that
converts the linear work into radial power. The next
step is Constant Volume Heat Removal. This is done by
Figure 2: The Stirling Cycle
having a cooler source on one side of the cylinder to

extract the heat and lower the temperature of the working gas. After the temperature of the
2
3
gas has been lowered, the gas goes under the third step which is Isothermal Compression. This
is when the gas compresses under constant temperature and moves the piston down doing
more work on the flywheel. The fourth and final step is Constant Volume Heat Addition. In this
step the gas is once again heated by the constant heat source which causes its pressure to rise
and, in effect, leads back into the first step. The first step is Isothermal Expansion as mentioned
earlier and, thus, the loop of the cycle is completed. The efficient use of heat in the explained
thermodynamic cycle results in a very efficient engine known to reach up to 40% efficiency in
comparison to 30% internal combustion engines.
Figure 3: Beta Type Stirling Engine
1.3.2 Generator
Portable generators are internal combustion engines that provide electrical power for a
limited amount of time, depending on the amount of fuel provided. The internal combustion
engine in a generator is normally fueled by gasoline or diesel. Portable generators also include
alternators or inverters in order to convert the mechanical motion from the internal
combustion engine into alternating current. Alternators are capable of higher revolutions per
minute (RPM), but are also typically less efficient as a result. Inverters, on the other hand, can
operate at a lower RPM and are thus quieter and more fuel
efficient4. However, since alternating current in North
America is transmitted at 60 Hz, portable generators require
an engine speed of 3600 RPM. Therefore, in order to control
the engine speed, a governor must be utilized. Furthermore,
portable generators use voltage regulators so as to regulate
Figure 4: Mobile Generator
the output voltage at 120 Volts5. Generators are often times used for construction and
emergency power situations.
1.3.3 Alternator
An alternator is a device that converts rotational mechanical energy into electrical
energy in the form of alternating electrical
Rotor Field
Windings
Vents
current. In the case that it is installed on an

Pulley
internal combustion engine it is normally

attached to the crankshaft by a belt and
pulley system so that it can receive the
same rotational motion provided by the
Rotor
Shaft
Finger
Poles
Stator
Windings
Fan
Stator
crankshaft. The device operates through

the use of several main components. An
alternator consists of vents for heat
Figure 5: Alternator Cutout (ADEMA Electric)
4
5
(Shandilya)
(Pollick, 2010)
dissipation, a pulley attached to a rotor shaft, a voltage regulator, and connectivity terminals on
the back of the alternator, a stator, and the rotor assembly6. Both the rotor assembly and the
stator encompass the most important modules in the alternator. The rotor assembly consists of
several components as well, though. Some of the components include bearings, brushes, slip
rings, internal cooling fans, the rotor shaft, rotor field windings, and finger poles7.
In the rotor assembly, the rotor shaft is connected to an iron core surrounded by coils of
wire. These are the rotor field windings.
The field windings, in turn, are attached
to
and
surrounded
magnetic
triangular
by
alternating,
finger
poles.
Therefore, as the crankshaft turns the

alternator's pulley, the rotor shaft is
turned
thereby
turning
the
rotor
assembly. In turn, the rotor assembly

rotates within the stator. The stator is
Figure 6: Rotor Assembly (HowStuffWorks, 2008)
composed of three sets of coiled wires, or stator windings, spaced 120 apart from each other
and wrapped around a stationary iron core. Figure 6 illustrates the rotor and many of its
components.8
(Briggs, 2008)
Ibid.
8
Ibid.
7
In order to produce power from mechanical energy, an alternator must rely on the basic
principles of electromagnetic induction. As the magnetic finger poles rotate inside the stator, a
rotating magnetic field is radiated from the rotor
assembly. Since the stator acts as a conductor, this
changing magnetic field induces an alternating current in
each of the stator windings. However, the stator is
usually composed of at least three symmetrically offset
stator windings (as was mentioned earlier) and thus
Figure 7: Magnet Inducing Current on a Stator
(Egmason, 2010)
produces three alternating currents with a 1/3 of a
period displacement from one current to another, or a three-phase current. All of the
alternating current is then led through stator leads and into a set of diodes that help regulate
the current for application use. This type of alternator is called a three-phase alternator9.
1.3.4 Heat Exchanger

A heat exchanger is a device that transfers heat energy from one system to another.
Usually the arrangement of a heat exchanger is that of 2 adjacent pipes with mediums running
through them. There are three basic heat exchanger configurations: parallel flow, cross flow
and counter flow. Figures 8-10 demonstrate the processes behind the three heat exchanger
configurations respectively.
Ibid.
In parallel flow, the pipes are placed side by side

and the flows of the mediums have the same sense. This
is the most cost effective of the three but also the least
efficient because the full temperature difference is only
obtained at initial contact. After the initial contact, the
difference in temperature decreases as both fluids
Figure 8: Parallel-Flow Heat Exchanger
approach equilibrium jointly. This decrease in temperature causes the heat transfer rate to
decrease from initial contact to the end of contact; thus, resulting in less efficiency.
For cross-flow heat exchangers, the pipes are

perpendicular to each other. This configuration is widely
used in heating and refrigeration applications. They can
be found in applications from car radiators to home
refrigerators.
Figure 9; Cross-Flow Heat Exchanger
Counter-flow is the most efficient configuration

but also the most expensive to manufacture. It is very
similar to parallel flow, but instead of the fluids flowing
in the same direction, they flow against each other. This
allows for a higher temperature gradient distribution
along the walls of contact and therefore allows for more
Figure 10: Counter-Flow Heat Exchanger
heat transfer. This type of configuration is mostly used in industrial application where high
efficiency is required. They are commonly used by power plants and other large scale
applications where even a small increase in efficiency can equate to large cost savings.
1.3.5 Vibration Systems

A vibration system is comprised of specially applied shock absorbers to mechanically
dampen or dissipate kinetic energy. The reason for a system like this is to regulate and
distribute damage or structural failure due to vibration. Vibrations systems typically use
pneumatic and/or hydraulic shock absorbers in combinations and arraignments that suppress
vibrations or certain frequencies as well as certain directions or orientations.
Figure 11: Vibration Mounts
To design a vibration system, certain parameters need to be known. One of the needed
quantities is the frequency and intensity of the waves being produced by the driving vibrating
object. This will help determine the magnitude of the suppression required on the system by
knowing wavelengths. The second quantity needed is the nature of the wave in terms of the
period. The vibrations can be continuous vibrations, intermittent vibrations, or shock vibrations
with impulse like qualities.
2 Project Formulation
2.1 Project Formulation Overview

The project formulation was guided by the requirements and/or recommendations of
the Ethics Design Project Organization course. Through brainstorming, the three members of
the project team were able to select a project best suited for completing these tasks. The basic
purpose of the project involves attempting to recycle lost heat energy from an internal
combustion engine through the use of a Stirling engine. Creating such a system would help
demonstrate the potential of recycling wasted heat energy from any thermodynamic cycle.
However, some limitations need to be considered; specifically, the required amount of funds
necessary to obtain the major components and pay for any other necessary expenditures. The
project will likely involve a mobile generator, a Stirling engine, a heat exchanger, and an
alternator. Thus, the basic design would entail altering these components to become
compatible with each other.
2.2 Project Objectives

The overall objective of this project is to boost the efficiency of thermodynamic engines
by way of capturing lost heat energy and converting it into workable energy. This objective
requires using a Stirling engine attached to a thermodynamic engine in order to capture and
adapt the dissipated heat into usable energy. In doing so, thermodynamic engines, such as
internal combustion engines, will require less fuel to operate while producing the same amount
FIU Department of Mechanical Engineering | Project Formulation
10
of power10. Furthermore, such a concept can be further expanded to other thermodynamic

cycles that produce excessive amounts of heat waste, such as the Rankine cycle or the Brayton
cycle, or a combined Brayton/Rankine cycle. Examples of such cycles can normally be found in
coal and nuclear power plants. Part of the overall objective, then, is to allow the concept (of
capturing wasted heat energy and converting it into workable energy) to be scalable. Thus, the
objective is not just to increase efficiency in internal combustion engines, but also
thermodynamic cycles in general, as was mentioned earlier.
Ultimately, the project objective is to combine a Stirling engine with a heat wasting
power source so that the power source may receive an efficiency boost. The power source can
be scalable in size and power output, ranging from a full blown, Rankine cycle power plant, to a
stationary generator using an internal combustion engine. Regardless, the overall system will
gain efficiency by recycling lost heat energy. Specific to this project, though, the power source
will be an internal combustion mobile generator.
Although this idea of recovering heat energy from a thermal system is not new and has
been previously done, the main obstacle for widespread implementation has been the cost of
such a system. Thus, a major objective of this project is to create a heat energy recovery system
that is cost effective and at the same time produce a significant increase in efficiency.
10
11
2.3 Design Specifications

The overall design should have an efficiency of at least 1%, preferably up to 5% though.
The Heat Waste Energy Recovery (HWER) system must include a Stirling engine, a generator,
and a heat exchanger. Combining these components will also require an alternator, a vibrations
system, and some sort of mounting system. Each component to be designed will require
specific design specifications as well. The generator must be a portable generator with a cooling
system, a fuel gauge, a regulator, and a roll cage. For the heat exchanger, the material to be
used must be either aluminum or copper. Furthermore, the pipes for the heat exchanger must
be insulated.
2.4 Constraints & Other Considerations

Some of the projects constraints that need to be considered include the prices of the
components to be acquired, the availability of any necessary components, the compatibility of
the components, and finally the efficiency of the components. The funds available will limit the
quality of the components to be acquired. Additionally, the availability of affordable
components, specifically a Stirling engine, isn't very high. A budget priced Stirling engine may be
very difficult to acquire, for example. Almost as important, though, is the availability of all of
the major components locally or at least within the same country. If any part has to be shipped
internationally, the wait time for the component to arrive will increase. The opposite is true if
the component can be acquired locally, however.
12
In terms of compatibility, the components don't necessarily have to be compatible with

each other, but rather, adaptable to each other. However, since it is part of the project to make
the components compatible, it would benefit the project if the components acquired would
have some resemblance of compatibility (for example, a Stirling engine with an included
alternator, or some sort of heat receptacle which a heat exchanger could be easily adapted to).
This would allow the time required to put together a prototype to decrease, thereby increasing
productivity. For the heat exchanger, though, a custom unit may have to be created in order to
ensure compatibility between the generator and Stirling engine.
Finally, the efficiency of the major components must be considered. Efficiency is lost
through every component added on to the system; specifically the heat exchanger, the stirling
engine, and then the alternator. The final, overall increase in efficiency may very well be
determined by how efficient the individual components are in handling their respective input,
whether it be heat or rotational motion.
Other considerations include the fact that executing the project would require some
knowledge of thermodynamics, heat transfer, and vibrations, as well as other engineering
principles. Knowledge of Stirling engines, generators, alternators, heat exchangers, and
vibration systems would also be necessary.
13
3 Design Alternatives
3.1 Conceptual Designs Overview

Initial designs utilize heat dissipation from conventional combustion engines to power a
Stirling engine as a heat recapture accessory. Conventional combustion engines have
efficiencies ranging from 20% to 30%, in which case the rest of the chemical energy from the
gasoline is lost mostly to heat dissipation11. Our goal was to utilize the heat lost from the
internal combustion engine to provide the temperature gradient for a Stirling engine
attachment. The design alternatives considered were different versions of combustion engines
with different cooling methods to be able to provide, in theory, the most efficient engine
configuration for our system, in terms of power output and readily available parts and engines.
Engines of these configurations are typically seen in portable generators for both commercial
and industrial uses such as portable arc welders, pressure cleaners, portable lighting, and even
hurricane portable power generators12.
3.2 Design Alternate 1

Air Cooled 2 Cycle Combustion Engine with Stirling Engine Efficiency Accessory to Transmission
Gearbox Output
11
12
FIU Department of Mechanical Engineering | Design Alternatives
14
Design 1 is an air cooled 2 cycle gasoline combustion engine typically used in small
power plant applications such as lawn mowers, weed whackers and small carts13. The Stirling
engine attachment would be a bolt on attachment. The attachment would use the hottest
gases from the engine, which would be exhaust gases exiting from the exhaust manifold, for the
"hot" side of the Stirling engine. The cold side of the Stirling engine would be cooled by
natural convection with fins on a heat sink assembly. Essentially, conduction heat transfer from
the exhaust pipe to the hot side of the Stirling engine would result in an increase in
temperature in that section. This would, in turn, increase the temperature gradient required for
the Stirling engine to produce more power, thereby recovering wasted heat. The power from
the Stirling engine would then be put back into the system via a transmission gear box.
The cons to this design, theatrically speaking, is that the amount of cooling needed for
the cold side of the Stirling engine would be insufficient do to the limits of natural convection
and the needs of the temperature gradient. Also, another deterrent would be that this system
would lose the power regained through the Stirling engine because of the power and energy
required to run the transmission. The transmission system would be unique in the sense that
two types of power would go through the same gear box, but the point of this project is to
maximize efficiency of the combustion engine not to develop a transmission. Furthermore, this
would also require heavily modifying the mobile generator.
13
15
Another notable disadvantage is that the Stirling engine receives heat directly from the
generator. As such, this can alter the generators back pressure since it would require modifying
the exhaust pipe's length and possibly its diameter as well. Changing the generator's exhaust
back pressure could cause undesirable effects and can result in a decrease in overall
efficiency14. Additionally, the exhaust gas will not be as thermally conductive as, say, a fluid
medium and thus will not heat the Stirling engine as quickly as would be desired15.

Water Cooled 4 Cycle Combustion Engine with Stirling Engine Efficiency Accessory to Electric
Motor DC Output
Design 2 is an improvement to the first design in which the Stirling engine was naturally
cooled, and this design provides better cooling methods. The design is also a 4 cycle engine
which is more consistent with the constant RPM power generation seen in mobile power
stations like generators16. There are industry standard generators that use water cooling for
larger generation applications17. This proves to be a theoretical advantage under two
conditions: that the generator has a water pump powerful enough to run the current coolant
line through the engine and also run a separate line of coolant for the cold side of the Stirling
engine without over loading the motor to avoid additional power loss. This design also replaces
the transmission box with a low capability electric DC motor. The motor would not nullify the
14
15
16
17
16
power gained from the Stirling engine since it would require less effort to start it. Furthermore,
the end product is much simpler due to the removal of the transmission box, which required
making it compatible with both the Stirling engine and the mobile generator. The DC current
generated by the electric motor can also, optionally, be connected back into the mobile
generator's electric system if time allows.
This design, then, is superior in theory to the first. Like the first design, though,
disadvantages still exist. The same issue with the exhaust pipe exists in which the generator's
exhaust pipe connects directly to the hot side of the Stirling engine. Also, as was mentioned
earlier, removing cooling product from the mobile generator could cause issues that can result
in additional power or efficiency loss. As for the electric motor, the power output will be in
direct current. As such, in order to have usable power, the current would have to be converted
into AC power and would thus require an inverter. An inverter would be able to successfully
convert the direct current into alternating current, but it would be an additional device that
would be unnecessary if other means of electricity generation were used.

