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A review of solar-powered Stirling

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differential Stirling engines
Article in Renewable and Sustainable Energy Reviews April 2003
Impact Factor: 5.9 DOI: 10.1016/S1364-0321(02)00053-9

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Renewable and Sustainable Energy Reviews

7 (2003) 131154
www.elsevier.com/locate/rser

A review of solar-powered Stirling engines and

low temperature differential Stirling engines
Bancha Kongtragool a, Somchai Wongwises b,
a

The Joint Graduate School of Energy and Environment, King Mongkuts University of Technology
Thonburi, Bangmod, Bangkok 10140, Thailand
b
Fluid Mechanics, Thermal Engineering and Multiphase Flow Research Laboratory (FUTURE),
Department of Mechanical Engineering, Faculty of Engineering, King Mongkuts University of
Technology Thonburi, 91 Prachautit Road, Bangmod, Thungkru, Bangkok 10140, Thailand
Received 19 July 2002; received in revised form 12 September 2002; accepted 3 October 2002

Abstract
This article provides a literature review on solar-powered Stirling engines and low temperature differential Stirling engines technology. A number of research works on the development
of Stirling engines, solar-powered Stirling engines, and low temperature differential Stirling
engines is discussed. The aim of this review is to find a feasible solution which may lead
to a preliminary conceptual design of a workable solar-powered low temperature differential
Stirling engine.
Results from the study indicate that Stirling engines working with relatively low temperature
air are potentially attractive engines of the future, especially solar-powered low temperature
differential Stirling engines with vertical, double-acting, gamma-configuration.
2003 Elsevier Science Ltd. All rights reserved.
Keywords: Stirling engine; Hot-air engine; Solar-powered heat engine

Contents
1.

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

2.

General principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Corresponding author. Tel.: +662-470-9115; fax: +662-470-9111.

E-mail address: [email protected] (S. Wongwises).

1364-0321/03/$ - see front matter 2003 Elsevier Science Ltd. All rights reserved.
doi:10.1016/S1364-0321(02)00053-9

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B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

2.1. Stirling engine configurations . . . . . . . . . . . . . . .

2.1.1. Mechanical configurations of the Stirling engine .
2.1.2. Low temperature differential engine configurations
2.2. Principle of operation . . . . . . . . . . . . . . . . . . .
2.2.1. Stirling cycle . . . . . . . . . . . . . . . . . . . . . . .
2.2.1.1. Stirling engine operation [5] . . . . . . . . . . . .
2.2.1.2. Motion diagram . . . . . . . . . . . . . . . . . . .
2.2.2. Stirling cycle efficiency . . . . . . . . . . . . . . . .
2.2.3. Engine indicated work . . . . . . . . . . . . . . . . .
2.2.3.1. Schmidt formula . . . . . . . . . . . . . . . . . . .
2.2.3.2. West formula . . . . . . . . . . . . . . . . . . . . .
2.2.4. Engine power output . . . . . . . . . . . . . . . . . .
2.2.4.1. Beale formula . . . . . . . . . . . . . . . . . . . .
2.2.4.2. Mean pressure power formula . . . . . . . . . . .
3. Development of Stirling engines . . . . . . . .
3.1. First era of Stirling engines . . . . . . . . .
3.2. Second era of Stirling engines . . . . . . .
3.3. Stirling engines for industries . . . . . . . .
3.4. Stirling engines for rural and remote areas
3.5. Stirling engine optimization . . . . . . . . .

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143
143
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144
144

4. Development of solar-powered Stirling engines . . . . .

4.1. Solar-powered Stirling engines in the first era . . . .
4.2. Solar-powered Stirling engines in the second era . .
4.2.1. Stirling engines with transparent quartz window
4.2.2. Stirling engines with concentrating collector . . .
4.2.3. Solar dish/engine technology . . . . . . . . . . . .
4.3. Solar-powered Stirling engine optimization . . . . .

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146
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147
147
148

5.

Development of LTD Stirling engines . . . . . . . . . . . . . . . . . . . . . . . . . . 149

6.

Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

1. Introduction
Solar energy is one of the more attractive renewable energy sources that can be
used as an input energy source for heat engines. In fact, any heat energy source can
be used with the Stirling engine. The solar radiation can be focused onto the displacer
hot-end of the Stirling engine, thereby creating a solar-powered prime mover. The
direct conversion of solar power into mechanical power reduces both the cost and
complexity of the prime mover. In theory, the principal advantages of Stirling engines
are their use of an external heat source and their high efficiency. Stirling engines
are able to use solar energy that is a cheap source of energy. Since during two-thirds
of the day, solar energy is not available, solar/fuel hybrids are needed.
Since the combustion of the Stirling engine is continuous process, it can burn fuel

B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

133

more completely and is able to use all kinds of fuel with any quality. Because of its
simple construction, and its manufacture being the same as the reciprocating internal
combustion engine, and when produced in a large number of units per year, the
Stirling engine would obtain the economy of scale and could be built as a cheap
power source for developing countries. For solar electric generation in the range of
1100 kWe, the Stirling engine was considered to be the cheapest [1]. Although the
Stirling engine efficiency may be low, reliability is high and costs are low. Moreover,
simplicity and reliability are keys to a cost effective Stirling solar generator.
The objective of this article is to provide a basic background and review of existing
literature on solar-powered Stirling engines and low temperature differential Stirling
engine technology. A number of Stirling engine configurations and designs, including
the engines development, are provided and discussed. It is hoped that this article
will be useful in discovering feasible solutions that may lead to a preliminary conceptual design of a solar-powered low temperature differential Stirling engine.

