Sterling Comerlization Report - NASA by Tim Sefton

NASA-TM-[

11663 /

STIRLING

COMMERCIALIZATION

STUDY

FINAL REPORT Volume

by National

Aeronautics

and

Washington

Space

D.C.

Administration

20546

and National

Aeronautics and Space Administration Lewis Research Center Cleveland,

May

Ohio

44135

1990

Volume

I of II

CONTENTS 1.0

Executive

2.0

Introduction

3.0

4.0

Summary

........................

............................

2.1

Study

2.2 2.3

Background Attributes

2.4

Background

Summary

of Technical

3.1

Status

3.1.1

Industry

3.1.2

NASA

3.1.3

Summary

3.1.3.1

Drivability

3.1.3.2 3.1.3.3

Fuel Economy .................... Emissions .......................

28 29

3.1.3.4 3.1.3.5

Manufacturing Costs ................... Other Significant Results .................

30 30

3.1.3.6

Industry

3.2

Status

3.3 3.3.1

Commercialization Commercialization

3.3.2

Technology

3.3.3

Emissions

Objectives

......................

of Stirling Engine of Stirling Engine and

Objectives

Status

of ASE Test

................ ................ of ASE

6 8

Program

.........

....................

Program and

..................

Evaluation

Technology

Program

Utilization

of Results

...........

Demonstration

16 Project

....

...................

.......................

Concerns

Stirling

Kinematic

Readiness Readiness

Status and

....................

of Another

Configuration

and Technology ...............

Status

....................

Fuel

Commercialization

Environment

4.1

Industry

Responses

4.1.1 4.1.2

Automobile

...............

.....

34 34 36 37

....................

Companies

.....

Economy

..................

Companies & Company

..................

4.1.2.1

Engine Deere

4.1.2.2

Cummins

4.1.2.3

Hercules

4.1.2.4 4.1.3

Kennedy Engine Company ................ Gas Research Institute ..................

41 42

4.2

Commercial

4.2.1

Demonstration

4.2.2

Definition

Engine Engine

.................... .................... Company

39 40 ................

Incorporated

Demonstration Goals of Commercial

...............

Needs

.............

................... Demonstration ii

42 ..........

Business Considerations ................. Risk Reduction .................... Government and Industry Cost Sharing ...........

4.3 4.3.1 4.3.2

44 44 45

5.0

Federal Participation and Sponsorship ................

6.0

Findings

............................

References

............................

Bibliography

............................

Appendix m.

Language From House Report 101-226 Accompanying HR National Aeronautics and Space Administration Multiyear Authorization Act of 1989 ...................

B. Definitions

..........................

C. Department Chronology

and

Automotive

Stirling

Fuel

Stirling

Engines

G. Industry

Responses

Economy Engine

Stirling

John

Motors Deere

Kennedy H. Agency Air

Force Director

Department Electric

Technologies

Engine

and

61 ..............

Free-Piston

73 ...........

Responses

89 92 94 ..............

International

Inc .............

...................

of Energy, and Hybrid

Propulsion

97 100 104

.......................

Systems Command, of Transportation

77 88

Laboratories

Company

Program

..................

.......................

Research

Materials

- Kinematic

Engine

Cummins Engine Company ................... Ford Motor Company ..................... Gas Research Institute ..................... General

The

of Energy Automotive ..........................

D. Emissions

1759.

106

..................

Division

iii

107

............

110

Department of Energy, Office of Transportation Department Urban

of Transportation, Mass Transport Administration

Environmental Protection Agency, Office of Air and Radiation U.S. Army Applied

I. List

Tank Automotive Research Branch Service, General

United

Service,

States

Postal

of Fleet

Stirling

Management

Commercialization

DOE

2 3 4

Engine development contract Mod I ASE ...................... Mod II ASE ........................

Figure

5 6

Comparison Comparison

Figure

Air

Figure Figure

8 9

Operating Air Force

Figure

10 - Major

Figure Figure

Figure

117

118

123

.................

124

.................

126

Interagency

Participation

....