Water Cooled 4 Cycle Combustion Engine with Heat Exchanger to Stirling Engine Efficiency
Accessory to Alternator AC Output
The final alternative design uses the same power plant as the design alternative number
2, but this time, in order to simplify the system and utilize a greater percentage of the available
17
power, the output component of the system was revised. Rather than utilizing an electric DC
motor, an alternator can be utilized. An alternator would invalidate the need for an inverter
since it outputs alternating current. Furthermore, a low capability alternator would be more
efficient than an electric generator and would require less effort to start18. Design 3 also utilizes
a heat exchanger to transfer the heat from the exhaust pipe to a fluid medium that would, in
turn, provide heat to the Stirling engine.
The disadvantages of this design mostly involve the heat exchanger. Specifically, the
exhaust pipes and the heat exchanger walls would have to be insulated so as to keep all of the
heat from escaping through conduction heat transfer. High conductivity materials would also
be required for the pipes, thereby increasing thermal efficiency. Additionally, a fluid with a high
conductive heat transfer would have to be obtained to further optimize the heat exchanging. In
order to circulate the fluid about the hot side of the Stirling engine, a low power pump would
be necessary. Ultimately, the heat exchanger would have to be customized so as to adapt it
specifically to the HWER system.
3.5 Proposed Design

Water and Air Cooled 4 Cycle Combustion Engine with Heat Exchanger to Stirling Engine
Efficiency Accessory to Alternator AC Output
18
18
The proposed design is amalgamation of the 3 previous deigns. The proposed design
utilizes the best cooling scenario for the Stirling engine in order to be able to get the largest
temperature gradient for the greatest power output, which is a mixture of both natural and
forced convection cooling. This design also uses the 4 cycle gasoline combustion engine since it
is the optimal type of engine to use in mobile power generation, with advantages in fuel
economy as well as overall environmental impact. The final high efficiency system would be
two (possibly combined) power sources including an alternator capable of accepting the power
from the Stirling engine. This HWER system results in less power loss than in a gearbox setup,
greater efficiency than an electric DC generator, and also provides the clean AC electric power
commonly seen in mobile generation use19. Furthermore, a heat exchanger between the mobile
generator and the Stirling engine improves heat transfer to the hot side of the Stirling engine.
3.6 Feasibility Assessment

All of these designs require a portable generator attached to a Stirling engine that is, in
turn, attached to an alternator. The design is completely feasible assuming the Stirling engine
receives enough heat from the generator. Though the results may or may not be satisfactory,
the basic design is likely to function since a Stirling engine only requires heat to operate.
Suppose the exhaust pipe from the mobile generator is routed to the hot side of the Stirling
engine and attached at that point so that it can provide conductive heat transfer. Or suppose
that a heat exchanger is used instead. The Stirling engine will eventually be in contact with the
heat for enough time and receive enough heat that the gas within the hot chamber will have
19
19
fully expanded. Once the Stirling engine is kick started, then, it will begin to produce kinetic
energy. Finally, an alternator connected to the Stirling engine would convert the mechanical
motion into alternating current.
Theoretically, then, the process behind the design is achievable. However, several
aspects in the general design must be scrutinized as well. The temperature of the gas from the
generator's exhaust pipe is extremely significant as it contributes the greatest to the designs
success or failure. A temperature too low would result in the Stirling engine not receiving
enough heat to start. Furthermore, the efficiency of the heat exchanger, the Stirling engine, and
the alternator must also be considered. The efficiencies can largely affect the amount of power
generation ultimately obtained at the end of the process.
Obtaining the various components and manipulating them in such a way so as to make
each component compatible with every other component is also an important part of the
design factor that must be considered. Some of the components and materials required for the
project include a mobile generator (4 cycled and possibly water cooled), a Stirling engine, a low
capacity alternator, a custom heat exchanger created with aluminum or copper, and insulated
aluminum or copper pipes, as well as vibration mounts and a mounting system. Several of these
items can be acquired or created without too much hassle. Difficulties may arise, however, in
obtaining a Stirling engine and a low capability alternator. All in all, the project is completely
feasible in terms of obtaining the components and putting the components together in order to
achieve the final, proposed design.
20
4 Project Management
4.1 Project Management Overview

In order to fulfill all the proposed goals in a timely fashion, a detailed project
management plan was created and followed. The overall project was broken-down in 2
formats: percent completion of the report and by specific tasks that was distributed among the
members of the team.
4.2 Organization of Project and Timeline

The project timeline was divided into 5 main parts: Planning, Research, Design,
Prototype and Testing. For each main part as well as each subpart, the hours for the team
member have been recorded as individuals and as a whole. The project currently has cost 659
man hours. Table 1 displays the accumulated hours. Figure 12 illustrates the accumulated hours
and also includes the project timeline.
Table 1: Total Hours

1
Planning
35
49
34
29
29
92
1.1
Idea Search
Jose
15
21
12
10
10
32
1.2
Feasibility Analysis
10
14
10
27
1.3
Project Descision
1.4
Project Timeline
Design
2.1
2.2
10
24
21
29
24
21
22
67
Conceptual Design
10
14
12
10
30
Conceptual Design Approval
2.3
Final Design
10
25
2.4
Final Design Approval
Research
56
80
34
36
38
108
3.1
Stirling Engines
56
80
10
10
26
J, R, A
J, R, A
FIU Department of Mechanical Engineering | Project Management
21
3.2
Generators
56
80
3.3
Alternators
56
80
3.4
Functionality & Adaptability
56
80
13
3.5
Materials
56
80
14
3.6
Heat Transfer
56
80
18
3.7
Cost Analysis
56
80
13
Prototype
35
49
51
63
63
177
4.1
Major Components Procurement
15
21
15
4.2
Component Specifications
21
4.3
Stirling Engine Installation Method
12
21
4.4
Alternator Installation Method
15
21
4.5
Heat Exchanger Installation Method
24
4.6
Equipment Procurement
27
4.7
Stirling Engine Installation
12
4.8
Alternator Installation
15
4.9
Heat Exchanger Installation
Testing
5.1
5.2
Allen
16
21
15
21
76
72
67
215
Iniital Functionality Test
10
14
18
Initial Data Extraction
10
14
12
24
5.3
Initial Data Analysis
10
14
18
36
5.4
System Optimization
15
21
12
18
12
42
5.5
Final Test
15
21
15
18
42
5.5
Final Data Extraction
15
21
10
12
28
5.6
Final Data Analysis
15
21
25
219
221
219
Ryan
Total Hours
659
22
Figure 12: Senior Design

Timeline
23
11/12/10 12/10/10
11/12/10 11/25/10
11/26/10 11/26/10
11/27/10 12/03/10
12/04/10 12/10/10
11/12/10
11/12/10
11/12/10
11/12/10
11/12/10
11/12/10
11/12/10
2/01/11
2/22/11
2/22/11
3/01/11
3/08/11
3/15/11
3/15/11
3/15/11
3/15/11
3/22/11
3/22/11
3/22/11
3/22/11
3/22/11
3/22/11
3/22/11
3/22/11
Design
Conceptual Design
Conceptual Design Approv al
Final Design
Final Design Approv al
Research
Stirling Engines
Generators
Alternators
Functionality & Adaptability
Materials
Heat Transfer
Cost Analy sis
Prototy pe
Major Components Procurement
Component Specifications
Stirling Engine Installation Method
Alternator Installation Method
Heat Ex changer Installation Method
Equipment Procurement
Stirling Engine Installation
Alternator Installation
Heat Ex changer Installation
Testing
Iniital Functionality Test
Initial Data Ex traction
Initial Data Analy sis
Sy stem Optimization
Final Test
Final Data Ex traction
Final Data Analy sis
2.1
2.2
2.3
2.4
3.1
3.2
3.3
3.4
3.5
3.6
3.7
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
5.1
5.2
5.3
5.4
5.5
5.5
5.6
Ry an
Allen
J, R, A
2/01/11
11/12/10
11/12/10 11/18/10
1.4
4/11/11
4/11/11
4/11/11
4/11/11
4/04/11
4/04/11
4/04/11
4/11/11
3/21/11
3/21/11
3/21/11
3/21/11
3/14/11
3/07/11
2/28/11
2/28/11
2/21/11
3/21/11
1/30/11
1/30/11
1/30/11
1/30/11
1/30/11
1/30/11
1/30/11
1/30/11
11/05/10 11/11/10
Project Descision
Project Timeline
1.3
J, R, A
10/22/10 11/04/10
Feasibility Analy sis
1.2
10/01/10 11/18/10
10/01/10 10/21/10
Jose
Idea Search
End
Planning
Task Lead Start
1.1
Tasks
WBS
Duration (Days)
21
21
21
21
14
14
14
21
21
49
80
80
80
80
80
80
80
80
14
29
14
21
49
% Complete
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
Working Days
Days Complete
21
21
21
21
14
14
14
21
21
49
80
80
80
80
80
80
80
80
14
29
14
21
49
Days Remaining
0
Jose's Hours
9
10
15
12
18
76
51
34
12
24
10
12
34
Ryan's Hours
9
18
18
72
12
63
10
36
10
21
10
10
29
25
30
67
24
27
32
92
TOTAL HOURS
13
18
14
13
16
26
21
15
12
27
24
21
21
21
15
12
12
12
659
25
28
42
42
36
24
18
67 215
15
63 177
10
38 108
10
22
10
29
Allen's Hours
Total Hours 219 221 219
15
15
15
15
10
10
10
15
15
35
56
56
56
56
56
56
56
56
10
21
10
15
35
4 / 18 / 11
4 / 11 / 11
4 / 4 / 11
3 / 28 / 11
3 / 21 / 11
3 / 14 / 11
3 / 7 / 11
2 / 28 / 11
2 / 21 / 11
2 / 14 / 11
2 / 7 / 11
1 / 31 / 11
1 / 24 / 11
1 / 17 / 11
1 / 10 / 11
1 / 3 / 11
12 / 27 / 10
12 / 20 / 10
12 / 13 / 10
12 / 6 / 10
11 / 29 / 10
11 / 22 / 10
11 / 15 / 10
11 / 8 / 10
11 / 1 / 10
10 / 25 / 10
10 / 18 / 10
10 / 11 / 10
10 / 4 / 10
Table 2 illustrates some of the deadlines for the project. More specifically, it displays the dates
for when the report and the prototype should be a certain percent complete, when the prototype
should be tested, and other important dates such as presentation dates. For the most part, though, the
deadlines act mostly as a guideline.
Table 2: Project Deadlines
Report Completion
Due
10%
November
25%
December
December
December
50%
February 23, 2011
75%
March 23, 2011
100%
April 6, 2011
April 13, 2011
Content
Introduction
Design Alternatives
Project Management
Conclusion
References
Project Formulation
Engineering Design
Engineering Analysis
Prototype Construction
Team Poster
IAB Project Feasibility Presentation
Final Design (100% completed) Prototype
Assembly (50% completed)
Prototype Assembly (100% completed)
Testing of Prototype (50% completed)
All Report
Power point
Rehearsal Presentation to MME
April 20, 2011
Final Presentation to IAB and MME
4.3 Breakdown of Project into Specific Tasks & Team Member

Responsibilities
A detailed project task list was created and team members were assigned as leads for
each task. Team members were assigned tasks based on their specialization to ensure
maximum effectiveness during the course of the project.
24
4.3.1 Research
Objective
Research generators (typical power outputs, efficiencies, etc.)
Lead
Ryan
Research Stirling engines (typical power outputs, efficiencies, dependencies on

temperature gradient, different types, etc.)
Jose
Research Stirling engine applications and their integration into systems
Ryan
Research insulated pipes (prices, typical diameters and lengths, materials, etc.)
Jose
Research adaptability of insulated pipes
Jose
Research heat exchangers
Jose
Research alternators
Allen
Research Stirling engine/alternator adaptations
Allen
Research low power cooling methods for cool side of Stirling engine
Allen
Research project theory
Ryan
Research project testing and analysis methods
Jose
4.3.2 Design
4.3.2.1 Major Component Specifications

Objective
Determine generator specifications (power output, fuel usage, size, etc.)
Lead
Ryan
Determine generator efficiency
Ryan
Determine generator heat output
Ryan
Determine generator exhaust manifold pressure
Ryan
Determine Stirling engine specifications (power output, size, etc.)
Jose
25
Determine Stirling engine efficiency
Jose
Determine alternator specifications
Allen
4.3.2.2 Stirling Engine Installation Method

Objective
Examine generator exhaust manifold location
Lead
Ryan
Examine generator regulator location (optional)
Ryan
Examine generator capability to mount a Stirling engine
Ryan
Determine best location to mount Stirling engine (relative to exhaust manifold and
regulator)
Ryan
Determine method of mounting Stirling engine onto generator
Ryan
4.3.2.3 Alternator Installation Method

Objective
Examine Stirling engine for alternator compatibility
Lead
Allen
Examine generator regulator for alternator compatibility (optional)
Allen
Determine possible method of installing alternator to Stirling engine
Allen
Determine possible method of installing alternator to generator (optional)
Ryan
Adjust Stirling engine mounting method to include alternator and required

connections
Ryan
4.3.2.4 Heat Exchanger Installation Method

Objective
Examine Stirling engine for heat exchanger compatibility
Lead
Jose
Examine generator exhaust manifold for heat exchanger compatibility
Ryan
Determine necessary heat exchanger specifications based on project goals.
Jose
26
Determine optimal location for heat exchanger
Ryan
Determine method of working with the pressure from generator exhaust manifold
Jose
Determine method of installing piping on the generator exhaust manifold
Jose
Determine method of cooling the cold side of Stirling engine (heatsinks/fins, water
pump, etc.)
Jose
Determine method of installing piping about cold/hot sides of Stirling engine
Jose
Determine required amount of piping (relative to generator, Stirling engine, and

heat exchanger)
Jose
Adjust Stirling engine mounting method to include heat exchanger and required
piping
Ryan
4.3.3 Prototyping
4.3.3.1 Major Component Procurement

Objective
Obtain a generator
Lead
Ryan
Obtain Stirling engine best suited for generator
Jose
Obtain alternator best suited for generator and Stirling engine
Allen
4.3.3.2 Equipment Procurement

Objective
Obtain equipment required for mounting Stirling engine onto generator
Lead
Ryan
Obtain required electrical components for Stirling engine/alternator adaptation
Allen
Obtain heat exchanger according to determined specifications
Jose
Obtain required insulated piping best suited for project specifications
Jose
Obtain equipment necessary to cool the cold side of Stirling engine
Jose
27
Adjust all plans according to the advantages and/or disadvantages of any and/or all
acquired parts
Jose
4.3.3.3 Stirling Engine Installation

Objective
Install mounting equipment on generator and/or Stirling engine
Lead
Ryan
Mount Stirling engine on predetermined location on generator
Ryan
Perform preliminary vibrations analysis on Stirling engine
Ryan
Adjust Stirling engine mount setup accordingly
Ryan
4.3.3.4 Alternator Installation

Objective
Install alternator to Stirling engine using predetermined method
Lead
Allen
Install Stirling engine/alternator adaptation to generator regulator using

predetermined method
Allen
Examine Stirling engine/generator combined system's operational ability
Allen
Test combined system by heating the Stirling engine
Allen
Determine combined system's new specifications and efficiency under testing, for
comparison
Allen
4.3.3.5 Heat Exchanger Installation

Objective
Install heat exchanger in predetermined location
Lead
Jose
Install piping for heat exchanger and cooling method wherever it is necessary
Jose
Examine Stirling engine/generator combined system's operational ability
Jose
Test combined system by attempting to run generator and Stirling engine
Jose
Determine combined system's new specifications and efficiency under testing, for
comparison
Jose
28
4.3.4 Testing & Conclusion
4.3.4.1 Optimization and Testing

Objective
Examine combined system for any potential malfunctions, errors, or installation
problems
Lead
Allen
Optimize system components however necessary for better performance
Allen
Perform full vibrations analysis for final combined system stability
Ryan
Perform full thermodynamic analysis for conclusive thermodynamic data
Jose
Perform full heat transfer analysis for conclusive heat transfer data
Jose
Examine data and determine limitations, faults, flaws, and/or disadvantages
Allen
Adjust system components as necessary in order to further optimize and improve

performance
Ryan
Retest system for final conclusive data
Ryan
4.3.4.2 Project Conclusion
Perform cost analysis
Objective
Lead
Ryan
Determine economic feasibility
Jose
Compare generator data before and after Stirling engine installation
Allen
Conclude on all determined details and specifics
Allen
29
5 Engineering Design & Analysis
5.1 Heat Exchanger Analysis
5.1.1 Component Design Analysis