2. General principles
Stirling engines are mechanical devices working theoretically on the Stirling cycle,
or its modifications, in which compressible fluids, such as air, hydrogen, helium,
nitrogen or even vapors, are used as working fluids. The Stirling engine offers possibility for having high efficiency engine with less exhaust emissions in comparison
with the internal combustion engine. The earlier Stirling engines were huge and
inefficient. However, over a period of time, a number of new Stirling engine models
have been developed to improve the deficiencies.
The modern Stirling engine is more efficient than the early engines and can use
any high temperature heat source. The Stirling engine is an external combustion
engine. Therefore, most sources of heat can power it, including combustion of any
combustible material, field waste, rice husk or the like, biomass methane and solar
energy. In principle, the Stirling engine is simple in design and construction, and
can be operated easily.
Direct solar-powered Stirling engines may be of great interest to countries where
solar energy is available in unlimited quantity. To use direct solar energy, a solar
concentrator and absorber must be integrated with the engine system.
The Stirling engine could be used in many applications and is suitable where [2]:
1.
2.
3.
4.
5.
6.
7.

multi-fueled characteristic is required;

a very good cooling source is available;
quiet operation is required;
relatively low speed operation is permitted;
constant power output operation is permitted;
slow changing of engine power output is permitted;
a long warm-up period is permitted.

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B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

2.1. Stirling engine configurations

2.1.1. Mechanical configurations of the Stirling engine
Various machine components have been combined to provide the Stirling cycle.
The cycle provides a constant-volume process during the transfer of working fluid
between the hot and cold space of the engine, and provides a constant-temperature
heating and cooling process during compression and expansion. The compression
and expansion processes of the cycle generally take place in a cylinder (called power
cylinder) with a piston (called power piston). A displacer piston (simply called
displacer) shuttles the working fluid back and forth through the heater, regenerator,
and cooler at constant volume. As shown in Fig. 1, a displacer that moves to the
cold space, displaces the working fluid from the cold space causing it to flow to the
hot space and vice versa. Three different configurations, namely the alpha-, beta-,
and gamma-configurations, are commonly used. Each configuration has the same
thermodynamic cycle but has different mechanical design characteristics [1].
In the alpha-configuration a displacer is not used. Two pistons, called the hot and
cold pistons, are used on either side of the heater, regenerator, and cooler. These
pistons move uniformly in the same direction to provide constant-volume heating or
cooling processes of the working fluid. When all the working fluid has been transferred into one cylinder, one piston will be fixed and the other piston moves to
expand or compress the working fluid. The expansion work is done by the hot piston
while the compression work is done by the cold piston [1].
In the beta-configuration, a displacer and a power piston are incorporated in the
same cylinder. The displacer moves working fluid between the hot space and the
cold space of the cylinder through the heater, regenerator, and cooler. The power
piston, located at the cold space of the cylinder, compresses the working fluid when
the working fluid is in the cold space and expands the working fluid when the working fluid is moved into the hot space [1].
The gamma-configuration uses separated cylinders for the displacer and the power

Fig. 1. Three basic mechanical configurations for Stirling engine.

B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

135

pistons, with the power cylinder connected to the displacer cylinder. The displacer
moves working fluid between the hot space and the cold space of the displacer
cylinder through the heater, regenerator, and cooler. In this configuration, the power
piston both compresses and expands the working fluid. The gamma-configuration
with double-acting piston arrangement has theoretically the highest possible mechanical efficiency. This configuration also shows good self-pressurization [3]. However,
the engine cylinder should be designed in vertical type rather than horizontal in order
to reduce bushing friction [4].
2.1.2. Low temperature differential engine configurations
A low temperature differential (LTD) Stirling engine can be run with small temperature difference between the hot and cold ends of the displacer cylinder [5]. It is
different from other types of Stirling-cycle engines, which have a greater temperature
difference between the two ends, and therefore the power developed from the engine
can be greater.
LTD engines may be of two designs. The first uses single-crank operation where
only the power piston is connected to the flywheel, called the Ringbom engine. This
type of engine, that has been appearing more frequently, is based on the Ringbom
principle. A short, large-diameter displacer rod in a precise-machined fitted guide
has been used to replace the displacer connecting rod [5]. The other design is called
a kinematic engine, where both the displacer and the power piston are connected to
the flywheel. The kinematic engine with a normal 90 phase angle is a gammaconfiguration engine [5].
Some characteristics of the LTD Stirling engine [5] are as follows.
1.
2.
3.
4.

Displacer to power piston swept volumes ratio is large;

diameter of displacer cylinder and displacer is large;
displacer is short;
effective heat transfer surfaces on both end plates of the displacer cylinder are
large;
5. displacer stroke is small;
6. dwell period at the end of the displacer stroke is rather longer than the normal
Stirling engine;
7. operating speed is low.
LTD Stirling engines provide value as demonstration units, but they immediately
become of interest when considering the possibility of power generation from many
low temperature waste heat sources in which the temperature is less than 100 C
[2]. A calculation using the Carnot cycle formula shows that an engine operating
with a source temperature of 100 C and a sink temperature of 35 C gives a
maximum thermal efficiency of about 17.42%. If an engine could be built for achieving 50% of the maximum thermal efficiency, it would have about 8.71% overall
Carnot efficiency. Even the calculated thermal efficiency seems rather low, but LTD
Stirling engines could be used with free or cheap low temperature sources. This
engine should be selected when the low cost engines are put into consideration.