127

of Figures

Figure Figure

.............

.................

Study:

Figure Figure

113

Command, ...................

United States Postal Assistant Postmaster

Office

...............

Systems

program/NASA

project

organization approach

...........

of Mod I and Mod II ASE's of various Stirling powerplants

Force

multistop history D-150

delivery

van

made

11 - USPS

Long

Life

12 - Mod

II ASE

(front

Figure

13 - Mod

II ASE

(side

Figure

14 - Common

D-150

Vehicle

arrangements

view) view)

pickup

11 13 14

........... ..........

15 18

...............

of Stifling-powered multistop pickup truck ................

trips

............

truck

van

.......

22 23

...........

...................

..................

................... of Stifling

27 engines:

(a)

Alpha,

(b)

beta

List

of Tables Table

Mod

Table Table

II III

Evaluation

Table

VII

I ASE

VIII

of Mod

Industry-Defined

I ASE

Technical

- Proposed - Comparison

Federal

- Comparison

- Cost

General

Motors

Concerns

Automotive

............ and with

of Stirling

Standards

of Stirling

Engines for .................... Engine

II ASE) Exhaust

Alloys

....

17 32

Proof-of-Concept 35 63

........

Emissions

(Mod

(1984)

Progress

Standards

of Stirling (Mod I ASE) and Spark Engines In The D-150 Pickup Truck and Fuel Economy .............

Spark Ignition Fuel Economy Table

Experience

Key Criteria to be Demonstrated Engine .................... - Current Automotive Emissions

(3.7 liter) Emissions Table

Vehicle

....

Ignition for Exhaust 65

and

Conventional

Emissions

and 67

.............

STIRLING

1.0

EXECUTIVE

The

Commercialization

Report

101-226

Stifling

engine

NASA

and

long-term

the

agencies,

EPA

and

optimal

plan."

The

Cummins Deere

Act

and

private

Ford

Motor

Gas

Research

Company,

Motors

Research Incorporated,

Kennedy

Engine

Company,

1978

(Title

passed

The the

study

was

other

United to "include

a determination

securing

private

such

sector

organizations

were

of the

funds."

in developing

The the

consulted:

Indiana

Michigan Illinois Warren,

Canton, Biloxi,

Motors

Inc.,

the

Automotive

3, PL95-238).

the

Laboratories,

Engine

Congress

fleet,

directed

interested

a program."

The

Illinois

Chicago,

Hercules

Thermal

with

Dearborn,

Institute,

other

Nation's

determine

Department

Columbus,

Moline,

"To

the with

"the

proposed

including

for

sector

Company,

have

report

Service.

a mechanism

following

engine

the

demonstration

to "consult

& Company,

Stirling

1978

of the

to the

of Transportation,

Postal

NASA

Engine

General

States

that

engine"

of such

Department

claims

program."

in consultation

sponsorship

United scope

study

to House

solution

Stirling

Force,

the

contribution,

encouraged

study

were

and

the

interagency

Air

language

demonstration

for

potential

the

size

sector

report

the

agencies

Army,

private

and

in response

report

of the

cost-sharing

in an

out

to a long-term

"supporters

sponsor

to evaluate

participating States

STUDY

carried The

contribute

that

industry

"to participate

Energy,

the

and

was

HR1759.

eventually

problems"