In order to simulate the heat exchanger, the fluids that will travel through the heat
exchanger must be selected first. Furthermore, the boundary conditions at each inlet and exit
must be established. Boundary conditions include inlet temperature, pressure and flow
information of both fluids. However, SolidWorks seems to prefer the mass flow rate of a fluid as
opposed to the velocity or volumetric flow rate of a fluid. Thus, the mass flow rate should be
utilized instead of the velocity or the volumetric flow rate. Finally, the heat exchanger is
assumed to be adiabatic in order to simulate full insulation all about the heat exchanger.
Table 3 displays the density dynamic viscosity, and kinematic viscosity of several oils
that could be used possibly as the heating fluid. The heating fluid would enter the heat
exchanger at 70 F under an assumed atmospheric pressure and exit at the same conditions (so
that the flow simulation may operate properly). As is noted in Table 3, the exhaust gas would
enter the heat exchanger at 800 F and exit at the same temperature (like before, so that the
flow simulation may operate properly). The exhaust temperature is obtained from actual trial
data obtained while testing the generator (the data can be seen under Test Results & Data).
FIU Department of Mechanical Engineering | Engineering Design & Analysis
30
Table 3: Density, Dynamic Viscosity, and Kinematic Viscosity of Different Fluids
T (F)
(slug/ft^3)
(lb/ft^3)
(centistokes)
(ft^2/s)
(lbf*s/ft^2)
Air
800
0.00102
0.0328
N/A
N/A
N/A
CO2
800
0.00149
0.0478
N/A
N/A
N/A
Water
70
1.936
62.289
0.985
0.0000106
0.0000205
Olive Oil
70
1.766
56.809
91.5
0.0009849
0.0017390
Oil SAE 10W - 30
70
1.698
54.624
130
0.0013993
0.0023757
Oil SAE 10W
70
1.688
54.312
115
0.0012379
0.0020896
Oil SAE 20W - 20
70
1.717
55.249
200
0.0021528
0.0036968
Oil SAE 30
70
1.727
55.561
350
0.0037674
0.0065059
Oil SAE 40
70
1.746
56.185
900
0.0096876
0.0169173
Oil SAE 50
70
1.750
56.310
950
0.0102258
0.0178969
In order to determine the pressure of the exhaust entering the heat exchanger, the
static pressure inside the exhaust manifold is required. Table 4 displays the static pressure
obtained from the generator using a pitot tube. The value was used as a border condition for
the entering and exiting exhaust gas.
Table 4: Static Pressure of Exhaust Manifold
Static Pressure of Exhaust Manifold

Patm (lbf/in^2)
14.696
Pavg,gage (in H2O)

1.11
Pavg,gage (lbf/in^2)
0.0401
Pstatic (lbf/in^2)
14.656
Table 5: Area of Exhaust Manifold
A=D^2/4
D (in)
D (ft)
A (ft^2)
0.25
0.0208
0.000341
Table 6: Dynamic Pressure of Exhaust Manifold
Pavg (in H2O)
Pavg (lbf/in^2)
Pavg (lbf/ft^2)
4.30
0.155
22.347
31
Using the area of the heat exchanger and the velocity of the exhaust gas, the volumetric
flow rate can be determined. The volumetric flow rate can then be used in conjunction with the
fluid density in order to determine the fluid mass flow rate. Table 7 displays the mass flow rate
of air. The velocity was determined using the dynamic pressure of the exhaust manifold,
illustrated in Table 6.
Table 7: Velocity, Volumetric Flow Rate, and Mass Flow Rate of Air Exiting Exhaust Manifold
V=(2P/)^2
Q=VA
m=Q
V (ft/s)
Q (ft^3/s)
m (lb/s)
Air
209.326
0.0714
0.00234
CO2
173.373
0.0591
0.00283
Similarly, the mass flow rate was determined for several heating fluids, assuming
different volumetric flow rates. The flow rates can be achieved by limiting the pumps flow rate
using a valve. Table 9 demonstrates different volume flows for the heating fluid. Tables 10 and
11 display the mass flow rate for different heating fluids under different volumetric flow
conditions. For the purpose of this simulation, the lowest volumetric flow condition will be
chosen in order to achieve the greatest amount of heat transfer, assuming a large temperature
differential between the heating fluid and the exhaust manifold.
Table 8: Area of Pump Fitting
A=D^2/4
D (in)
0.25
D (ft)
0.0208
A (ft^2)
0.000341
32
Table 9: Pump Volume Flow
Pump Volume Flow

Q (gal/hr)
1
5
10
100
200
300
340
Q (gal/min)
0.017
0.083
0.167
1.667
3.333
5.000
5.667
V=Q/A
Q (ft^3/min)
0.002
0.011
0.022
0.223
0.446
0.669
0.758
Q (ft^3/s)
0.0000371
0.000186
0.000371
0.00371
0.00743
0.0111
0.0126
V (ft/s)
0.109
0.545
1.089
10.895
21.790
32.685
37.043
Table 10: Heating Fluid Mass Flow Rate
1 gal/hr
Water
Olive Oil
Oil SAE 10W - 30
Oil SAE 10W
Oil SAE 20W - 20
Oil SAE 30
Oil SAE 40
Oil SAE 50
m=Q
m (lb/s)
0.00231
0.00211
0.00203
0.00202
0.00205
0.00206
0.00209
0.00209
5 gal/hr
Re=VD/
Re
214.128
2.305
1.622
1.834
1.054
0.602
0.234
0.222
m=Q
m (lb/s)
0.0116
0.0105
0.0101
0.0101
0.0103
0.0103
0.0104
0.0105
10 gal/hr
Re=VD/
Re
1070.642
11.523
8.110
9.168
5.272
3.012
1.171
1.110
m=Q
m (lb/s)
0.0231
0.0211
0.0203
0.0202
0.0205
0.0206
0.0209
0.0209
Re=VD/
Re
2141.285
23.045
16.220
18.336
10.543
6.025
2.343
2.220
Table 11: Heating Fluid Mass Flow Rate
100 gal/hr
Water
Olive Oil
Oil 10W - 30
Oil 10W
Oil 20W - 20
Oil 30
Oil 40
Oil 50
m=Q
m (lb/s)
0.231
0.211
0.203
0.202
0.205
0.206
0.209
0.209
Re=VD/
Re
21412.8
230.5
162.2
183.4
105.4
60.2
23.4
22.2
200 gal/hr
m=Q
m (lb/s)
0.463
0.422
0.406
0.403
0.410
0.413
0.417
0.418
Re=VD/
Re
42825.7
460.9
324.4
366.7
210.9
120.5
46.9
44.4
300 gal/hr
m=Q
m (lb/s)
0.694
0.633
0.609
0.605
0.616
0.619
0.626
0.627
Re=VD/
Re
64238.5
691.4
486.6
550.1
316.3
180.7
70.3
66.6
340 gal/hr
m=Q
Re=VD/
m (lb/s)
Re
0.787 72803.677
0.717
783.546
0.690
551.496
0.686
623.430
0.698
358.472
0.702
204.841
0.709
79.660
0.711
75.468
33
5.1.2 Flow Simulation

The following are the results obtained from SolidWorks Flow Simulation while
simulating flow through the Heat Exchanger. The fluid selected for the simulation was olive oil
due to it having a similar density and viscosity to 0W motor oil.
Table 12: Local Surface Parameters, Air Inlet

Local parameters
Parameter
Minimum
Pressure [lbf/in^2]
Maximum
Average
Bulk Average
Surface Area [ft^2]
16.4585662
16.4598252
16.4589504
16.4589265
0.000465717
0.035260351
0.035263048
0.035261174
0.035261123
0.000465717
169.63581
169.648784
169.644825
169.645071
0.000465717
X - Component of Velocity [ft/s]
0.000465717
Y - Component of Velocity [ft/s]
0.000465717
Z - Component of Velocity [ft/s]
169.63581
169.648784
169.644825
169.645071
0.000465717
0.098767525
0.098775079
0.098772774
0.098772917
0.000465717
800
800
800
800
0.000465717
Density [lb/ft^3]
Velocity [ft/s]
Mach Number [ ]
Fluid Temperature [F]
Table 13: Integral Surface Parameters, Air Inlet

Integral parameters
Parameter
Value
Mass Flow Rate [lb/s]

Volume Flow Rate [ft^3/min]
Surface Area [ft^2]
X-component
Z-component
Surface Area [ft^2]

0.000465717
3.98524497
0.000465717
0.000465717
Total Enthalpy Rate [Btu/h]
Y-component
0.002342
-9.11739E-21
5.69837E-22
0.000391515
0.000465717
2608.97288
0.000465717
Uniformity Index [ ]
0.999992756
0.000465717
CAD Fluid Area [ft^2]
0.000431015
0.000431015
CAD Solid Area [ft^2]
0.00045559
0.00045559
Table 14: Local Surface Parameters, Air Exit

Local parameters
Parameter
Minimum
Maximum
Average
Bulk Average
Surface Area [ft^2]
Pressure [lbf/in^2]
14.6558874
14.6558874
14.6558874
14.6558874
0.000428391
Density [lb/ft^3]
0.04921415
0.049486298
0.04936586
0.049364726
0.000428391
Velocity [ft/s]
111.360289
134.301851
123.063655
123.245554
0.000428391
-6.38107906
4.66303246
-0.328973688
-0.359785198
0.000428391
-6.16616197
4.73084418
-0.470502607
-0.555679592
0.000428391
-134.160131
-111.237995
-122.95995
-123.14349
0.000428391
Mach Number [ ]
0.080602135
0.097012441
0.088964329
0.089094905
0.000428391
339.563036
343.998496
341.501929
341.519731
0.000428391
34
Table 15: Integral Surface Parameters, Air Exit

Integral parameters
Parameter
Value
X-component
Y-component
Z-component
Surface Area [ft^2]
-0.002341994
-2.84656239
Surface Area [ft^2]
0.000428391
0.000428391
0.000428391
-4.55869E-21
-4.55869E-21
0.00038682
0.000428391
-1640.2683
0.000428391
0.963958944
0.000428391
0.000431015
0.000431015
0.00045559
0.00045559
Table 16: Local Surface Parameters, Oil Inlet

Local parameters
Parameter
Minimum
Maximum
Average
Bulk Average
Surface Area [ft^2]
Pressure [lbf/in^2]
14.8084047
14.8086771
14.8085725
14.8085781
0.000465749
Density [lb/ft^3]
57.2793957
57.2793957
57.2793957
57.2793957
0.000465749
0.090538104
0.090538104
0.090538104
0.090538104
0.000465749
0.000465749
0.000465749
0.090538104
0.090538104
0.090538104
0.090538104
0.000465749
0.000465749
68.0899999
68.0899999
68.0899999
68.0899999
0.000465749
Velocity [ft/s]
Mach Number [ ]
Table 17: Integral Surface Parameters, Oil Inlet

Integral parameters
Parameter
Value
X-component
Y-component
Z-component
Surface Area [ft^2]
0.00203
0.002126414
Surface Area [ft^2]
0.000465749
0.000465749
0.000465749
8.26263E-21
4.55869E-21
0.00039144
0.000465749
1816.41443
0.000465749
0.000465749
0.000431015
0.000431015
0.00045559
0.00045559
Table 18: Local Surface Parameters, Oil Exit

Local parameters
Parameter
Minimum
Pressure [lbf/in^2]
Maximum
14.6959473
Density [lb/ft^3]
Average
14.6959473
Bulk Average
14.6959473
Surface Area [ft^2]
14.6959473
0.000428409
57.2793957
57.2793957
57.2793957
57.2793957
0.000428409
0.025458642
0.148871881
0.085498705
0.102554156
0.000428409
-0.012982877
0.008646313
-0.001016453
-0.001283723
0.000428409
-0.0106854
0.011320598
0.000324694
0.000453958
0.000428409
-0.148810811
-0.023999429
-0.084660612
-0.101970955
0.000428409
0.000428409
347.076107
353.505045
350.415979
349.79636
0.000428409
Velocity [ft/s]
Mach Number [ ]
35
Table 19: Integral Surface Parameters, Oil Exit

Integral parameters
Parameter
Value
X-component
Y-component
Z-component
Surface Area [ft^2]
-0.00203
0.000428409
-0.002126415
0.000428409
Surface Area [ft^2]
0.000428409
-2785.90031
0.000428409
0.813209301
0.000428409
0.000431015
0.000431015
0.00045559
0.00045559
-3.41902E-21
0.000386853
0.000428409
From the data, it can be gathered that the heating fluid will enter the heat exchanger at
70 F with a mass flow rate of 0.00203 lb/s and exit at about 350 F. The exhaust would enter at
nearly 800 F with a mass flow rate of 0.002342 lb/s and exit at about 340 F.
The efficiency of the heat exchanger can be determined by using the equations
Where is the heat exchanger effectiveness, q is the heat transfer rate, and qmax is the
maximum heat transfer rate. Solving for the heat exchanger effectiveness, the heat exchanger's
simulated efficiency is nearly 56%.
36
Figure 13: Heat Exchanger Pressure Cut Plot: Air and Oil
37
Figure 14: Heat Exchanger Temperature Cut Plot: Air and Oil
38
Figure 15: Heat Exchanger Velocity Cut Plot: Air and Oil
39
Figure 16: Heat Exchanger Air Pressure Flow Trajectory
40
Figure 17: Heat Exchanger Oil Pressure Flow Trajectory
41
Figure 18: Heat Exchanger Air Temperature Flow Trajectory
42
Figure 19: Heat Exchanger Oil Temperature Flow Trajectory
43
Figure 20: Heat Exchanger Air Velocity Flow Trajectory
44
Figure 21: Heat Exchanger Oil Velocity Flow Trajectory
45
6 Prototype Construction
6.1 Prototype Description

The prototype will need to encompass the general
concept and principle of the project; essentially a proof of
concept that a recovery system as designed can indeed be
implemented on these heat engines. Since the funding and
the resources for this project are limited, the prototype will
be scaled accordingly. But, in the course of scaling down the
model, other situations may complicate the design and
testing process.
The prototype will incorporate the main components of the

design which includes a generator, a heat exchanger, a Stirling engine,
and finally an alternator. Sub assemblies in this design will include the
suppression system and adapting the onboard water pump system.
Figure 22: Prototype Construction Example
FIU Department of Mechanical Engineering | Prototype Construction
46
6.2 Prototype Design
6.2.1 Prototype Design Overview