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B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

Although the specific power developed by LTD Stirling engines is low, lightweight
and cheap materials such as plastics can be used as engine parts.
2.2. Principle of operation
The Stirling hot air engine is a simple type of engine that uses a compressible
fluid as the working fluid. Because the working fluid is in a closed system, there
are no problems with contamination and working fluid costs. Heat transfer to the
working fluid is very important. High mass flow is needed for good heat transfer.
The working fluid should be that of low viscosity to reduce pumping losses. Using
higher pressure or lower viscosity, or combinations thereof, could reduce the high
mass flow required.
The Stirling engine could theoretically be a very efficient engine in upgrading
from heat to mechanical work with the Carnot efficiency. The thermal limit of the
operation of the Stirling engine depends on the material used for construction. Engine
efficiency ranges from about 30 to 40% resulting from a typical temperature range
of 9231073 K, and a normal operating speed range from 2000 to 4000 rpm [1].
2.2.1. Stirling cycle
The ideal Stirling cycle has three theoretical advantages. First, the thermal
efficiency of the cycle with ideal regeneration is equal to the Carnot cycle. During
the transfer strokes, the regenerator, which is a typical temporary energy storage,
rapidly absorbs and releases heat to the working fluid which is passing through.
Therefore, the quantity of heat taken from the external heat source is reduced, this
results in improving the thermal efficiency (Fig. 2).
The second advantage, over the Carnot cycle, is obtained by substitution of two
isentropic processes with two constant-volume processes. This results in increasing
the pv diagram area. Therefore, a reasonable amount of work from the Stirling
cycle is obtained without the necessity to use very high pressures and large swept

Fig. 2.

Stirling and Carnot cycle.

B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

137

volumes, as in the Carnot cycle. The Stirling cycle compared with the Carnot cycle
between the same given limits of pressure, volume, and temperature, is shown in
Fig. 2. The shaded areas 2C-2-3 and 1-4C-4 indicate the additional work available
by replacing two isentropic processes with two constant-volume processes. The Carnot cycle isothermal processes (1-2C and 3-4C) are, respectively, extended to process
12 and 34. The amount of available work is increased in the same proportion as
the heat supplied toand rejected fromthe Stirling cycle [10].
The third advantage has recently been discovered. Compared with all reciprocal
piston heat engines working at the same temperature limits, the same volume ratios,
the same mass of ideal working fluid, the same external pressure, and mechanism
of the same overall effectiveness, the ideal Stirling engine has the maximum possible
mechanical efficiency [3]. These three advantages reveal that the Stirling engine is
a theoretical equivalent of all heat engines [3].
2.2.1.1. Stirling engine operation [5] Isothermal compression process 12 (heat
transfer from working fluid at low temperature to an external sink): After the displacer has pushed the working fluid into the cold space of the cylinder, where it was
cooled, it was then held stationary at its top dead center (TDC) (Fig. 3). This indicated the state 1 and the pressure at this state is p1. The power piston is then being
pushed from bottom dead center (BDC) to TDC by flywheel momentum helped by
partial vacuum created by the cooling working fluid. The working fluid is in the
cold space and is under compression by power piston, which is approaching TDC,
and compressing working fluid from 1 to 2 at constant temperature. The work done
on the working fluid indicated by the area under process 12.
Constant-volume heating process 23 (heat transfer to the working fluid from
regenerator): The displacer is moving from TDC to BDC and transferring working
fluid from the cold space to the hot space, while the power piston remains stationary
at its TDC, awaiting increase in pressure as a result of expanding working fluid. The
displacer is pushing the working fluid into the hot space, passing through a regenerator which has stored heat, and already a certain amount is being heated. Heat given
up by the regenerator raises the temperature and pressure of the working fluid from
2 to 3 at constant volume. Heat stored in the regenerator is added to the working fluid.
Isothermal expansion process 34 (heat transfer to the working fluid at high temperature supplied by an external source): After the displacer has pushed all the working fluid into the hot space, with a corresponding increase in pressure to the
maximum, it is then kept at rest at its BDC. The working fluid is in the hot space
and is expanding to pressure p4, while a constant temperature process 34 is maintained applied at the hot space. The power piston is being pushed from TDC to
BDC by the increased pressure, and is applying force to the flywheel, thus creating
mechanical energy. This energy will be utilized throughout the remaining processes
of the cycle. The work done by the working fluid is indicated by the area under
process 34.
Constant-volume cooling process 41 (heat transfer from the working fluid to the
regenerator): After the power piston has reached its BDC and has supplied its energy
to the flywheel, it remains stationary and is ready to travel back to TDC under

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B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

Fig. 3.

Stirling engine operation.

flywheel momentum and the sucking action of the partial vacuum created by the
falling pressure. The displacer is moving from BDC to TDC and is transferring
working fluid to the cold space where the pressure will fall and a partial vacuum is
created, through the regenerator, causing a fall in temperature and pressure of the
working fluid from 4 to 1 at constant volume. Heat is transferred from the working
fluid to the regenerator.
2.2.1.2. Motion diagram The movement of the power piston and the displacer
require an out-of-phase motion. There is a calculated gap both in time and in
motionthen the displacer and the power piston do not move backwards and forwards at the same time. To obtain this out-of-phase motion, this gap should be a
90 phase angle, with the stroke of the displacer always leading the power piston

B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

Fig. 4.