optimal

Study

accompanying may

Government the

COMMERCIALIZATION

SUMMARY

Stirling

emission

ENGINE

Ann

Michigan

Ohio

Mississippi Arbor,

Propulsion

In response

the

Michigan

Research Department

and

Development

of Energy

the Stirling engine as one of two new engines for technology development and selected the NASA Lewis Research Center as project manager for the Automotive Stirling Engine (ASE) Project, which began March 22, 1978. The goals of the DOE ASE program were to develop and verify the technology base necessaryto meet the following propulsion systemobjectives: 1) at least a 30-percent improvement in fuel economy, 2) emission levels that meet or exceed the Federal research standards, 3) the ability to use a broad range of liquid fuels, and 4) suitability for cost-competitive mass production. The project was carried out utilizing two generations of engines, Mod I ASE and Mod II ASE. The Mod I ASE was intended as a first experimental testbed engine. The Mod II ASE engine was intended, as the proof-of-concept engine, to incorporate all required technologies and to demonstrate the program goals. Mod I ASE's accumulated more than 20,000 hours of operation in laboratories, including more than 3,800 hours and 44,000 miles in vehicle demonstrations. Mod II ASE's have accumulated only 1,700hours of operation, including about 500 hours and 7,300 miles of operation in a postal delivery van. The Mod II ASE has successfullydemonstrated multifuel operation and good drivability in a vehicle. In addition, the availability of low-cost, hightemperature materials needed for mass production has been established. However, the Mod II ASE in a vehicle has failed to demonstrate the fuel economy or emissions goals of the program. Mod II ASE fuel economy improvements (losses) were inconsistent as demonstrated by the wide range of results (from -5 to + 13 percent relative to the spark ignition engine). Emission results were marginal for today's standards and fall far short of projected goals likely to be required by the time the engine could reach the market.

In view

of these

results

contacted

have

concluded

for

prototype

such

commercial

before

consequence,

at this

These

determinations,

lead

The

would

Mod

any

first

potential

users

the

has

achieved

a level

not

agencies program.

developer achieved

nor

the

all of their

determined,

the

II ASE

level

of Federal

must

been

introduced

Introducing

the

of the

a desire

in a niche and

goals,

Federal

II ASE

the

Mod

any new

the

emissions

alternative

standard

proposed

anticipated

when

not

some durability

meets

engine

were

to have

II ASE

in a

conducted

program

appears has

that

development

evaluation

of the

nor

or value manufactures

Mod

goals

responses,

commercialization:

although

potential

Although

alternative

unlikely

difficulty

the

economy

standards, the

engine

industry

the

current

such the

as Stirling engine

will

marketplace.

any new

is highly

fuel

verified.

to meet

into

the

fully

emissions

directed

The

private

proof-of-concept

been

it has

decision.

that

goals As

of performance

Neither

not

promise,

confidence

ready

commercialization

or engine/automobile

reduction

application

basic

indicated

II ASE

and

Stirling

emissions

and

is not

indicated

be justified.

Mod

regarding

the

risk,

have the

have

findings

Although

term

can

organizations

II ASE

responses

agency

completed.

near

Mod

agencies

were

Mod

industry

demonstrate

of the

with

demonstration engine

met.

must

Government

Federal

by the

designs

The

demonstration

along

II ASE

commercial

with

proof-of-concept

sponsorship

following

interest

effort

of the

and

time.

to the

engine

in long-term

effort

the

agencies

demonstration.

a commercial none

participate

participating that

a proof-of-concept

program

the

because

of predicting market

experience

engine of the

large

manufacturing

at relatively needed

directly

low

into capital costs.

production

to support

a later

the

automobile

investment, Instead, quantities mass

in the the

high

initial may

production

build

3. both

the

offer

improved

the

engine

program

and

beyond

vehicle

will

initial

entry.

market

Commercial

need

the

and

to decide

demonstration

manufacturer

and

developer

Government)

and

could

proof-of-concept

manufacturer.

manufacturability

manufacturers

2.0

Advancing

lower

what

plans and

involve

the

phase

The

Mod

cost,

the

further

II ASE engine

be defined

user

organizations from

and

intended

primarily (both

vehicle

are

40 to 250

involve

was

improvements

must

anywhere

must

necessary

by the private

for

engine and

engines.

INTRODUCTION

This

study

was

1759,

the

language

carried NASA

claims

industry

the

solution

of the

in an

Department

of Energy,

and

program

were

the

optimal

the

sector

contributions,

report

encouraged

study

plan.

The

Stirling

Nation's

the

optimal

and

performed.

and NASA report

with

the

potential

This

language

may

problem,

study

United

for with

is included

also fleet,

securing the

private

report

and

contribute

notes

that

a Government

report

directed,

States

Air

Agency,

benefits

was

This

proposed the

accompanying

eventually

if such

and

NASA

Force, and

of such

or sponsors

of a demonstration

to consult

engine

Protection

sponsor

a mechanism

of 1989.