The prototype is basically a generator with a bolt on Stirling engine. The Stirling engine
will be connected to the mobile generator through the exhaust manifold of the generator. The
entire setup will consist of a generator, a heat exchanger, a Stirling engine, heat sinks, an
alternator, and a shock absorbing system. Furthermore, a second heat exchanger will be used
as a regenerator.
The generator will be an air-cooled mobile generator modified to include a pump

system. The pumps will pump cooling fluid and heating fluid separately throughout the system.
The heating fluid will be pumped into a
regenerator
where
the
fluid
will
be
preheated. From there, the preheated

heating fluid will enter a heat exchanger.
The heat exchanger will be attached to the
exhaust manifold on one end. On the other
end, the heat exchanger will be connected
Figure 23: System Design Overview
to the Stirling engine. Here, the heat
exchanger can provide the Stirling engine with the heat required for it to operate. The heat
exchanger will be created using insulating material so that the heat can be retained. The
heating fluid exiting the Stirling engine will then be routed back into the regenerator where it
47
can preheat the initial heating fluid and undergo a slight reduction in temperature. The entire
system overview is illustrated in Figure 23.
Heat sinks will be placed about the cold side of the Stirling engine in order to increase
the temperature gradient, thereby producing more work. The heat sink will use materials with a
high thermal conductivity, such as aluminum or copper. Furthermore, the second pump will
pump cooling fluid through the heat sinks in order to further increase the temperature gradient
via convection.
An alternator will convert the kinetic energy from the Stirling engine into alternating
current. The selected generator will include a regulator where current flows are steadied.
Possibly, this regulator will be slightly modified to include the current produced from the
Stirling engine.
In order to keep the Stirling engine isolated from the vibrations of the internal
combustion process of the generator, a system of shock absorbers will be installed on the
Stirling engine. The shock absorbing system will consist of premade shock absorbers and
dampers placed about calculated points of interest.
Square tubing will be fitted about where needed to best accommodate the Stirling
engine on the mobile generator, so that it may remain a bolt-on application. Furthermore, the
materials used for piping will require materials with high heat transfer and/or easy
48
machinability, such as aluminum and copper. Some parts of the piping will also require
insulation.
6.2.2 Stirling Engine/Alternator Design

The Stirling engine will be coupled with an alternator to produce electrical power from
the recovered heat energy. Depending on the configuration of the gas engine, implementation
of other components would have to be properly designed. The design also needs to be as
compact, light and cost effective as possible to make this a marketable and feasible alternative
hybrid system.
The alternator will connect to the Stirling engine through direct shaft coupling.
Specifically, a coupler will attach the shaft of the alternator to the Stirling engine's shaft.
Furthermore, vibration mounts will be installed on both components so that vibrations can be
minimized. This will also allow the alternator and the Stirling engine to align correctly, thereby
allowing both components to spin optimally and unhindered.
6.2.3 Heat Exchanger Design
6.2.3.1 Heat Exchanger Overview
The heat exchanger design as mentioned earlier must be analyzed with the current
parameters of the heat source, which would be the clearance for piping and access to the hot
area. The configuration is then determined by calculations of the forced convective heat
49
transfer of the heat exchanger. The heat

exchanger is a crucial element in which
the heat lost from the engine must be
transferred as quickly and efficiently as
possible for the heat loss to be
recovered. Multiple designs have been
considered, all of which had a focus to
transfer as much of the lost heat from
Figure 24: Model of a Heat Exchanger
the engine to the Stirling engine, essentially keeping the efficiency of the heat exchanger to a
maximum without driving up the cost.
Before designing the heat exchangers to adapt to our system, research was done on
common designs used for similar systems in the industry, and it was discovered that a cross
flow multi-pass, non regenerative, plate heat exchanger would be an optimal heat exchanger
for this proof of concept prototype. It would provide excellent efficiency with cross flow
mediums, the simple design of the plates can be easily manufactured, and, finally, it would also
be able to thoroughly distribute the heat evenly around the hot side of the Stirling engine via
the second medium in the cross flow heat exchanger. The hot exhaust gases would be the
primary medium and a coolant will run in the second chamber, which will carry the heat
throughout the heat exchanger and also distribute the heat uniformly to the hot side of the
Stirling engine. Since the piping of the original exhaust system will be tampered with, careful
consideration of the back flow vacuum pressure must be taken since the designs considered
50
would need the exhaust gases to be re-routed to adjust to the position of the heat exchanger.
Another additional requirement for this heat exchanger is the need to baffle the system as if
the muffler is still in place. The reason for the removal of the muffler is due to the fact that our
heat exchanger will be able to double as both muffler and heat exchanger since the hot exhaust
gas has to be tampered with anyways.
The expense of the system is one of the main focal points. Designing a cost effective
heat exchanger is a main goal that can be achieved with a simple design and readily available
materials with good thermal resistive properties.
The heat exchanger in essence is a crucial point in the prototype design seeing that it is
the most custom assembly and the one with the most analyses of the any sub system in the
assembly. It will incorporate the muffler into its self while also functioning as a cost effective
and efficient heat exchanger.
6.2.3.2 Heat Exchanger Design & Theory

The heat exchanger for this system was designed to be simple and cost effective. Due to
manufacturing and budgetary limitations, the design was restricted to a space of 6.0 x 8.5
inches. In order to maximize the available space, a counter flow heat exchanger with tight
spacing was chosen to be the design. The heat exchanger consists of two 3/8 in. thick aluminum
plates that were milled with a CNC machine. When the plates are joined, two parallel tubes are
formed that will be used to transfer the heat from one line to another. Since large diameter
51
tubes would mean thicker plates and shorter line, a 0.25 Inch diameter was chosen for the
tubes.
The working fluid chosen for this system was 10W motor oil due to its high boiling point
and relatively high heat capacity. As shown in the following equation, a higher specific heat is
directly proportional to the amount of available heat energy:
Routing the exhaust directly to the Stirling engine was initially considered, but
comparing it against to oil, it was found that oil would have about twice the energy density of
the hot exhaust. Thus, a heat exchanger was designed to concentrate the thermal energy in
order to achieve a higher gradient for the Stirling engine. The effectiveness of the heat
exchanger was calculated with the following formulas:
6.2.4
Piping System Design
The piping system will require tubing, several fittings, and two pumps. The system will
basically connect the heat exchanger to the Stirling engine, and the generator to the heat
exchanger. The piping system must be insulated in order to restrict heat transfer to the
atmosphere. High temperature sealants must also be applied on all fittings in order to prevent
52
leaks. Furthermore, valves must be included in order to control the volume flow rate of the
fluids inside the tubes. The material for the piping will likely be copper due to price, availability,
and its high melting temperatures.
6.2.5 Vibration Systems Design

The vibration system is a crucial sub assembly where the natural frequencies and the
operating frequencies of the different components will not be in the same range. Thus, they will
need to be suppressed in order to allow proper functioning of each individual component as a
system. The vibration suppression of the system will also compensate for the additional weight
and weight shift of the system with a Stirling engine and the alternator attachment. The system
will be both internally and externally suppressed to be able to provide a more effective
suppression system in terms of performance and sound range.
The components that will require suppression will include the attachment between the
Stirling Engine and the Generator, the attachment between the heat exchanger and the
generator, the attachment between the heat exchanger and the Stirling engine, and the
attachment between the alternator and the generator.
6.3 Major Project Components
53
6.3.1 Generator (Heat Source)

In searching for an applicable mobile generator, a Chicago Electric Generators 7 HP,
3050 Rated Watts/3500 Max Watts Gasoline Generator was purchased from Harbor Freight
Tools. The unit was priced at $340 and is capable of producing up to 3500 Watts at maximum
load, and up to 3050 Watts at a standard load. The generator was selected and deemed
appropriate for the project due its easy accessibility to the exhaust manifold, and also due to
the generators rigid chassis and included shock absorbers below the engine, attached to the
chassis. Figure 25 exhibits the purchased mobile generator.
Figure 25: Chicago Electric Generators 7 HP Generator
This system already has an alternator and a regulator which can be used for the power
recovery regeneration system. The current generator obtained is cooled with natural
convection and therefore needs to be put in a well ventilated area when testing. The power
system is an internal combustion engine in which the hottest gases would be flowing out of the
exhaust flow manifold. This is where the heat lost will be recaptured for the heat exchanger to
54
utilize in the power recovery. Additional sensors such as thermocouples, air fuel mixtures, and
fuel level gauge would be added to monitor the variables of the system.
6.3.2 Stirling Engine

The Stirling engine was particularly difficult to obtain. Stirling engines are quite rare,
especially a Stirling engine below 1 kW. A Stirling engine was eventually found, however, at
website called Green Power Science. The Stirling engine was purchased for $300. The Stirling
engine, as is shown in Figures 26-28, is a type Beta engine and is mostly made of aluminum
pieces. A heat receptacle is visible at the top of the engine, on top of the heat sink. Finally, the
interior pistons are attached to the flywheel. The flywheel requires a kick start in order to start
the Stirling engine once exposed to heat. According to the supplier, the Stirling engine is rated
at 40 Watts. Unfortunately, a Stirling engine capable of producing more power could not be
obtained.
Figure 26: Stirling Engine (Type Beta) with a Coupler Attachment
55
The Stirling engine that was selected will be able to utilize the heat from the heat
exchanger and have the cold side be cooled via heat sinks with forced water convection. The
type of engine configuration would ideally be a free piston Stirling engine with a linear
alternator attachment. However, after performing a cost and availability analysis, it was
concluded that a beta or alpha Stirling engine would be the best choice for this project. This
56
design choice was selected because alpha or beta setups are more commonly found and are
easier to modify. They are relatively efficient at around 30-35% and the power produced can be
effectively converted to AC power through a shaft coupling with an alternator.
As can be seen in Figures 26-28, the coupler (mentioned earlier) is attached to the
flywheel on the Stirling engine. The coupler is able to attach to any electric generating motor
with a 0.25 in shaft. A coupler approach was chosen over a belt and pulley due to its simplicity
and low price. A belt and pulley system would require obtaining a belt and tightening it just
57
enough to reduce a loss in efficiency due to slip or friction. Too much tension on the belt would
result in a loss of energy due to an increase in friction, so much that it will be difficult to turn
the pulley. Too loose a belt would result in slip which would cause the pulley to lose rotation.
Additionally, it would have required specially mounting the Stirling engine and alternator in
such a way so as to have the pulleys perfectly parallel with each other. A coupler, on the other
hand, is much more straightforward, less costly, and easier to obtain. The coupler on the figures
was created following the Coupler SolidWorks Drawing at a machine shop, and is composed of
aluminum.
6.3.3 Alternator
A survey of alternators confirmed the sparseness of
low capability alternators, specifically alternators below 100
Watts. Due to price, availability, and time, several electric
generating motors were then examined. In doing so, a
Dayton Electric Manufacturing electric generating motor
was purchased from Grainger for $40. The electric motor is
demonstrated in Figures 29 and 30. Dayton Electrics motor
was capable of producing about 44 Watts, or 1/35 hp, and
could spin at 2350 RPM. The motor had a 0.25 in shaft and
Figure 29: Dayton Electric Manufacturing

Electric Motor
could easily be attached to the coupler. Furthermore, it brought mounting screws where Lbrackets could be installed so as to keep the electric motor in place.
58
Figure 30: Dayton Electric Manufacturing Electric Motor
In testing, the electric motor proved to be too difficult to spin, as the Stirling engine
wouldn't produce enough torque to start. Thus, an alternative electric motor was required.
Specifically, the Stirling engine would require a motor with smoother bearings and a smaller
power rating in order for it to be able to start.
An alternative motor was found in a micro wind turbine rated at 30 Watts. The micro
wind turbine is smaller than the Dayton Electric motor and also had smoother bearings. The
shaft diameter, however, is 4 mm, or about 0.1575 in. As a result, a bore reducer was required
for the coupler in order to be able to attach the wind turbine to the Stirling engine. Finally, the
wind turbine included brackets where it could be mounted onto the generator assembly. The
wind turbine was purchased for $90 as a set of two, and is displayed in Figures 31.
59
Figure 31: Micro Wind Turbine
6.3.4 Heat Exchanger

The heat exchanger will be a spiral/cross flow heat exchanger using the gases exiting the
exhaust manifold. The flow will then be directed to wrap around the heat sink on the hot side
of the Stirling engine design. The size of the tubing and the choice of the heated medium within
the tubing will be the focus of the thermal analyses. This will establish the optimal method of
heat transfer from the exhaust manifold to the hot side of the Stirling engine. This will be a
sealed system with a refillable reservoir for any evaporation of the medium, and the system will
have thermocouples and manometers to determine flow rate through this system. Preliminary
images of the heat exchanger can be seen in Figures 13-21.
60
6.3.5 Heat Sink

The heat sink will utilize two types of convection: natural and forced convection. The
natural convection will be via the heat sinks fins, whereas the forced segment of the heat sink
will be shaped in such a way that it accepts the forced flow convection from the water pump
system piping. The material for the heat sink is aluminum and is easily machined and attached
to the cold side of the cylinder on the Stirling engine. Figure 32 illustrates the fins on the Stirling
engine's heat sinks, as well as the gaps in between each fin that will allow the pumped water to
pass through.
Figure 32: Heat Sink
6.3.6 Pump System

The water pump typically cools engines on larger generators, but, in this case, it will be
utilized to cool the Stirling engine in order to increase efficiency. The water pump lines will be
part of the cooling system for the Stirling engines cold side heat sink. This system will cool the
61
Stirling engine not because of any overheating possibilities, but rather, because cooling the
system will provide the temperature difference needed to get the greatest temperature
difference and ultimately the greatest power output.
A Pacific Hydrostar Marine Utility Pump was acquired for this purpose. The pump, priced
at $30, is rated at 200 GPH and is capable of working at a maximum pressure of 50 PSI.
Furthermore, the pump operates through direct current, includes dual threaded connection
ports, and also includes mounting brackets with small vibration mounts. Figure 33 displays the
Pacific Hydrostar pump on the left.
Figure 33: Utility Pumps
A second pump is required to pump the heating fluid through the heat exchanger and
over the Stirling engine's hot side. The pump impeller should be, preferably, metal so that the
fluid may be reused without the need to cool the heating fluid. However, small pumps with
62
metal impellers are typically expensive. As such, a regenerator and an open reservoir will be
required so that the heating fluid can be cooled a small amount before passing through the
pump's impeller. This avoids the possibility of the pump impeller melting under high
temperature conditions.
The pump obtained to fulfill this purpose is a Wayne Utility Pump. Figure 34
demonstrates the pumps performance chart. From the figure, it can be gathered that the pump
can operate at a maximum of 30 ft of head and 340 GPH. Like the first pump, this pump
includes dual threaded connection ports and mounting brackets with vibration mounts.
However, it works with alternating current rather than direct current. Figure 33 displays the
Wayne pump on the right.
Volumetric Flow Rate (GPH)
Wayne Utility Pump Performance Chart

400
350
300
250
200
150
100
50
0
0
10
15
20
25
30
35
Discharge Height (ft)
Figure 34: Wayne Utility Pump Performance Chart
63
6.3.7 Vibrations System

The mount is a crucial component in that the entire Stirling engine system will be
mounted to the current generation system via mounts. The internal combustion engine in this
case will have its own natural frequencies and vibration irregularities in which the Stirling
engine will need to be completely independent and isolated from. This will allow the Stirling
engine to perform correctly without producing any anomalies, such as losses in power.
Furthermore, it could help avoid shortening the life of the Stirling engine. The mounting will
utilize shock absorbers and dampeners that will be carefully selected based on vibration
analyses and the weight of the system. The mount will also dampen and dissipate any vibration
experienced by the heat exchanger and its piping system. The Stirling engine vibration mounts
are demonstrated in Figure 35.
Figure 35: Stirling Engine Vibration Mounts
64
6.4 Construction
6.4.1 Stirling Engine Assembly Construction & Installation
6.4.1.1 Stirling Engine Assembly Construction