139

Ideal motion diagram of a gamma-configuration Stirling engine.

by approximately 90. The function of the displacer is to transfer working fluid from
one end of the cylinder to the other. The function of the power piston is to convert
the expansion of working fluid at high pressure and compression of working fluid
at low temperature and to transfer this conversion into motion by means of a crankshaft and flywheel [5]. Fig. 4 shows the ideal motions of a gamma-configuration Stirling
engine and Fig. 5 shows how well sinusoidal motion can fit the ideal motion [3].
2.2.2. Stirling cycle efficiency
For an air-standard Stirling cycle, the amounts of heat added and rejected per unit
mass of working fluid are as follows [6]:
Qadded xcv(THTC) RTH ln v1 / v2

(1)

Qrejected xcv(TCTH) RTC lnv2 / v1

(2)

where x is the fractional deviation from ideal regeneration (i.e. x = 1 for no regener-

Fig. 5. Sinusoidal motion diagram of a gamma-configuration Stirling engine with a 90 phase angle.

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B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

ation and x = 0 for ideal regeneration), cv the specific heat capacity at constant
volume in J/(kg K), TH the source temperature in the Stirling cycle in K, TC the sink
temperature in K, R the gas constant in J/(kg K), v1 and v2 are specific volumes of
the constant-volume regeneration processes of the cycle in m3/kg, and v2/v1 is the
volume compression ratio. The Stirling cycle efficiency can be expressed as [6]:
hS

Q
(THTC)R lnv1 / v2

Qadded xcv(THTC) RTH lnv1 / v2

hS

1TC / TH
1 (xcv / R lnv1 / v2)(1TC / TH)

(3)

hS

11 / q
1 CS(1(1 / q))

(4)

then

or

where
q TH / TC

(5)

CS xcv / [R lnv1 / v2]

(6)

and

2.2.3. Engine indicated work

2.2.3.1. Schmidt formula Schmidt [7] showed a mathematically exact expression
for determining the indicated work per cycle of a Stirling engine. The Schmidt formula may be shown in various forms depending on the notations used. Because of
its complexity, it takes time to verify the calculation [3]. The calculation for gammaconfiguration Stirling engines is as follows [8]:
kP sin a
WSchmidt (1t)pmaxVD
Y Y2X2

Y X
YX

(7)

where:
kP VP / VD

(8)

VD ADLD

(9)

VP APLP

(10)

X (1t)22(1t)kP cos a k2P

(11)

Y1t
t TC / TH

4kSt
kP
1t

(12)
(13)

B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

kS VS / VD

141

(14)

where WSchmidt is the indicated work per cycle in N m, pmax the maximum pressure
attained during cycle in N/m2, kP the swept volume ratio, kS the dead space volume
ratio, VD the displacer swept volume in m3, VP the power piston swept volume in
m3, VS the dead space volume in m3, AD the displacer cylinder cross-section area in
m2, AP the power cylinder cross-section area in m2, LD the displacer stroke in m, LP
the power piston stroke in m, a the phase angle lead of the displacer over the power
piston in degrees, and t is the temperature ratio.
Because it is more convenient to use the mean or average cycle pressure, pm,
instead of the maximum cycle pressure, pmax, the maximum pressure under the
Schmidt assumptions is related to the average cycle pressure [3]. It is as follows:
YX

YX

pmax pm

(15)

Substituting Eq. (15) into Eq. (7) gives the simpler form of the Schmidt formula for
determining the indicated cyclic work of the gamma-configuration Stirling engine:
kP sin a
WSchmidt (1t)pmVD
Y Y2X2
2.2.3.2. West formula
work as follows:
WWest

pm
2

(16)

West [9] proposed a simpler formula to determine indicated

(THTC)
VDVP
sin a
VP
(TH TC)
VD
VS
2

(17)

Eq. (17) gives an error of the indicated work for sinusoidal motion compared to the
exact solution from Eq. (16). However, it is more popular because of its simplicity.
2.2.4. Engine power output
2.2.4.1. Beale formula Beale [10] noted that the power output of several Stirling
engines observed could be calculated approximately from the equation:
P 0.015pmfVP

(18)

where P is the engine power output in Watts, pm the mean cycle pressure in bar, f
the cycle frequency in Hz, and VP is displacement of power piston in cm3. The Beale
formula can be used for all configurations and for various sizes of Stirling engines.
Eq. (18) may be written in a general form as follows:
P / (pmf VP) constant

(19)

The resulting dimensionless parameter P/(pmfVP) is called the Beale number. It is

clear that the Beale number is a function of both source and sink temperatures. The

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B. Kongtragool, S. Wongwises / Renewable and Sustainable Energy Reviews 7 (2003) 131154

solid line in Fig. 6 indicates the relationship between the Beale number and source
temperature. The upper bound represents the high efficiency, well-designed engines
with low sink temperatures, while the lower bound represents the moderate
efficiency, less well-designed engines with high sink temperatures [10].
2.2.4.2. Mean pressure power formula The Beale number correlation was modified by Walker [11], West [12], and Senft [13]. This correlation is used to determine
the Stirling engine shaft power output as follows:
THTC
P FpmfVP
TH TC

(20)

Eq. (20) is a powerful tool in the first step of the design. Senft [13] proved that the
factor F in Eq. (20) is 2 for the ideal Stirling cycle. However in this ideal cycle, F
does not take into account the mechanical loss, friction etc. Senft [3] and West [9]
described that an F value of 0.250.35 may be used for practical use.
A more accurate calculation of the shaft power than offered by the Beale formula
that was used to initiate the preliminary design stage, can be made by using either
the Schmidt or West formula. Martini [8] recommended that the shaft power could
be obtained by reducing the Schmidt formula by an experience factor of around
35% [3].