As the

101-226

Act

have

Environmental

long-term

scope

engine program.

study

Report

emission

Stirling

to determine

to be size

of the

interagency

agencies

program

Authorization

demonstration

participated

to House

automotive

cost-shared

interested

in response

Multiyear

that

to a long-term supporters

out

the

other

a demonstration a demonstration

to address

and

to identify

the

private

and

public

funds.

In addition,

such

sector

as appendix

in developing A.

the the

2.1

STUDY OBJECTIVES The following study objectives were defined on the basis of the congressional report language: 1.

Determine

for

automotive

would

the

(EPA),

Aeronautics the

United

performed. industry

term

Assess

the

extent

Stifling

ultimate

status

scope

service

for

cost

of the

of an

and and

securing the

the

United

automotive The

length

considered Protection

National

States

Air

funds,

procurement

Stirling

number

Force,

needs

engine

of engines

of demonstration

industry

demonstration

and

should

program.

if a demonstration approach,

the

is method

sharing.

private

This

sector

would

include

contribution an effective

that

will

balance

best of risk,

benefits.

of Stirling

technologies.

the

to be

if any,

Environmental

(DOT),

advisable.

experience

and

the

sponsors,

(USPS).

appears

include

commercialization. and

and

an effective

contributions,

commitment,

demonstration

should

(DOE),

(NASA),

Service

Agencies

of Transportation

if one

demonstration

This

of Energy

size

a mechanism

Determine

promote

optimal

sponsor

commercialization.

Postal

in defining

Determine

Government

Administration

States

the

Past

considered

Space

program,

and

defined.

engine

Department

the

demonstration

long-term

Department

the

and

Determine

vehicles

optimal

Stirling

include

Agency

and

the

technology

and

define

the

potential

of long-

This

last

objective,

was

added

in order

appropriate

2.2

although

engines

Stirling

engines. the

The

kinematic

available

in the

with

the

turn

of the

until

the

then

agreements

vehicle

United

Stirling

developed yet

Stirling

language,

in the

current

Stirling

invented

the

same

and

future.

"free-piston"

thermodynamic

N.V.

a Stirling-powered

AB,

Malmo, Stirling

chose

Sweden, engines

successful.

technology

for

the

discussed

later.

In recent

Shipyard,

Malmo,

Sweden,

not

cycle,

In the

Torino

vehicle

licensee

years

United

Stirling

is developing

Stirling

was

Stirling has

the

been

Stirling

Ford.

However,

has

though

none

Program

absorbed engines

electric

Philips

original

Engine

under

work.

of N.V.

of applications,

Stirling

Motors

a Stirling

Ford

Automotive

General efforts

their

the

attention

technology included

DOE

which

first

efforts

United

around

of the

Their

a variety

effectively

applications

1970's,

to continue

of materials

development

Stirling

the

compete

Gloeilampenfabrieken

an early for

not

significant

conducted Philips.

it could

limits

water-pumping

any

Philips

clergyman,

temperature

째F),

some

receive

N.V.

the

to 800

for

not

by a Scottish

With

(600

Company

commercially

applications.

both

"kinematic"

its development.

ultimately

several

been

the

with and

was

Except

it did

Motor

companies

report

program

status

operate

in 1816.

Then

as either

century

undertook

license

demonstration

the

ENGINE

engine

engine.

century,

Ford

under

cycle.