The process of installing the Stirling engine to the generator is comprised of several
measures. Firstly, the frame on the generator and the base mounts from the Stirling engine
must be connected through a boundary that can be mounted to the output side of the
generator. In between the Stirling engine and the generator frame will be the vibration system
that is comprised of suppressors and shock absorbers. The vibration system will first be
installed to the mounting holes on the Stirling engine. That sub assembly will then be mounted
to the frame of the generator. A cooling box and a heating cylinder must also be attached to
the Stirling engine around the heat sink and on top of the heat sink, respectively.
Figure 36: Stirling Engine Assembly
65
Figure 36 demonstrates the completed Stirling engine assembly. Starting from the top, a
copper cylinder can be seen in the image connected to two fittings. The copper cylinder
encompasses the entire hot side of the Stirling engine. The cylinder was originally a large
copper T fitting with a diameter greater than the height of the hot side cylinder of the Stirling
engine. The bottom portion of the T was cut off and attached to a 2 in by 2in plate with a slot
for the hot side cylinder. Copper reductions where then soldered onto the piece and 3/8 in
threaded fittings where attached onto each end of the copper piece.
Under the copper cylinder is an aluminum cooling box. The aluminum box consists of a 3
in by 4 in rectangular channel and two 3.25 in
by
4.25
in
aluminum
rectangles.
The
thicknesses are 0.1 in, 1/8 in, and 3/8 in for the
rectangular channel, the top rectangle, and the
bottom rectangle, respectively. Furthermore,
the bottom rectangle was milled so as to allow
access to the heat sink screws. All three
aluminum pieces have slots in the center for
Figure 37: Stirling Engine Assembly Close-Up
the heat sink. The rectangular channel had a hole bored on two sides to allow sealed
compression fittings to be installed. 3/8 in copper fittings where then attached onto each
fitting. Figure 37 exhibits a closer view of the copper cylinder and the cooling box.
66
As can be seen in Figure 36, the Stirling engine is mounted on top of a vibration system.
The system consists of two rectangular plates, 3.25 in by 4.25 in and 3/8 in thick, placed over
each other and separated by four Sorbothane vibration isolators. The subassembly is then
mounted on to the Stirling engine through a slot in the center on the top plate. The bottom
plate has a slot from where it can be attached to the generator. Figure 38 shows the vibration
subassembly.
Figure 38: Stirling Engine Vibrations Sub-Assembly
6.4.1.2 Stirling Engine Assembly Installation
Following the construction of the Stirling engine sub-assembly, the Stirling engine was
installed onto the generator through the vibration mount, and over a generator vibration
suppressor. Figure 39 displays the Stirling engine installed onto the generator.
67
Figure 39: Stirling Engine Assembly Installation
6.4.2 Pump Installation

The pumps where installed over two L-brackets. The L-brackets where then mounted
onto the generator chassis. Sorbothane vibration isolator pads where placed under the pumps
so as to reduce vibrations between the pump and the L-bracket. The pumps where installed at
the top of the generator in order to have easy access to the valves and the input connection
port fittings. Figures 39 & 40 demonstrate the pumps installed onto the generator chassis.
68
Figure 40: Pumps Installation
6.4.3 Alternator Installation

The alternator's installation onto the Stirling engine is one of the project's sub
assemblies. In order to connect the alternator to the Stirling engine, a coupler was utilized, as is
displayed in Figures 41 and 42. The coupler was used to connect the crankshaft from the Stirling
engine's flywheel to the rotor shaft from the alternator. Thus, the rotational motion from the
Stirling engine's flywheel will be transferred to the alternator where the motion will be
converted into electrical energy in the form alternating current.
69
Figure 41: Electric Motor Attached to Stirling Engine Using a Coupler
The attachment of the alternator and the Stirling engine will have to be as rigid as
possible to be able to have an efficient transmission of power. The alternator is properly rated
for the wattage output of the Stirling engine in order to verify that the alternator's shaft will not
bog down the rotational inertia of the entire system. Since a transmission of kinetic energy to
rotational motion is needed for the alternator to start, it is understood that there will be some
kind of power loss in the transmission of the power from the Stirling engine to the alternator.
However, according to calculations, if the alternator is properly sized and mounted, that drop in
transfer efficiency can be significantly decreased to a smaller percentage.
70
Figure 42: Micro Wind Turbine Attached to Stirling Engine Using a Coupler
6.4.4 Heat Exchanger Construction & Installation
6.4.4.1 Heat Exchanger Construction

Once the heat exchanger was designed in SolidWorks, the component was exported and
tested in MasterCAM in order to start the manufacturing process. A CNC Mill from the FIU
Engineering Manufacturing Center was utilized to create the required geometry on four, 6 by
8.5 in and 3/8 in thick, 6061 aluminum plates. The total price of the end product was $100. The
following figures, Figures 43-49, display the manufacturing process of the heat exchanger inside
the CNC Mill.
71
Figure 43: Heat Exchanger Construction
72
73
74
6.4.4.2 Heat Exchanger Installation

The heat exchanger is one of the most crucial designs since it was specifically tailored to
the system. The process of installing the heat exchanger begins with understanding the two
entities in which the energy will be transferred to and from. In our case, the flow of energy will
go from the generators engine exhaust manifold to the outside designated hot side of the
Stirling engine.
The exhaust manifold was chosen as the optimal location from which to mount the heat
exchanger. Established analyses has shown that this is the hottest area in a gas engine power
plant, and also that there is sufficient flow of gases to allow for an effective heat transfer
75
through the heat exchanger20. The accessibility of this area was ideal since the exhaust manifold
is close to the outside side of the generator and also within a few inches from the muffler in
which it routes its energy to, as is displayed in the first image in Figure 50.
Figure 50: Generator Exhaust Manifold
There are multiple methods of installing the heat exchanger to the gas engine. However,
restrictions such as space confinement, expense, manufacturing technicality and ability, and
limited heat energy reduce the amount of installing methods available. The space confinement
20
76
is a self imposed restriction seeing that this system needs to be compact and have close
resemblance to the original. Moreover, it also needs to be a tight system to make the efficiency
of the heat exchanger significantly more effective. The expense and manufacturing technicality
go hand in hand since they affect each other. Furthermore, this system is on a budget so a cost
effective system is needed. This also results in a greater market sense. There were multiple
designs considered for the routing, and, here, the essential ones are considered.
The first routing design uses the exhaust gas of the generator as the main medium with
which to provide heat to the Stirling engine. In this case, the exhaust piping would wrap around
the Stirling engine and act like a heat exchanger by increasing the contact time between the
piping and the Stirling engine. The piping would also have to be insulated to direct the heat
transfer to the outside surface of the Stirling engine hot side terminal. Once the heat transfer is
completed, then the exhaust would be routed back to the stock muffler to maintain the original
decibel level as well as back flow pressure with some slight modifications to the pipe diameter.
This design is the same design that was considered for the first and second alternate designs.
The second routing design uses the same exhaust gas from the gas generator as the
main medium of heat transfer. However, the exhaust gas would be routed to a plated heat
exchanger where the exhaust gas would transfer its heat energy to the cooler liquid medium
which in this case would be a coolant type liquid with a high boiling point. Such a liquid would
help prevent cavitations and avoid pressure issues in the piping system. The exhaust, then,
would pass through the heat exchanger and an included baffling system, not only to increase
77
the heat exchangers efficiency but to also make the heat exchanger act like a muffler by
instilling similar back flow pressure. The exhaust pipe would then exit out of the system and
into the atmosphere. The second medium would essentially distribute the heat to the Stirling
engine through the use of a pump and then continue back to the muffler.
The final routing design is a modification to the second design where a regenerator is
added before the heat exchanger. This design is mostly based on the possible limitations of the
pump circulating the heated second medium. If the pump cannot operate at high temperatures,
a regenerator pipe circuit can be added in order to retain heat and preheat the medium before
it enters the heat exchanger.
Next in the heat exchanger installation is the physical mounting of the heat exchanger
to the system. The heat exchanger contains two piping systems. Both systems will have to be
insulated individually and shock mounted to the generator chassis. The heat exchanger will act
as its own assembly. Installing it would require bolting it to the engine with a suppressor inbetween the metal to metal contact.
6.4.5 H.W.E.R. System Assembly

The final HWER system is illustrated in Figures 51-53. The system has copper tubing and
fittings connecting all of the major components together, as was described in the Prototype
Design Overview. The tubing is sealed and insulated in several areas in order to prevent leaks
and heat loss, respectively. All of the major components are connected to the generator chassis
78
in some form or another, mostly using aluminum supports. Two open reservoirs feed oil and
water to the pumps at the top of the generator. Finally, vibration supports have been placed
about the focal points of the system in order to reduce vibrations.
Figure 51: HWER System Assembly
79
6.5 Prototype Cost Analysis

A basic cost analysis was done to determine the expenses of the project thus far. Based
on the tables below, Tables 20 & 21, current expenses have reached over $1300. Furthermore,
prices for extra, unmentioned components could tally over $100. The final cost of the entire
project, then, could surpass over $1400.
Table 20: Purchased Component Information
Manufacturer
Model
Number
Name
Component
Chicago Electric
Generators
67560
7 HP, 3050 Rated Watts/3500 Max Watts

Gasoline Generator
Green Power Science
N/A
40 Watt Stirling Engine
Dayton Electric
Manufacturing
3LCH7
12 Volt PM DC
USA Wind Generators
N/A
60 Watt Micro-2 Wind Turbine
Mobile
Generator
Stirling
Engine
Electric
Motor
Electric
Motor
80
Pacific Hydrostar
Wayne
A 7A30250416
9576
108560
N/A
N/A
N/A
Stern Brothers
N/A
N/A
ACE-Amerilumber
N/A
N/A
Advanced Antivibration
Components
V10Z59MM0807570
Cylindrical Mounts - Sorbothane Type
SDP/SI
Bore
Reducer
Utility Pump
Utility Pump
Heat
Exchanger
Tubing &
Fittings
Tubing &
Fittings
Vibration
Mounts
Bore Reducer - Inch To Metric Reduction

12 Volt Marine Utility Pump
115 Volt Transfer Pump
Table 21: Prototype Cost Analysis
Name
Component
7 HP Gasoline Generator
40 W Stirling Engine
12 V PM DC
60 W Micro-2
Bore Reducer
12 V Marine Utility Pump
115 V Transfer Pump
N/A
N/A
N/A
Cylindrical Mounts
Mobile Generator
Stirling Engine
Electric Motor
Electric Motor
Bore Reducer
Utility Pump
Utility Pump
Heat Exchanger
Tubing & Fittings
Tubing & Fittings
Vibration Mounts
Total
Quantity Unit Cost Shipping

1
1
1
1
2
1
1
1
1
1
8
$339.99
$300.00
$39.99
$90.00
$5.86
$29.99
$79.99
$100.00
$158.74
$57.27
$4.77
$0.00
$15.00
$0.00
$0.00
$63.00
$0.00
$0.00
$0.00
$0.00
$0.00
$64.00
Tax
Subtotal
$23.80
$0.00
$2.80
$0.00
$0.00
$2.10
$5.60
$0.00
$11.11
$0.00
$0.00
$363.79
$315.00
$42.79
$90.00
$74.72
$32.09
$85.59
$100.00
$169.85
$57.27
$102.16
$1,331.10
81
7 Testing & Evaluation
7.1 Testing & Evaluations Overview

In order to test the prototype, simulation programs such as Ansys 12 and SolidWorks
2008 will be used in order to simulate some aspects of the design. Specifically, the Stirling
engine and the heat sinks placed about the cold side, as well as some of the piping and the heat
exchanger. The simulation programs will provide an idea of how the system will perform under
the vibrations of the generator while attached to the system of shock absorbers.
Thermocouples will be placed about the HWER system in order to determine the
temperature at several points of interest. Some points of interest include the temperature at
the exhaust manifold and the temperature of the fluid in the piping where it meets the Stirling
engine. A thermal camera will be used on the Stirling engine so that the temperature gradient
inside the engine can be recorded, and so that the temperatures on the cold and hot sides of
the engine can be known. A digital manometer will be placed at strategic points about the
piping in order to determine the pressure and velocity of the air flow going through the pipes.
Furthermore, it will be utilized in order to determine the pressure inside the Stirling engine. The
recorded data will provide full specifications of the bolt-on system while it is under
thermodynamic operation, as well as providing data necessary to further optimize the bolt-on
system (on top of the initial simulations).
FIU Department of Mechanical Engineering | Testing & Evaluation
82
A voltmeter will be utilized in order to determine the total power output of the
generator by itself. Additionally, it will be used to determine the power output after adding the
bolt-on Stirling engine. With these values, the efficiencies before and after adding the Stirling
engine can be calculated and compared. Fuel level sensors will provide information about how
much fuel is flowing in and how much is being used. Thus, after determining the efficiencies,
the amount of fuel savings over an extended period of time will be calculated in order to insure
accuracy.
7.2 Testing Design

To confirm the project objectives were achieved, a series of tests will be made on the
system to check for efficiencies and losses. Before the system can be fully tested, it is necessary
to test each individual component to verify the manufacturing performance specifications. The
components that will require individual testing would be the generator, Stirling engine,
alternator, heat exchanger and piping system. Once the standard values (i.e. power input and
efficiencies) for each component have been established, the components will be assembled for
full testing.
The testing for the generator will consist of an efficiency check as well as an exhaust
flow rate thermal quantification. For the efficiency test, the generator will be filled with exactly
one gallon of gasoline and run at full power until the fuel runs out. The efficiency will be
calculated by taking into account the time the generator ran a full power equaling to the total
energy produced vs. the thermal energy stored in one gallon of gasoline.
83
The testing for the Stirling engine will be to check the efficiency and power output. A
heat gun with a known power rating will be directed at the Stirling engine and the power
output through alternator will be compared against the power intake of the heat gun. Since
heat guns are 99% efficient, it can be assumed that there is a 100% transfer of thermal energy
from the heat gun to the Stirling engine, thus simplifying the efficiency calculations.
To ensure the accuracy of the final numbers, the alternator and its efficiency must also
be taken into account. The alternator will be spun with a constant torque and velocity for
known input power which will be compared against the electrical power output of the
alternator.
The heat exchanger will also be tested to ensure that maximum heat energy is being
transferred from the generator to the Stirling engine. A controlled flow and temperature of
fluids will be passed through the heat exchanger to determine the effectiveness of the heat
exchanger. The input and out temperatures along with the flow speeds will be used to
determine the efficiency of the heat exchanger.
Finally, the piping system also has to be tested so that there is minimal heat loss in the
transportation of the heat energy. A simple test similar to the heat exchanger test will be
performed. A fluid with constant flow and temperature will be passed through a long segment
84
of piping and the temperature will be measured at the end to find out how much energy has
been lost in the travel.
7.3 Test Results & Data
7.3.1 Generator Results

This experiment performed is an in depth analysis of the generator characteristics that
the system will be interacting with. The tests that were completed were pressure test on the
muffler exhaust and temperature readings of the exhaust manifold, through the steel piping of
the engine. The temperature reading tests were obtained using an infrared thermometer and
where recorded for viewing purposes. The pressure readings were recorded using a pitot tube.
The data was then used to determine the velocity and volume flow of the exhaust gas. The
reason for obtaining the temperature readings was to understand how much heat is coming out
of the exhaust, which can then be captured by the heat exchanger. Similarly, the reason for
obtaining pressure readings was to be able to replicate the back flow pressure that is used to
provide proper flow dynamics for the engine.
The first graph, Figure 54, illustrates the temperature of the exhaust plate versus time
as the generator heats up. The graph shows the exponential increase in temperature with an
asymptote at around the 900 F mark. Thus, it is apparent that the generator exhaust is capable
of producing a maximum temperature over 900 F. In the second graph, Figure 55, dynamic
pressure versus time is plotted as the generator is allowed to heat up. The graph shows
85
oscillation about an average of 1.10 inches of water, which shows that the pressure is not
constant. Tables 22 and 23 demonstrate the trial data acquired in testing.
7.3.2 Generator Data