Fig. 6.

Beale number as a function of source temperature. Source: Walker [10].

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3. Development of Stirling engines

3.1. First era of Stirling engines
The Stirling engine was the first invented regenerative cycle heat engine. Robert
Stirling patented the Stirling engine in 1816 (patent no. 4081). Engines based upon
his invention were built in many forms and sizes until the turn of the century.
Because Stirling engines were simple and safe to operate, ran almost silently on any
combustible fuel, and were clean and efficient compared to steam engines, they were
quite popular [3]. These Stirling engines were small and the power produced from
the engine was low (100 W to 4 kW).
In 1853, John Ericsson built a large marine Stirling engine having four 4.2 m
diameter pistons with a stroke of 1.5 m producing a brake power of 220 kW at 9
rpm [10]. The first era of the Stirling engine was terminated by the rapid development
of the internal combustion engine and electric motor.
3.2. Second era of Stirling engines
The second era of the Stirling engine began around 1937 [3], when the Stirling
engine was brought to a high state of technological development by the Philips
Research Laboratory in Eindhoven, Holland, and has progressed continuously since
that time. Initial work was focused on the development of small thermal-power electric generators for radios and similar equipment used in remote areas [3,4].
New materials were one of the keys to Stirling engine success. The Philips research
team used new materials, such as stainless steel [3]. Another key to success was a
better knowledge of thermal and fluid physics than in the first era. The specific power
of the small 102C engine of 1952 was 30 times that of the old Stirling engines [14].
The progress in further development made by Philips and many other industrial
laboratories, together with the need for more energy resources, has sustained the
second era of Stirling engine development until today [3].
3.3. Stirling engines for industries
Intensive research by Philips and industrial laboratories led to the development of
small Stirling engines with high efficiencies of 30% or more. In 1954, Philips
developed an engine using hydrogen as a working fluid. This engine produced 30
kW for a maximum cycle temperature of 977 K at 36% thermal efficiency. The
efficiency of the same engine was later improved to 38%. The experimental studies
of engines of various sizes up to 336 kW were studied [4].
Other attempts to further develop Stirling engines under license of Philips, were
carried out by General Motors from 1958 to 1970 [10]. Other licenses were granted
by Philips to United Stirling AB of Malmo, Sweden in 1968 and to the West German
consortium of MAN and MWM in 1967 [10]. In 1973, the Philips/Ford 4-125 experimental automotive Stirling engine accomplished a specific power of over 300 times
that of the early Stirling engines [3].

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3.4. Stirling engines for rural and remote areas

Trayser and Eibling [15] carried out a design study to determine the technical
feasibility of developing a 50 W portable solar-powered generator for use in remote
areas. The results of their study indicates that it is possible to build ra solar-powered
lightweight portable, reliable, Stirling engine at a reasonable cost.
Gupta et al. [16] developed 1 and 1.9 kW solar-powered reciprocating engines for
rural applications. Engine efficiencies were found to be between 5.5 and 5.7% and
overall efficiency was found to be 2.02% [17]. Pearch et al. [18] proposed and analyzed a 1 kW domestic, combined heat and power (DCHP) system. The results show
that 30% of a homes electrical demand could be generated and electricity cost could
be reduced by about 25%.
Podesser [19] designed, constructed and operated a Stirling engine, heated by the
flue gas of a biomass furnace, for electricity production in rural villages. With a
working gas pressure of 33 bar at 600 rpm and a shaft power of 3.2 kW, an overall
efficiency of 25% was obtained. He expected to extend the shaft power to 30 kW
in the next step.
Dixit and Ghodke [20] designed compact power generating systems capable of
using the combination of a wide variety of solid fuels as a local power source. The
system was a heat pipe-based, biomass energy-driven Stirling engine. The macroscopic thermal design of the engine along with the calculation of various energy
losses was reported.
3.5. Stirling engine optimization
Usually the design point of a Stirling engine will be somewhere between the two
limits of: (1) maximum efficiency point; and (2) maximum power point. Markman
et al. [21] conducted an experiment using the beta-configuration of the Stirling engine
to determine the parameters of a 200 W Stirling engine by measuring the thermal-flux
and mechanical-power losses. The aim of the project was to optimize and increase the
engine efficiency.
Orunov et al. [22] presented a method to calculate the optimum parameters of a
single-cylinder Stirling engine. They concluded that mass and size characteristics of
the engine could be improved by using the correct choice of the optimal parameters
which would result in larger efficiency.
Abdalla and Yacoub [23] studied the feasibility of using waste heat from a refuse
incinerator with a Stirling engine. Heat from incineration was used to power the
desalination plant and the Stirling engine. Using saline feed raw water as the cooling
water and by assuming 50% heat recovery efficiency, they claimed that the engine
efficiency could be improved and a thermal efficiency of 27% was obtained.
Nakajima et al. [24] developed a 10 g micro Stirling engine with an approximately
0.05 cm3 piston swept volume. An engine output power of 10 mW at 10 Hz was
reported. The problems of scaling down were discussed.
Aramtummaphon [25] tested an open cycle Stirling engines by using steam heated
from producer gas. The first engine produced an indicated power of about 1.36 kW

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145

at a maximum speed of 950 rpm, while the second engine, improved from the first
one, produced an indicated power of about 2.92 kW at a maximum speed of 2200
rpm.
Hirata et al. [26] evaluated the performance of a small 100 W displacer-type Stirling engine Ecoboy-SCM81. An analysis model using an isothermal method considering a pressure loss in the regenerator, a buffer space loss, and a mechanical loss
for the prototype engine was developed to improve the engine performance. After
the effectiveness of the analysis model was evaluated, some improvements for the
prototype engine were discussed.
Costea and Feidt [27] studied the effect of the variation of the overall heat transfer
coefficient on the optimum state and on the optimum distribution of the heat transfer
surface conductance or area of the Stirling engine heat exchanger. The results pointed
out either an optimum variation range for some model parameters, or some significant
differences of the power output, source and sink temperature differences, heat transfer characteristic values with respect to each of the studied cases.
Wu et al. [28] analyzed the optimal performance of a Stirling engine. The influences of heat transfer, regeneration time and imperfect regeneration on the optimal
performance of the irreversible Stirling engine cycle were discussed. The results of
their work provided a new theoretical basis for evaluating performance and improving Stirling engines.
Wu et al. [29] studied the optimal performance of forward and reverse quantum
Stirling cycles. The finite time thermodynamic performance bound, optimization criteria and sensitivity analysis were presented. The results showed that the quantum
Stirling cycle was different from the classical thermodynamic one. This was because
of the different characters of the working fluids.
Wu et al. [30] studied the finite-time exergoeconomic optimal performance of a
quantum Stirling engine. The maximum exergoeconomic profit, the optimal thermal
efficiency and power output corresponding to performance bound of an endoreversible quantum Stirling engine were presented. The result of this work showed a profit
bound for designing a real Stirling engine working with a quantum fluid.
Gu et al. [31] attempted to design a high efficiency Stirling engine using a composite working fluid, e.g. two-component fluid: gaseous carrier and phase-change
component and single multi-phase fluid, together with supercritical heat recovery
process. The results were compared with those of common Stirling engines. The
criteria for the choice of working fluid were discussed. Calculation by using sulfur
hexafluoride as the working fluid was given as an example to show the thermal
efficiency and optimum condensing pressure and temperature.
Winkler and Lorenz [32] described the integration of thin tubular solid oxide fuel
cells (SOFCs) and heat engine system. The heat engines investigated were microturbines and Stirling engines. A high system efficiency, low specific volumes, and a
small available unit of solid oxide fuel cells was expected from Stirling engine system. Further development for industrial projects was recommended.
Hsu et al. [33] studied the integrated system of a free-piston Stirling engine and
an incinerator. The performance of a free-piston Stirling engine was investigated

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using the averaged heat transfer model. The efficiency and the optimal power output,
including the effect induced by internal and external irreversibility, were described.
Petrescu et al. [34] presented a method for calculating the efficiency and power
of a Stirling engine. The method was based on the first law of thermodynamics for
processes with finite speed and the direct method for closed systems. The results
showed good agreement with the actual engine performance obtained from 12 different Stirling engines over a range from economy to maximum power output.

4. Development of solar-powered Stirling engines

4.1. Solar-powered Stirling engines in the first era
In 1864, Ericsson [5] invented a solar-powered hot air engine using a reflector to
heat the displacer cylinder hot-end. Jordan and Ibele [35] reported that between 1864
and 1870, Ericsson used parabolic trough collectors to heat steam and used steam
to drive his engine [36]. In 1870, the Stirling engine was adapted by Ericsson to
operate with solar energy ([37] cited in Ref. [38]).
Spencer [36] reported that in 1872, Ericsson built an open-cycle hot-air engine
using a spherical mirror concentrator. This engine was the first solar-powered hot
air engine. It was also reported that the engine could work at 420 rpm at noon on
a clear sky day in New York [36].
Meinel and Meinel [39] commented on the conclusions made by Ericsson pointing
out that solar-powered engines would be economical only in remote areas where
sunshine was available and pointing out their cost was 10 times higher than conventional engines. The amount of solar-powered Stirling engines built in the first era
was quiet small. Reader and Hooper [40] reported that in 1908 a solar-powered
Stirling engine was proposed for a water pumping system.
4.2. Solar-powered Stirling engines in the second era
During 19501955, Ghai and Khanna worked with an open cycle solar-powered
Stirling engine using a parabolic collector in India [4,17,38]. The solar energy was
focused on the metal engine head but they had problems with heat loss. Jordan and
Ibele [35] described the 100 W solar-powered Stirling engine for water pumping.
Ghai [41] pointed out the point of economy and technical simplicity of a solarpowered device eventhough its competitor was the internal combustion engine.
Later works [4244] related to solar-powered Stirling engines and heat pipes were
previously reviewed by Spencer [17]. Other works concerning the different varieties
and arrangements of the cylinder and displacer including construction and operation
of solar-powered Stirling engines [4550] have been reported by Daniels [38]. More
details of solar-powered Stirling engines can be found from Jordan and Ibele [35]
and Jordan [50].