The following are the results obtained from testing the generator alone.
Table 22: Generator Temperature Sequence, Trials 1-4
Trial 1
Time (s)
0
3
6
9
12
15
18
21
24
27
30
33
36
39
42
45
48
51
54
57
60
65
70
75
80
85
Trial 2
T (F)
69
290
325
289
400
550
587
625
650
670
705
730
770
785
808
723
743
865
873
881
885
897
900
913
919
928
Time (s)
0
3
6
9
12
15
18
21
24
27
30
33
36
39
42
45
48
51
54
57
60
65
70
75
80
85
Trial 3
T (F)
68
218
290
340
427
474
515
537
579
607
635
651
639
694
708
725
733
745
755
761
767
779
786
798
805
819
Time (s)
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Trial 4
T (F)
87
95
105
131
158
177
207
237
254
271
288
306
325
337
355
372
387
401
411
415
419
436
443
445
458
464
Time (s)
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
T (F)
72
76
98
135
158
194
235
260
279
306
336
369
86
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
930
935
945
951
951
950
950
950
950
950
950
950
950
950
950
950
950
950
950
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
816
820
825
826
830
832
834
835
835
837
838
839
838
839
841
838
839
841
843
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
467
471
477
485
489
494
498
501
509
513
518
525
526
529
533
537
546
552
555
558
562
565
567
571
572
574
577
580
581
578
588
594
597
597
599
601
602
605
606
607
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
584
597
603
613
619
628
634
639
647
654
659
665
669
673
679
685
690
694
698
702
707
718
718
721
725
729
730
734
736
739
742
744
747
749
751
754
756
759
761
87
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
609
611
618
616
616
615
617
618
622
624
625
624
627
628
629
614
600
605
605
610
609
607
612
606
605
604
605
605
605
606
606
607
608
610
610
610
610
611
612
612
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
762
766
768
769
771
772
773
775
776
778
781
782
783
785
787
788
789
791
791
793
793
794
797
797
798
797
797
798
797
798
798
798
798
801
802
803
803
802
804
804
88
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
612
613
613
613
612
612
613
614
614
614
614
619
615
615
616
616
619
618
617
617
616
625
629
618
619
616
621
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
806
807
808
809
809
808
809
809
809
809
810
810
810
810
810
809
809
808
808
808
809
808
809
808
809
809
810
810
810
812
812
812
813
813
814
815
814
813
814
814
89
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
814
816
816
815
815
815
815
815
815
816
816
816
816
817
816
816
815
Table 23: Pitot Tube Dynamic Pressure Sequence, Trials 1-3
Trial 1
Trial 2
Trial 3
Time (s)
P (in H2O)
Time (s)
P (in H2O)
Time (s)
P (in H2O)
0.00
0.00
0.00
0.28
0.13
0.27
0.36
0.80
0.66
0.59
0.72
0.71
0.59
1.31
0.77
1.00
0.69
0.71
0.57
1.05
1.19
0.75
1.15
1.46
0.53
1.26
1.28
0.73
0.95
1.03
10
0.71
10
1.24
10
0.96
11
1.11
11
0.94
11
0.77
12
0.92
12
0.92
12
1.20
13
1.01
13
1.79
13
1.13
14
0.82
14
1.02
14
1.16
15
0.69
15
2.05
15
0.87
16
0.74
16
1.10
16
1.14
17
0.87
17
1.33
17
0.94
90
18
1.10
18
1.35
18
1.25
19
0.93
19
1.62
19
0.80
20
1.01
20
1.67
20
0.99
21
0.98
21
21
0.89
22
1.02
22
22
1.43
23
1.69
23
23
1.14
24
1.31
24
0.94
24
1.23
25
1.15
25
0.97
25
1.09
26
1.09
26
1.27
26
1.08
27
1.07
27
1.58
27
1.22
28
1.03
28
1.26
28
29
1.13
29
1.13
29
30
1.04
30
1.31
30
1.25
31
1.15
31
1.38
31
1.18
32
1.16
32
1.28
32
1.02
33
1.19
33
0.98
33
1.17
34
1.00
34
1.16
34
1.14
35
1.15
35
1.31
35
1.23
36
0.93
36
1.26
36
1.33
37
0.99
37
1.29
37
1.04
38
1.06
38
1.34
38
1.24
39
1.02
39
1.12
39
1.15
40
1.15
40
1.08
40
1.13
41
1.07
41
1.42
41
1.09
42
1.25
42
1.45
42
1.33
43
1.04
43
0.97
43
1.20
44
1.07
44
1.02
44
1.30
45
1.28
45
1.00
45
1.09
46
0.96
46
0.99
46
1.10
47
1.12
47
1.21
47
0.97
48
1.10
48
1.18
48
1.07
49
1.13
49
1.15
49
1.28
50
1.04
50
1.12
50
1.03
51
1.02
51
1.52
51
1.38
52
1.04
52
1.50
52
1.34
53
1.25
53
0.99
53
0.92
54
1.07
54
1.27
54
1.17
55
1.14
55
1.41
55
1.17
56
1.14
56
1.02
56
1.08
57
1.08
57
1.29
57
1.03
91
58
1.15
58
1.26
58
1.05
59
1.03
59
1.24
59
1.36
60
1.03
60
1.06
60
1.23
61
1.09
61
1.31
61
1.23
62
1.10
62
1.32
62
1.00
63
1.15
63
1.41
63
0.82
64
1.20
64
0.96
64
1.18
65
1.03
65
1.45
65
1.28
66
0.96
66
1.38
66
0.94
67
1.13
67
1.07
67
1.26
68
1.07
68
1.25
68
0.93
69
1.08
69
1.21
69
0.86
70
1.17
70
1.13
70
1.18
71
1.02
71
1.27
71
1.23
72
1.16
72
1.13
72
1.03
73
1.17
73
1.39
73
0.97
74
1.04
74
1.44
74
0.95
75
1.16
75
1.15
75
0.91
76
1.05
76
1.17
76
1.23
77
1.01
77
1.22
77
1.20
78
1.05
78
1.35
78
1.00
79
1.13
79
1.51
79
1.11
80
1.11
80
1.12
80
0.92
81
0.95
81
1.31
81
1.27
82
1.01
82
1.42
82
0.87
83
1.07
83
1.32
83
1.11
84
1.06
84
1.39
84
1.25
85
1.13
85
1.03
85
0.91
86
1.12
86
1.04
86
1.30
87
1.06
87
1.27
87
1.32
88
1.01
88
1.11
88
1.27
89
0.97
89
1.08
89
1.19
90
0.95
90
1.12
90
0.96
91
1.04
91
1.34
91
1.27
92
1.01
92
0.89
92
0.99
93
0.99
93
1.26
93
1.02
94
1.04
94
1.16
94
1.00
95
1.02
95
0.91
95
1.08
96
1.00
96
1.26
96
1.27
97
1.05
97
1.04
97
1.07
92
98
1.04
98
1.03
98
1.28
99
1.01
99
0.94
99
1.26
100
1.02
100
1.31
100
1.17
101
0.97
101
1.00
101
1.07
102
1.12
102
1.18
102
0.91
103
0.95
103
1.29
103
0.89
104
0.93
104
0.94
104
1.22
105
1.01
105
1.63
105
1.11
106
0.96
106
1.25
106
1.04
107
0.92
107
1.28
107
0.88
108
0.94
108
1.02
108
1.20
109
0.91
109
1.29
109
0.97
110
0.99
110
1.01
110
1.28
111
1.13
111
1.14
111
1.09
112
1.23
112
1.17
112
1.02
113
1.31
113
1.10
113
1.14
114
1.03
114
1.06
114
1.07
115
1.04
115
0.98
115
0.91
116
1.08
116
1.30
116
0.96
117
1.09
117
1.33
117
1.17
118
1.08
118
0.94
118
1.07
119
1.08
119
1.03
119
1.13
120
0.97
120
1.16
120
1.02
121
0.99
121
1.14
121
0.98
122
1.12
122
0.93
122
0.94
123
1.11
123
0.87
123
1.05
124
1.09
124
1.26
124
1.02
125
1.10
125
1.27
125
0.95
126
1.09
126
1.27
126
0.88
127
1.14
127
1.07
127
0.86
128
1.06
128
1.15
128
1.17
129
1.17
129
1.10
129
1.13
130
1.12
130
0.94
130
1.10
131
1.13
131
0.93
131
0.99
132
1.15
132
1.10
132
0.92
Average
1.06
133
1.08
133
1.18
134
1.16
134
0.96
135
1.11
135
1.04
136
1.16
136
0.93
137
1.19
137
1.13
93
138
0.91
138
1.19
139
1.33
139
0.97
140
1.08
140
1.07
141
0.99
141
0.93
142
1.02
142
1.13
143
0.94
143
1.14
144
1.24
144
1.05
145
0.99
145
0.91
146
1.02
146
1.08
147
1.25
147
1.05
148
0.92
148
1.17
149
1.03
149
0.92
150
0.98
150
1.10
151
0.94
151
0.98
152
1.16
152
1.20
153
1.00
153
1.18
154
0.97
154
0.95
155
1.09
155
0.97
156
1.21
156
0.91
157
1.09
157
0.98
158
0.98
158
1.10
159
1.12
159
1.15
160
1.13
160
0.94
161
1.12
161
1.07
162
0.94
162
1.02
Average
1.18
163
1.00
164
0.93
165
1.08
Average
1.08
94
Generator Temperature Sequence

1000
900
Temperature (F)
800
700
600
Trial 1
500
400
Trial 2
300
Trial 3
200
Trial 4
100
0
0
50
100
150
200
Time (s)
Figure 54: Generator Temperature vs. Time
Generator Pressure Sequence

2.50
Pressure (in H2O)
2.00
1.50
Trial 1
1.00
Trial 2
Trial 3
0.50
0.00
0
20
40
60
80
100
120
140
160
180
Time (s)
Figure 55: Generator Pressure vs. Time
95
7.3.3 Stirling Engine Results

The Stirling engine was tested individually in order to determine its capabilities. Table
24displays the data collected in a timed trial. The data is presented in Figures 56 and 57 where
the temperature of the hot side of the Stirling engine and the speed of the Stirling engine are
plotted versus time, respectively. Notably, it can be seen that the temperature increases at a
varying rate. It can be gathered from Figure 56 and Table 24 that the Stirling engine is capable
of starting at temperatures as low as 204 F. Furthermore, the Stirling engine is capable of
revolving at about 1200 RPM. However, after lubricating the Stirling engine's crankshaft and
piston assemblies, a time independent trial showed that the Stirling engine was able to revolve
at nearly 2400 RPM. Several subsequent time independent trials established 2400 RPM as the
maximum that the Stirling engine was capable of achieving.
Figures 58-68 demonstrate the cooling effectiveness of the Stirling engine's heat sink via
thermal imaging. The data was taken with a thermal, infrared camera which was then
interpreted by accompanying software. The reason for this experiment is to understand not
only the efficiency of the heat sinks but ultimately how high the cooling box will be positioned
on the body of the Stirling Engine. The data points were taken along 6 points about the Stirling
engine's body. The data points are tabulated in Table 24 and illustrated in Figure 69. The graph
shows the data points of temperature versus time along those 6 points of the body. The graph
also displays the point at which the heat at the top of the Stirling engine stops transferring
effectively throughout the body, in essence showing where the working fluid shits between the
96
two sides. Specifically, in Figure 69, all of the lines below the second line start at relatively low
temperatures. This implies that those lines encompass the cold side of the Stirling engine. Thus,
from the accompanying pictures, it was determined that the optimal height for the cooling box
is 2.25 inches from the bottom base of the working fluid exchange cavity.
7.3.4 Stirling Engine Data

The following are the results obtained from testing the Stirling engine alone.
Table 24: Stirling Engine RPM and Temperature Sequence
Time (s)
Speed (RPM)
Temperature (F)
243.7
204
303.7
205
356.5
216
392.8
213
423.3
207
452.4
200
481.6
198
519.0
212
590.6
212
610.7
227
10
623.8
233
11
639.0
235
12
654.8
228
13
673.7
226
14
691.3
240
15
710.8
233
16
728.4
241
17
749.6
241
18
788.2
243
19
809.2
242
20
831.2
256
21
848.9
253
22
861.3
269
97
23
870.1
270
24
892.2
250
25
925.1
249
26
931.8
245
27
929.8
244
28
930.0
241
29
920.0
241
30
904.0
239
33
895.5
253
36
918.0
280
39
930.0
259
42
947.5
277
45
971.5
286
48
958.3
285
51
969.5
269
54
1001.0
289
57
1019.0
275
60
1041.0
277
61
1069.0
282
62
1089.0
279
63
1106.0
268
64
1132.0
266
65
1148.0
273
66
1160.0
273
67
1172.0
272
68
1195.0
277
69
1195.0
283
70
1205.0
285
98
Stirling Engine Temperature Sequence

350
Temperature (F)
300
250
200
150
100
50
0
0
10
20
30
40
50
60
70
80
70
80
Time (s)
Figure 56: Stirling Engine Temperature vs. Time
Stirling Engine RPM Sequence

1400.0
1200.0
Speed (RPM)
1000.0
800.0
600.0
400.0
200.0
0.0
0
10
20
30
40
50
60
Time (s)
Figure 57: Stirling Engine RPM vs. Time
99
Figure 58: Stirling Engine Thermal Breakdown, Starting
Figure 59: Stirling Engine Thermal Breakdown, Running
100
Figure 60: Stirling Engine Thermal Breakdown, Cooling 1
101
102
103
104
Table 25: Stirling Engine Heat Sink Temperature Distribution
Time
T1 C
T2 C
T3 C
T4 C
T5 C
T6 C
0
33
92
130
184
230
293
385
602
656
707
582.9
615.3
365
138
84.9
76
66.5
56.1
42.9
42.3
42
535.3
595.9
300.6
124.3
81.3
71.9
67.5
55.8
48.1
43.5
43.4
179.2
217.8
192.2
118.3
97.3
88.4
80.8
66.3
51.8
51.3
50.4
97.6
139.6
151
112.6
91.4
87.3
79.6
66.1
51.1
51.6
50.3
55.1
92.1
112.1
104.8
85.3
84.1
69.6
64.6
49.1
51
49.8
39.6
66.8
52.4
92.2
57.7
54.6
45.3
41.2
37.9
50.7
48.3
105
Stirling Engine Heat Sink Temperature

Distribution
700
Temperature (C)
600
500
T1 C
400
T2 C
300
T3 C
200
T4 C
100
T6 C
0
0
100
200
300
400
Time (s)
500
600
700
800
Figure 69: Stirling Engine Heat Sink Temperature Distribution
7.3.5 Alternator Results

After attaching the micro wind turbine to the Stirling engine through the use of a
coupler, the turbine was tested to determine its capabilities. In order to quickly turn the Stirling
engine, a propane torch was used to quickly heat the hot side of the Stirling engine. The Stirling
engine revolved at a maximum of 1000 RPM while attached to the micro wind turbine. For
testing purposes, the micro wind turbine was connected to a voltmeter in order to determine
the maximum power output of the Stirling engine. Voltage readings hovered between 10-11
Volts. However, attempting to measure the current caused the Stirling engine to completely
stop. In order to bypass this issue, a circuit was built where a lower load could be placed on the
Stirling engine. LEDs where used due to their low current draw. The Stirling engine was then
heated again and the micro wind turbine was able to power 6 low watt LEDs at the same time.
106
7.3.6 Heat Exchanger Results

After running the whole system and recording all the data, it was found that the heat
exchanger effectiveness was 45%. Table 26 demonstrates the temperatures from which this
data was obtained from. A total of 312.7 W of useful power was available, but due to the low
efficiency of the heat exchanger, only 140 W of power was transferred to the oil. A proper sized
Stirling engine with an efficiency of at least 30%, however, would be able to generate a total of
42 W of power. This would equate to a power output gain of 1.37%.
7.3.7 Heat Exchanger Data
Table 26: Heat Exchanger Temperature At Different Ports
Temperature (F)
Trial 1
330
108
175
105
Exhaust In
Exhaust Out
Oil In
Oil Out
Trial 2
600
140
230
105
7.3.8 HWER System Results