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4.2.1. Stirling engines with transparent quartz window

Daniels [38] and Spencer [17] described many research works on solar-powered
Stirling engines with transparent quartz windows and related works [15,5155]. The
problems of this engine could be with the heat transfer and fouling effects. However,
Walpita [4] proposed a design for a solar receiver made from a spiral steel tube of
3.175 mm outside diameter for a solar- powered Stirling engine. The heat transfer
from solar radiation to the working fluid was analyzed and an optimum heat transfer
area was obtained.
4.2.2. Stirling engines with concentrating collector
The review work on a 15 W solar-powered Stirling engine with concentrating
collector was described by Daniels [38]. Other works on Stirling engine with concentrating collectors [5664] have been comprehensively reviewed by Spencer [17].
Ahmed et al. [65] reported briefly the operation of a 50 kW solar-powered Stirling
engine for electricity production using a single membrane dish concentrator and
hydrogen as a working gas. They described the problems of the tracking system due
to errors in design and difficulties in starting during the winter season due to improper
control part selection.
Childs et al. [66] presented an innovative concept to determine the cost-effectiveness of new approaches to solar-powered desalting technology. These approaches
combined modern solar conversion technology with newly developed, hydraulicdriven pumping and energy recovery technology for solar-powered desalting. A solar
dish concentrator-Stirling engine electric module, having overall efficiency of 22%
for 10 h/day average production, was reported.
Audy et al. [67] reported a solar dynamic power system using a Stirling engine
for space station applications. Theoretical models for four different representative
orbit configurations were developed. The simulation results were compared to those
of a solar dynamic power module using a Brayton gas turbine. Moreover, they
showed that the complex unsteady behavior with either the Brayton cycle or Stirling
cycle can be simplified on the basis of parameterizations and energy balances.
4.2.3. Solar dish/engine technology
Solar dish/engine systems convert solar energy to mechanical energy and then
electrical energy. In order to obtain the required temperature for efficient energy
conversion, solar dish/engine systems use a mirror array to track the sun. These
systems can be characterized by efficiency, modularity, autonomous operation and
the capability to work with either a conventional fuel or solar energy. Among many
solar technologies, these systems have been accepted to be the systems with the
highest solar-to-electrical conversion efficiency [68].
High-temperature and high-pressure Stirling engines working with hydrogen or
helium are normally used in solar dish/Stirling system engines. Modern high performance Stirling engines usually operate with a working fluid temperature of over
973 K and a pressure as high as 200 bar. The efficiencies of conversion from heat
to electricity of the best Stirling engines are about 40% [9,10,69]. At this moment
the kinematic Stirling engines, the Kockums (United Stirling) 4-95 25-kWe, Stirling

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Thermal Motors STM 4-120 25-kWe, and the SOLO 161 11-kWe are the examples
for the engines used for dish/Stirling systems.
Solar dish/engine technology is one of the oldest solar technologies. In the late
1970s and early 1980s modern solar dish/engine technology was developed by
Advanco Corporation, United Stirling AB, McDonnell Douglas Aerospace Corporation (MDA), the US Department of Energy (DOE), and NASAs Jet Propulsion Laboratory.
It was reported that [68,70] the Advanco Vanguard system, 25-kWe nominal output
module, using the United Stirling Power Conversion Unit (PUC), obtained a solar-toelectric conversion efficiency of 29.4%. MDA attempted to commercialize a system
consisting of their own designed dish and the United Stirling PCU. Before the program was cancelled in 1986, MDA produced eight prototype systems. The rights to
the MDA hardware were sold later to Southern California Edison (SCE). In 1988, an
annual efficiency of over 23% was expected to be obtained without outages [7174].
The Dish/Stirling Joint Venture Program (DSJVP) was initiated in 1991 [75]. The
aim of the program was to develop a 510-kWe dish/Stirling system for applications
in remote areas. The Utility Scale Joint Venture Program (USJVP) for 25-kWe
dish/engine system was started in late 1993 [76]. The comparably priced systems
obtained by the lower-cost stretch-membrane design and its improved operational
flexibility were projected by SAIC [77].
The Advanced Dish Development System (ADDS) project plan and technical
approach were reported by Diver et al. [78]. The aims of the project were to develop
and validate a 9-kWe dish/Stirling solar power system for remote power markets.
The system was composed of the WGAssociates solar concentrator and controls, and
the SOLO 161 Stirling power conversion unit. The main system components, features, test results and project status were also reported.
Davenport et al. [79] reported the operational results and experiences from a prototype of the SunDish system at the Salt River Project (SRP). This project was executed
through the cooperation of SRP, SAIC, STM, and DOE. The methane gas collected
from a landfill was used as fuel when solar energy was not available. They also
discussed the design changes and system improvements resulting from operation with
the prototype of the SunDish system.
Davenport et al. [80] reported the operation of the second-generation of
dish/Stirling power systems (SAIC/STM SunDish systems). Many improvements to
both the engine and dish subsystems were made to increase reliability, to improve
system performance, to simplify installation, and to correct problems encountered
during operation. They reported that the power output was improved from below 20
kW in 1998 to over 23 kW in 2002. An instantaneous peak power of 23.3 kW and
efficiency of 26% were observed.
4.3. Solar-powered Stirling engine optimization
When a solar collector system is used as a heat input source for power generation,
the solar collector and working conditions giving the optimum values of the cost of
the system and the optimum power output must be considered. Some theoretical

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work to optimize solar-powered Stirling engine design was carried out by Umarov
et al. [81,82], however the applications on the engine were not shown in the
research papers.
Howell and Bannerot [6] determined the optimum value of the outlet temperature
of the solar collector to maximize the work output of Carnot, Stirling, Ericsson, and
Brayton cycle engines powered by a solar collector. Eldighidy et al. [83] optimized
the conditions for maximum solar energy absorbed by a flat-plate collector used
with a plane reflector. A simple flat-plate collector/flat-sheet reflector was analyzed
completely. Later, Eldighily [84] theoretically investigated the optimum outlet temperatures of the solar collector for the maximum work output for an Otto air-standard
cycle with ideal regeneration. This work may be applied to an air-standard Stirling cycle.
Gordon [85] examined the accuracy of the energetic optimization of solar-driven
heat engines. The results were obtained for the two limiting cases of maximum
efficiency and maximum power. Altfeld et al. [86,87] minimized the sum of exergy
losses, including exergy losses by absorption of radiation at the absorber temperature
level by maximizing the net exergy flow. The optimum designs of the absorbers and
flow ducts were presented. Costea et al. [88] studied the effect of pressure losses
and actual heat transfer on solar Stirling engine cycle performance. The results indicated that when the engine was operated at the optimum temperature, the real cycle
efficiency was approximately half the ideal cycle efficiency.
Chen et al. [89] proposed a non-image focusing heliostat consisting of a number
of grouped slave mirrors for solar-powered Stirling engines. An experiment with a
low power Stirling engine was reported. They proposed that a solar-powered engine
of 2050 kW was most in demand and would be less costly under stationary conditions.

5. Development of LTD Stirling engines

Haneman [90] studied the possibility of using air with low temperature sources.
An unusual engine, in which the exhaust heat was still sufficiently hot to be useful
for other purposes, was constructed. In practice, such an engine would produce only
little useful work relative to the collector system size, and would give little gain
compared to the additional maintenance required [91].
A simply constructed low temperature heat engine modeled on the Stirling engine
configurations was patented in 1983 by White [92]. White suggested improving performance by pressurizing the displacer chamber. Efficiencies were claimed to be
around 30%, but this can be regarded as quite high for a low temperature engine.
In 1984, OHare [93] patented a device passing cooled and heated streams of air
through a heat exchanger for changing the pressure of air inside the bellows. The
practical usefulness of this device was not shown in detail as in the case of Hanemans work.
Kolin [5] experimented with a number of LTD Stirling engines, over a period of
many years. In 1983, he presented a model that worked on a temperature difference

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between the hot and cold ends of the displacer cylinder of as low as 15 C. After
Kolin published his work, Senft [2] made an in-depth study of the Ringbom engine
and its derivatives, including the LTD engine. Senfts research in LTD Stirling
engines resulted in the most interesting engine, which had an ultra-low temperature
difference of 0.5 C. It is very difficult to create any development better than this
result. Senfts work [94] showed the principal motivation for Stirling and general
heat engines, their target being to develop an engine operating with a temperature
difference of 2 C or lower.
Senft [3] described the design and testing of a small LTD Ringbom Stirling engine
powered by a 60 conical reflector. He reported that the 60 test conical reflector
producing a hot-end temperature of 93 C under running conditions, worked very
well.
6. Conclusions
This article describes a number of research works on the technology of Stirling
engines, solar-powered Stirling engines, and LTD Stirling engines. The keys to the
success of the Stirling engine are new materials and good heat transfer to the working
fluid. Good heat transfer needs high mass flows, then a lower viscosity working fluid
is used to reduce pumping losses, or higher pressure is used to reduce the required
flow or the combination of both.
Current research and development efforts on solar-powered LTD Stirling engines
show considerable promise for future applications. The Stirling engine efficiency
may be low, but reliability is high and costs are low. Simplicity and reliability are
key to a cost effective Stirling solar generator.
The aim of this study is to find a feasible solution which may lead to a preliminary
conceptual design of a workable solar-powered LTD Stirling engine. Since this
engine is designed for use in rural areas, the engine design should be as simple as
possible. The most appropriate type of solar-powered Stirling engine would be the
LTD Stirling engine. The engine design should be that of a gamma-configuration,
double-acting, vertical, LTD Stirling engine.
Since, during two-thirds of the day, solar energy is not available, solar/fuel hybrids
are needed. This engine should be powered both by solar energy and heat from any
combustible material. A supporting structure, which allows positioning of the engine
to be powered both by solar energy and combustion heat, is needed.
For solar operation, the reflector focuses the solar energy directly on a displacer
hot-end external surface for subsequent transfer by conduction to the air inside the
displacer cylinder. As this cover plate acts as the solar absorber and also the displacer
cylinder head, it must be able to tolerate the effects of high maximum internal pressures and temperatures.
The solar radiation concentrates on the absorber, which are the absorber and also
the displacer hot-end head. As the absorber receives solar power, it heats up, and
passes the heat to the air inside the displacer cylinder. The air expands under the
pressure generated by the heat and moves the power piston. The power piston turns
the crankshaft developing useful mechanical power.

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Acknowledgements
The authors would like to thank the Joint Graduate School of Energy and Environment (JGSEE) and the Thailand Research Fund (TRF) for their financial support.

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