After a battery of individual testing of each component, the system was assembled and
run as a whole. The heat exchanger designed for this system demonstrated to have an
effectiveness of 45%. The generator was found to have an efficiency of 22 %. The Stirling engine
efficiency was not possible to attain due to the limitation in testing equipment and facility. The
Stirling engine was rated 40 W at 2500 RPM but testing showed otherwise. The engine was
107
heated to 600 F which made it run at 2400 RPM but when coupled with a DC generator, it
could not turn on a 15 Watt incandescent bulb. Only a couple of LEDs were lit, demonstrating
the low power efficiency and output of the engine. Finally, it was found that there was not
enough temperature in the oil to run the Stirling engine to produce power. In preliminary tests
it was found that the Stirling engine required a minimum of 250F but the system could only
reach a maximum 225F.
108
8 Design Considerations
8.1 Assembly & Disassembly

The HWER system is expected to be assembled in the following order: attaching the
Stirling engine to the generator, attaching the alternator to the Stirling engine, attaching the
alternator to the generator, attaching the heat exchanger to the generator, attaching the heat
exchanger to the Stirling engine, and finally, creating a vibrations system for the entire HWER
system. The assembly is expected to be done in the period of one week in a large indoor area.
Disassembly of the HWER system is also expected to be indoors, but will require much less
time. Furthermore, the HWER system will be disassembled in the following order: remove the
heat exchanger from the Stirling engine, remove the heat exchanger from the generator,
remove the alternator from the generator, remove the alternator from the Stirling engine, and
finally, remove the Stirling engine from the generator. Any vibrations components placed on
the components must be removed as well.
8.2 Maintenance of the System
8.2.1 Regular Maintenance

Any regular maintenance performed on the HWER system would mostly involve typical
maintenance on the generator. The maintenance would include changing the engine oil,
cleaning or replacing the spark plugs, replacing the fuel filter, and/or replacing the air filter. The
FIU Department of Mechanical Engineering | Design Considerations
109
spark plugs and filters only need to be replaced after at least 50 hours of operation (50 hours
for the fuel filter, 100 hours for the spark plugs and air filter), however21.
Stirling engines normally require little maintenance. As such, no regular maintenance is

anticipated for the Stirling engine. For the alternator, maintenance may include using a
voltmeter to measure the electrical output of the alternator to check that it's providing at least
12 Volts. Checking the alternator terminals may also be necessary to ensure a good connection.
8.2.2 Major Maintenance

No major maintenance is expected to be performed on the HWER system. The system
will likely be disassembled before any major maintenance is required.
8.3 Environmental Impact

Since the generator is a gas operated internal combustion engine that releases waste
gases from the exhaust, there does exist a negative environmental impact. The impact, though,
would be just as typical as any other generator, save for the fact that the HWER system is more
efficient. As such, this means that the generator produces the same amount of power while
using less fuel (or more power while using the same amount of fuel). Thus, the environmental
impact should be slightly reduced. The Stirling engine itself produces no byproducts and
therefore has no environmental impact.
21
(Harbor Freight Tools, 2009)
110
8.4 Risk Assessment

Special attention to the location should be taken when operating the generator.
Specifically, the generator should never be run indoors at any time due to the carbon monoxide
gases released from the exhaust, which are noxious22.
22
(Harbor Freight Tools, 2009)
111
9 Conclusion
9.1 Conclusion & Discussion

In conclusion, the project was able to achieve 2 of the 3 primary goals. The project used
many of the fundamental concepts of engineering such as Thermodynamics, Heat Transfer,
Fluid Mechanics, ThermoFluid Systems, System Dynamics and Manufacturing Processes to
prove that heat waste from a generator type system can be captured and converted into extra
power. A fully running prototype was constructed and demonstrated the process of heat waste
recapture. Although the system was not able to generate power due to the inefficiencies of the
heat exchanger and the Stirling engine, the data obtained strongly confirms that Heat Waste
Recovery System is financially feasible with proper time and testing equipment.
9.2 Patent Application

Several heat recovery systems already exist in some form or another. Furthermore,
there are also several heat exchanger patents covering a variety of designs. However, the heat
waste recovery system and heat exchanger designed for this project are unique and original. As
such, should the project be successful in terms of operation and economic feasibility, a patent
can be made for this specific heat recovery configuration.
9.3 Commercialization Prospects

Due to the Stirling engines low market penetration, the HWER system may not be
marketable immediately. The HWER system is dependent on the availability of medium sized
FIU Department of Mechanical Engineering | Conclusion
112
Stirling engines in order for the concept to be economically feasible. Currently, the cost is too
high due to the scarceness of a low to medium sized Stirling engine. If the product was to be
commercialized though, it may garner interest in the construction and/or agriculture industries
due to their high use of mobile generation.
9.4 Future Work

Any future work performed on the HWER system would involve optimizing and
improving the basic design and the components involved. Several things could have been done
to further improve the HWER system design that couldn't be accomplished due to the
restriction in time. Future work would allow for a lot of these issues to be addressed.
Furthermore, more analysis can be performed on the HWER system in order to improve its
quality and functionality. Long term future work may include adapting and designing the
current system to work with different heat generating platforms.
FIU Department of Mechanical Engineering | Conclusion
113
10 Works Cited
ADEMA Electric. (n.d.). Alternator Cutaway.
http://www.ademaelectric.com/troubleshoot_alternators.html . ADEMA Electric.
Brad. (2004, June 02). Stirling Engine based hybrid car. Retrieved from Brad Ideas:
http://ideas.4brad.com/archives/000094.html?page=1
Briggs, J. (2008, June 09). How Alternators Work. Retrieved February 21, 2011, from How StuffWorks:
http://auto.howstuffworks.com/alternator2.htm
Egmason. (2010, May 5). Alternator. http://en.wikipedia.org/wiki/File:Alternator_1.svg . Wikipedia.
Harbor Freight Tools. (2009). 3050 Rated Watts/3500 Max. Watts Portable Generator Model 67560.
Harbor Freight Tools.
HowStuffWorks. (2008, June 09). Alternator. http://auto.howstuffworks.com/alternator2.htm .
HowStuffWorks.
Incropera, DeWitt, Bergman, & Lavine. Fundamentals of Heat and Mass Transfer, 6th Edition. 2007:
Wiley.
Kayne, R. (n.d.). What is the Difference Between a Two Stroke and Four Stroke Engine? Retrieved from
wiseGEEKS: http://www.wisegeek.com/what-is-the-difference-between-a-two-stroke-and-four-strokeengine.htm
LaMonica, M. (2008, August 22). Smokestack Heat: Fuel of the Future? Retrieved from CNET News:
http://news.cnet.com/8301-11128_3-10019347-54.html
Madrigal, A. (2008, June 08). Steam Tech Gets Less Punk, More Stimulus Money. Retrieved from Wired:
http://www.wired.com/wiredscience/2009/06/steam/
Nice, K. (2001, May 04). How Stirling Engines Work . Retrieved from HowStuffWorks:
http://auto.howstuffworks.com/stirling-engine1.htm
Pollick, M. (2010, December 28). What is a Portable Generator? Retrieved March 22, 2011, from
wiseGEEK: http://www.wisegeek.com/what-is-a-portable-generator.htm
Quasiturbine Vapeur Inc. (n.d.). Quasiturbine Stirling Engine. Retrieved from Quasiturbine Vapeur:
http://quasiturbine.promci.qc.ca/QTStirling.html
Ryan, D. B. (n.d.). How Do Portable Generators Work? Retrieved from eHow:
http://www.ehow.com/how-does_4914640_portable-generators-work.html
Shandilya, A. (n.d.). Portable Generators: What is a Portable Electrical Generator? Retrieved March 22,
2011, from Buzzle: http://www.buzzle.com/articles/portable-generators-what-is-a-portable-electricalgenerator.html
FIU Department of Mechanical Engineering | <Works Cited
114
Shapiro, H. N., & Moran, M. J. (2008). Fundamentals of Engineering Thermodynamics, 6th Edition. Wiley.
Snyder, E. (2010, May 11). 2-Cycle vs. 4-Cycle Engines - Which is Better? Retrieved from PRO TOOL
REVIEWS: http://www.protoolreviews.com/faqs/tools/2-cycle-vs.-4-cycle-engines
Warfield, R. W. (n.d.). Solar Stirling Engine Power Generator. Retrieved from CNC Cookbook:
http://www.cnccookbook.com/CCStirlingGenerator.htm
FIU Department of Mechanical Engineering | <Works Cited
115
11 Appendix
11.1 SolidWorks Part & Assembly Drawings
FIU Department of Mechanical Engineering | Appendix
116
Heat Pump `
Water Pump
Stirling Engine
with linear
Alternator
Attachment
Regenerator
Generator and Linear Alternator

UNLESS OTHERWISE SPECIFIED:
DIMENSIONS ARE IN INCHES
TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:
PROPRIETARY AND CONFIDENTIAL

THE INFORMATION CONTAINED IN THIS
DRAWING IS THE SOLE PROPERTY OF
<INSERT COMPANY NAME HERE>. ANY
REPRODUCTION IN PART OR AS A WHOLE
WITHOUT THE WRITTEN PERMISSION OF
<INSERT COMPANY NAME HERE> IS
PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
Heat Exchanger
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.
A Generator
FINISH
SHEET 1 OF 1
SCALE: 1:12 WEIGHT:
DO NOT SCALE DRAWING
REV
4.250
R.731
R.669
R.663
.713
6.000
.313
R.094
R.413
R.381
R.319
R.288
.031 .063
.313
.688
1.000
.312
8.500
8.500
1/16 NPT Tapped Hole
.375
TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.

Heat Exchanger
Female Plate
FINISH
SHEET 1 OF 1
SCALE: 1:2 WEIGHT:
REV
R.125
.250
.156
.095
R.663
6.000
.031
.063
R.413
R.063
8.500
R.288
.713
TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.
FINISH
Heat Exchanger Male

SHEET 1 OF 1
SCALE: 1:2 WEIGHT:
REV
Hot Element
Cooling box Assembly

Coupling
Stirling Engine
Alternator
Sorbothane Surpressors

TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.

Stirling Engine with
Alternator Attachment
FINISH
SHEET 1 OF 1
SCALE: 1:4 WEIGHT:
REV
3.000
1.478
1.500
3.000
1.250
.500
1.250
.500
3.000
TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.
REV
Cooling Box
A Bottom Sealing P
FINISH
SHEET 1 OF 1
SCALE: 1:1 WEIGHT:
3.000
1.860
1.500
1.500
.100

TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.

Cooling Box Sealing Plates
FINISH
SHEET 1 OF 1
SCALE: 1:1 WEIGHT:
REV
90.00
3.000
1.860
3.000
1.500
.500

TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.
FINISH
SHEET 1 OF 1
SCALE: 1:1 WEIGHT:
REV
Cooling Box
00
0.6
#29 Hole - 0.136 in
TRUE
0.750
52
0.2
TRUE
0.250
TRUE
#8-32 Tapped Screw Hole - 0.136 in

0.750
TRUE
TRUE
0.478
0.578

TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.
A Coupler
FINISH
SHEET 1 OF 2
SCALE: 2:1 WEIGHT:
REV
0.750
0.270
0.136
57
0.
1.500
0.478
0.050
25
0.
0
0.430
1.020

TOLERANCES:
FRACTIONAL
ANGULAR: MACH
BEND
TWO PLACE DECIMAL
THREE PLACE DECIMAL
INTERPRET GEOMETRIC
TOLERANCING PER:

PROHIBITED.
MATERIAL
USED ON
NEXT ASSY
APPLICATION
NAME
DATE
DRAWN
TITLE:
CHECKED
ENG APPR.
MFG APPR.
Q.A.
COMMENTS:
SIZE DWG. NO.
A Coupler
FINISH
SHEET 2 OF 2
SCALE: 2:1 WEIGHT:
REV
11.2 Design Calculations
117
11.3 Manufacturer & Retailer Catalogs
118
7 HP, 3050 Rated Watts/3500 Max Watts Gasoline Generator - Gas Engin...
1 of 2
http://www.harborfreight.com/engines-generators/gas-engine-generators/...
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7 HP, 3050 Rated Watts/3500 Max Watts Gasoline Generator
7 HP, 3050 Rated Watts/3500

Max Watts Gasoline Generator
ITEM # 67560 MANUFACTURER: CHICAGO ELECTRIC GENERATORS
EPA Certified
Only:
Qty:
$449.99
Sale: $339.99
Add to Wishlist
Availability: In stock Shipping

Leaves the warehouse in 1-2
business days.
Economy Ground & Express

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(Exclusions may apply)
Customer Rating:
28 Review(s) | Add Your Review
Description of Chicago Electric Generators 67560

9 hour run-time @ 50% load
Overload protection
Recoil start with electronic ignition
Two NEMA 120 volt household plugs, one NEMA 120 volt 3 prong twist lock plug, one
T-type 12 volt plug
Low oil shutdown sensor
Circuit breaker protection
Click on image to zoom
Not available in California.

Fuel capacity: 4 gallons
Overall dimensions: 17-3/4" L x 23-1/2" W x 19-3/4" H
Shipping weight: 105 lbs.
Description
Specifications
Product Manual
Customer Reviews
9 hour run-time @ 50% load. Overload protection. Recoil start with electronic ignition.
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2/28/2011 10:26 PM
STIRLING HOT AIR ENGINES
BROWSEPRODUCTS
PRODUCTS
BROWSE
COMING SOON!!!
We are almost ready to introduce a line of Stirling hot air engines that range from toys to 500 watts of power.
We are perfecting the Stirling engines in hopes to get an easy to manufacture Stirling model that fits different
Fresnel lens sizes. The Solar Stirling Engines will be working models that produce juice:-) I will also be
releasing a video on Youtube about Stirling Engines and I may even have a Stirling Engine builders guide.
NEW: I will also have a parts guide for a generator we have designed especially for Stirling Cycle engines.
NEW: Future Video : PV hybrid for auto start solar Stirling engine, prevents meltdowns for set and forget.
NEW: Larger engine, we found a machinist for an Alpha design that is a powerhouse due end of 2010.
NEW: Vacuum seal for Beta engines, +25% power output.
NOW AVAILABLE!!!!!!!
STIRLING ENGINE FOR SALE
$285 + $15 SHIP USA
$285 + $30 SHIP CANADA
Buy this exact engine now in Stock $285 USD

100% FULLY MACHINED FULLY ASSEMBLED READY TO RUN!
SMALL STIRLING ENGINE
http://greenpowerscience.com/SHOPSTIRLINGENGINES.html[4/19/2011 5:11:04 PM]
$285 + $43 SHIP WORLDWIDE
affordable wind turbine and solar panel made in the USA
505-717-7162
Please leave a message. I usually can't hear the phone ring when I'm running power tools.
or
http://www.usawindgen.com/30.html[4/19/2011 5:14:34 PM]
60 watt Micro-2
$90.00 includes Priority Mail shipping inside the USA

overseas shipping is $35.00 extra
These micro wind turbines are much tougher than their size would lead you to believe. I have tested them in winds
over 65mph and they just keep putting out more power.
Depending upon what kind of load (higher loads require more wind to begin turning) you have hooked to it, it will
start turning in as little as 10-12 mph winds. The Micro-1 requires winds of 15+ mph to output 12+ volts. The Micro2 can be wired in series to allow it to output 12+volts in about 12+ mph winds.
Please note that ALL of these generator motors are new and TIGHT. They will require more wind to begin turning
until they loosen up.
If you live in a lower wind are the Micro-2 wired in series works very well. I you have higher winds, simply wire the
Micro-2 in paralel.
What can you use this turbine for? Well let me give you a few ideas.
If it's turning at all it will charge any of your AAA, AA, C or D rechargable batterys. You'll need to make a
simple connector (not included). anywhere you go.and you've got hot batterys for your camera, Ipod, etc
Hikers, hunters, boaters, etc. can really appreciate this.The unit can easily be carried in a back pack when broken
down.
I get emails almost every day from folks that want a mini wind turbine to power a small dc light bulb when it's
turning. They just want to see a light burning when they look out the window at night or while sitting on the
porch in the evenings. This unit will do that also. If it's turning it will light the bulb (not included) and it gets
brighter as wind speed increases.
I reccomend a 6 volt bulb in lower wind areas and a 12v bulb in higher wind areas. You can also use LED's but
don't try the ultra low voltage versions as this turbine will burn them up very quickly.
This unit is perfect for your childs school project or your own alternative energy project. Key word:
experimentation.
See how wind power really works. Discover wind powers strengths and weakness' before you put your hard
earned money into a
more expensive wind turbine. Boy and Girl scouts also have a blast experimenting with this turbine.
Some folks with ideal wind conditions have successfully used these micro turbines to supplement their solar
panels when
providing power to remote barns, shops, cabins, fence chargers, gate openers, sailboats etc.
Connecting these turbines couldn't be simpler. After mounting the turbines onto a pole or pipe that allows it to
operate in clean air, connect the positive and negative wires from the turbine to the positive and negative
terminals of your battery using 14 or 16 gauge wire. No charge controller is needed unless you live in a higher
wind area.
The output of these units was verified during open voltage tests and direct short amperage
tests under controlled conditions.
Both the output and function of each turbine is verified before boxing.
Here's a detailed description of the item:

The units are very small, about 14" long from the tip of the prop to the end of the tailfin.
They come with a blocking diode installed so as not to discharge your battery when the wind isn't turning the
turbine.
The main beam (frame) is made of 3/4" steel square tubing and painted black. Plastic plugs are used to cap the
ends of the
turbing to give a nice, finished apperance.
The downtube (the part that slips into your mounting pole, etc.) is 1" steel and is welded to the main beam.
The tail fin (which keeps it pointed into the wind) is made of inexpensive white plastic and is bolted to the main
beam
with a pair of bolts.
The generator motor is solidly clamped to the main beam and will not move.
The motor cover is made of pvc plastic pipe and painted. Style and colors of the motor cover may vary.
A two blade 15" prop comes with each unit. It is made of durable plastic and the actual prop color may vary.
The unit comes 95% assembled and anyone can bolt on the tail fin and install the prop in less than 5 minutes.
We ship really quick and package professionally.

We can also ship worldwide for an additional fee.
we answer email all day long 7 days a week
Wayne 115 Volt Transfer Pump 310 GPH, Model# PC2 | Utility Pumps | Northern Tool + Equipment
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Water Pumps
Utility Pumps
Item# 108560
Wayne 115 Volt Transfer Pum

Model# PC2
In Sto
Item# 108560
Only $79.99
Guaranteed Lowest Prices
Available
availabil
Northern
Qty 1
Manufacturer Warranty:
12 months parts / 12 months labor
Extended Warranty Replacement
Plan 1 Year $6.99
Customer Product Rating

4.1 / 5
13of14 would recommend this product to a friend.
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DESCRIPTION
CUSTOMER REVIEWS
7 Questions|7 Answers
Read All Q&A Ask a Question
Answer a Question
PRODUCT Q & A
OVERVIEW
The Wayne 115V transfer pump is a portable, lightweight pump that is ideal for
household use.
FEATURES + BENEFITS
Corrosion-resistant chrome-plated bronze volute with 3/4in. hose connections
Self-priming pump
WARRANTY
KEY SPECS
Flow (GPH)
310
Volts
115
Max. Total Head

(ft.)
40
Max. Suction Lift

(ft.)
http://www.northerntool.com/shop/tools/product_200352045_200352045&issearch=108560[4/19/2011 5:13:14 PM]
Wayne 115 Volt Transfer Pump 310 GPH, Model# PC2 | Utility Pumps | Northern Tool + Equipment
Removes water down to 1/8in. when water suction attachment is used
Suction Port (in.)
3/4
Includes 6-ft. suction hose, water suction attachment and parts kit
Discharge Port (in.)
3/4
Self-Priming
Yes
Volute
Chrome-plated bronze
Dimensions L x W x
H (in.)
8x8x7
Manufacturer
Warranty
12 months parts / 12 m
Ship Weight
7.0lbs
Item#
108560
WHAT'S INCLUDED
(1) Pump
(1) 6-ft. suction hose
(1) Water suction attachment
(1) Replacement parts kit
CONTENT LINKS
BRAND
108560 Product Manual
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http://www.northerntool.com/shop/tools/product_200352045_200352045&issearch=108560[4/19/2011 5:13:14 PM]
Marine Utility Pump & Other 12 Volt Water Pumps - Harbor Freight Tools
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12 Volt Marine Utility Pump
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12 Volt Marine Utility

Pump
ITEM # 9576 MANUFACTURER: PACIFIC
HYDROSTAR
Use this Portable 12v Utility Pump to pump

water at home and on your boat
Only:
Qty:
$39.99
Sale: $29.99
Availability: In
stock
Leaves the warehouse in 1-2
business days.
1
Add to Wishlist
Shipping
Economy Ground & Express
Shipping available.
(Exclusions may apply)
Customer Rating:
14 Review(s) | Add Your Review
Description of Pacific Hydrostar 9576

Click on image to zoom
Compact and lightweight, this self-priming pump is ideal for clearing bilges and for other
marine applications, as well as utility pumping around your home. Pumps water at up to 200
gallons per hour. Clips onto 12 volt battery terminals.
200 gallons per hour, 23 ft. max. lift
Stainless steel pump housing
Dual-threaded inlet and outlet ports: 3/8"-18 NPT female and 3/4" male
Not for use with fuel or flammable liquids.
Motor: 12V DC, 50-watt, 4500 RPM
Amps: 7.5 start, 5 continuous
Impeller driven
Overall dimensions: 5-3/4" L x 4" H x 2-1/2" dia.
Shipping Weight: 4.05 lbs.
Description
Specifications
Warranty
Product Manual
Customer Reviews
Compact and lightweight, this self-priming pump is ideal for clearing bilges and for other marine applications, as well as utility pumping around your
home. Pumps water at up to 200 gallons per hour. Clips onto 12 volt battery terminals. Includes handle for portability, plus a bracket for permanent
mounting to a flat surface (mounting hardware not included).
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http://www.harborfreight.com/12-volt-marine-utility-pump-9576.html[4/19/2011 5:12:32 PM]
Cylindrical Mounts, Sorbothane Type
Page 1
SORBOTHANE TECHNICAL INFORMATION

www .vibrationmounts.com Phone: 516.328.3662 FAX: 516.328.3365
INCH/METRIC
V100 page 1-33
Material Properties of Sorbothane
Durometer (Shore 00)
Property
50
70
Tensile Strength at Break 122.61 (0.85) 206.06 (1.42)
568
Elongation at Break
Tensile Elastic Stress at
25.47 (0.18)
100% Strain
54.86 (0.38)
200% Strain
80.13 (0.55)
300% Strain
Compressive Stress at
12.00 (0.08)
20% Strain
Compressive Stress at
105.00 (0.72)
50% Strain
399
127.02 (0.88)
165.95 (1.14)
232.00 (1.60)
Bulk Modulus
(4.15 x 10-5)
10.4
4.1
2.6
2.5
85.0 (1.37)
84.9 (1.36)
Density
Dynamic Young's
Modulus at 5 Hertz
Dynamic Young's
Modulus at 15 Hertz
Dynamic Young's
Modulus at 30 Hertz
Dynamic Young's
Modulus at 50 Hertz
Tangent Delta at
5 Hertz Excitation
Tangent Delta at
15 Hertz Excitation
Tangent Delta at
30 Hertz Excitation
Tangent Delta at
50 Hertz Excitation
lb./in. (N/
mm)
Pascal
(psi)
1.364
1.363
Specific Gravity
Optimum Performance -20 to +150 -20 to +160
(-29 to +66) (-29 to +71)
Temperature Range
-37.4 (-38.6) -34.7 (-37)
Glass Transition
Flash Ignition
570 (299)
Flammability
Self Ignition
750 (399)
Flammability
Flammability Rating with
V2
V2
Flame Retardent Added
Resilience Test
11
22
Rebound Height
Resilience Test
18
25
Rebound Height
Dielectric Strength
psi (N/
mm2)
30.00 (0.21)
48.73 (8.58) 65.26 (11.49)
Static Coefficient
of Friction
Kinetic Coefficient
of Friction
psi (N/
mm2)
%
66.18 (0.46)
Tear Strength
2.86
Units
256 (10.1)
261 (10.3)
105 (0.72)
120 (0.83)
150 (1.03)
162 (1.12)
210 (1.45)
237 (1.63)
270 (1.86)
300 (2.07)
.56
.56
.58
.60
.57
.59
.50
.55
http://vibrationmounts.com/RFQ/VM01033.htm
lb./ft3 (g/
cm3)
F (C)
C (F)
F (C)
F (C)
%
%
V/mil (kV/
mm)
psi (N/
mm2)
4/11/2011 10:28:27 PM
Cylindrical Mounts, Sorbothane Type

Bacterial Resistance
Fungal Resistance
Heat Aging
Ultraviolet
Ozone
Chemical Resistance
to Hydraulic Fluid
Chemical Resistance
to Kerosene
Chemical Resistance
to Diesel
Chemical Resistance
to Soap Solution
http://vibrationmounts.com/RFQ/VM01033.htm
Page 2
No growth
Stable
Good
Special item
-1.4
4.3
6.4
% wt
change
5.0
4/11/2011 10:28:27 PM
Bore Reducers
INCH TO METRIC REDUCTION
L
G
S
S
45
O.D.
I.D.
Installation Recommendations: S = set screw positions in hub

C = for single set screw fastening
T = for tangential screw in clamp hub
MATERIAL: Aluminum or Brass where noted*
O.D.
+.0005
Catalog Number -.0010

in.
I.D.
+.025 Groove
L
-.000 Depth in. (mm)
mm
in.
O.D.
+.0005
Catalog Number -.0010

in.
I.D.
L
+.025 Groove
-.000 Depth in. (mm)
mm
in.
A 7A30-250309
.354 (9)
A 7A30-370819
.750 (19)
8
.3750
3
.025
A 7A30-250312
.472 (12)
A 7A30-370822
.865 (22)
A 7A30-250409
.354 (9)
A 7A30-500812
.472 (12)
A 7A30-250412
4
.472 (12)
A 7A30-500816
.625 (16)
8
.035
A 7A30-250416
.625 (16)
A 7A30-500819
.750 (19)
A 7A30-250509
.354 (9)
A 7A30-500822
.865 (22)
A 7A30-250512
.472 (12)
A 7A30-501012
.472 (12)
5
.2500
A 7A30-250516
.625 (16)
A 7A30-501016
.625 (16)
10
.5000
A 7A30-250519
.750 (19)
A 7A30-501019
.750 (19)
.354 (9)
A 7A30-501022
.865 (22)
*A 7B30-250609
.472 (12)
A 7A30-501212
.472 (12)
*A 7B30-250612
6
.625 (16)
A 7A30-501216
.625 (16)
*A 7B30-250616
12
.750 (19)
A 7A30-501219
.750 (19)
*A 7B30-250619
.865 (22)
A 7A30-501222
.865 (22)
*A 7B30-250622
A 7A30-310609
.354 (9)
A 7A30-621012
.472 (12)
A 7A30-310612
.472 (12)
A 7A30-621016
.625 (16)
10
.035
A 7A30-310616
.3125
6
.625 (16)
A 7A30-621019
.750 (19)
A 7A30-310619
.750 (19)
A 7A30-621022
.865 (22)
A 7A30-310622
.865 (22)
A 7A30-621212
.472 (12)
A 7A30-370512
5
.472 (12)
A 7A30-621216
.625 (16)
12
.6250
A 7A30-370612
.472 (12)
A 7A30-621219
.750 (19)
A 7A30-370616
.035 .625 (16)
A 7A30-621222
.865 (22)
6
A 7A30-370619
.3750
.750 (19)
A 7A30-621412
.472 (12)
A 7A30-370622
.865 (22)
A 7A30-621416
.625 (16)
14
A 7A30-370812
.472 (12)
A 7A30-621419
.750 (19)
8
A 7A30-370816
.625 (16)
A 7A30-621422
.865 (22)
NOTES: 1. Bore reducers with thicker walls may have slot extending into opposite wall for additional flexibility.
2. OD and ID tolerances are maintained before slitting.
* Brass
4-18 REV: 11.29.07 MH

2011spr T4 HeatWasteEnergyRecoverySystem FinalReport

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EML 4905 Senior Design Project

Heat Waste Energy Recovery System

April 20, 2011

Ethics Statement and Signatures

FIU Department of Mechanical Engineering |

Problem Statement ....................................................................................................................... 1

Stirling Engine ....................................................................................................................... 3

Heat Exchanger ..................................................................................................................... 7

Vibration Systems ................................................................................................................. 9

Project Formulation ............................................................................................................................ 10

Project Formulation Overview .................................................................................................... 10

Project Objectives ....................................................................................................................... 10

Design Specifications .................................................................................................................. 12

Constraints & Other Considerations ........................................................................................... 12

Design Alternatives ............................................................................................................................. 14

Conceptual Designs Overview..................................................................................................... 14

Design Alternate 1....................................................................................................................... 14

Design Alternate 2....................................................................................................................... 16

Design Alternate 3....................................................................................................................... 17

Proposed Design ......................................................................................................................... 18

Feasibility Assessment ................................................................................................................ 19

Project Management .......................................................................................................................... 21

Project Management Overview .................................................................................................. 21

Organization of Project and Timeline ......................................................................................... 21

Testing & Conclusion........................................................................................................... 29

Engineering Design & Analysis ............................................................................................................ 30

Heat Exchanger Analysis ............................................................................................................. 30

Component Design Analysis ................................................................................................ 30

Prototype Description ................................................................................................................. 46

Prototype Design ........................................................................................................................ 47

Prototype Design Overview ................................................................................................ 47

Stirling Engine/Alternator Design ....................................................................................... 49

Heat Exchanger Design ....................................................................................................... 49

Piping System Design .......................................................................................................... 52

Vibration Systems Design.................................................................................................... 53

Generator (Heat Source) ..................................................................................................... 54

Stirling Engine ..................................................................................................................... 55

Heat Exchanger ................................................................................................................... 60

Heat Sink ............................................................................................................................. 61

Pump System ...................................................................................................................... 61

Vibrations System ............................................................................................................... 64

Stirling Engine Assembly Construction & Installation ......................................................... 65

Pump Installation ................................................................................................................ 68

Alternator Installation ......................................................................................................... 69

Heat Exchanger Construction & Installation ....................................................................... 71

H.W.E.R. System Assembly ................................................................................................. 78

Major Project Components ......................................................................................................... 53

Prototype Cost Analysis .............................................................................................................. 80

Testing & Evaluation ........................................................................................................................... 82

Testing & Evaluations Overview ................................................................................................. 82

Testing Design ............................................................................................................................. 83

Test Results & Data ..................................................................................................................... 85

Generator Results ............................................................................................................... 85

Generator Data ................................................................................................................... 86

Stirling Engine Results ......................................................................................................... 96

Stirling Engine Data ............................................................................................................. 97

Alternator Results ............................................................................................................. 106

Heat Exchanger Results ..................................................................................................... 107

Heat Exchanger Data ......................................................................................................... 107

HWER System Results ....................................................................................................... 107

Design Considerations....................................................................................................................... 109

Assembly & Disassembly........................................................................................................... 109

Maintenance of the System ...................................................................................................... 109

Regular Maintenance ........................................................................................................ 109