19th

1940's.

required

technology

configurations

Stirling

steam

Netherlands

both

Both

Stirling

Robert

possible

STIRLING

classified

Stirling

Reverend

and

are

the

specifically

of Stirling

Stirling

called

to put

perspective

BACKGROUND

not

for

source

has of

as by Kockums submarine

Stirling Thermal Motors, Ann Arbor, Michigan, another N.V. Philips licensee, was formed in 1979 by Dr. R.J. Meijer, who formerly headed the N.V. Philips Stirling engine program in the Netherlands. STM's early development concentrated on engine designsfor stationary and solar applications. During 1989 STM has directed their engine design toward the automotive application. The free-piston Stirling engine was invented by William Beale at Ohio University in 1962. Up to this point all Stirling engines had been kinematic Stirling engines (see definitions, appendix B). Beale's early work resulted in small-scale fractional horsepower engines that demonstrated the operating principles of the basic free-piston engine. The free-piston engine has a major advantage over it has ride

only on

two

moving

noncontacting

increasing

the

parts gas

free-piston

(a displacer

bearings

piston

and

Stirling's

can

and

potential

the

kinematic

a power

piston),

hermetically

for

high

engine

sealed

reliability

in that

which thereby

and

very

long

life.

Only the

a few

organizations

free-piston

Stirling

Athens,

Ohio;

Stirling

Technology

Cummins and

free-piston recently for

Company

a space

NASA.

power. in the

Today 25-

had power

This

These

(STC)

Company

to commercialize

engines

engine

MTI

been

built

demonstration has

now

is continuing

to 50-kilowatt

States

(33-

have

include Inc.

been

Sunpower,

(MTI)

has

of Pittsburgh,

in the

delivered to develop

to 67-horsepower)

than

a space size

teamed

1982,

range.

and

engine

a few Most

built

22 kilowatts

range.

and

Sunpower;

has

size

power

York;

with

Stirling.

designed

Recently

teamed

3- to 4-kilowatt was

New

Pennsylvania,

free-piston

engine

in developing

Incorporated,

Washington.

Indiana,

the

active

of Latham,

of Richland,

of Columbus,

Electric

in efforts

United

Technology

Company

Engine

STC

engine.

Mechanical

Westinghouse

with

in the

MTI

of output for

Free-piston

NASA Stirling

engines are currently under development for the solar terrestrial power application in sizes ranging from 5 to 25 kilowatts. 2.3

ATYRIBUTES OF STIRLING ENGINE The Stirling engine has a number of attributes that make it attractive, in theory for a variety of engine applications. First, Stirling engines are highly efficient. MTI has claimed that with current technology, automotive Stirling engines should provide fuel economy improvements of at least 30 percent compared with standard internal combustion engines, although the engines MTI has built do not achieve that. Next, Stirling engines have a broad multifuel capability and will operate on essentially any source of heat ranging from nuclear to solar and including liquid, solid, and gaseousfuels. When heat is provided by combustion of a liquid fuel, the Stirling engine's emissionsmeet the current level of Federal standards without a catalytic converter. This low-emission characteristic stems from the external continuous-combustionsystem operating at essentially atmospheric pressure. Other attributes due to the external combustion system include reduced noise without a muffler and reduced infrared signature and structural noise. The latter two attributes are of interest to the military. Finally, becauseStirling engines require only one igniter, no catalytic converter, and no muffler, they have the potential for very low maintenance costs. Moreover, since the lubricating oil does not come in contact with the products of combustion, there is no need for changing oil or oil filters.

2.4

BACKGROUND AND OBJECTIVES OF ASE PROGRAM In 1975,the Environmental Protection Program achieving capability.

selected national

the

Stirling

goals

Subsequently,

for

engine

Agency's

as one

automotive

Congress

passed

Automotive

of the

emissions, the

Heat

promising fuel

Automotive

Engine

candidates

economy,

and

Propulsion

for multifuel Research

and

Development

Act

directed

the

Department

projects

and

accelerate

development

to the

appropriate type

the

two

1978

existing

attention

"new"

used." alternative 95-238.

The

Lewis

Research

as project

Consistent

with

Transportation and

verify

system

for

95-238

and

Systems, the

technology

objectives

the

technology

least

the

and

a 30-percent

conventional

spark

ignition

levels

that

fuel

Emission

3. well

0.4,

oxides

The

same

to meet

are

flexible

engine

technology

Engine

were

development

Department

of Energy

(ASE)

Project.

by DOE's

program

the

in that

were

following

Office

to develop

propulsion

technology

base

by verifying

engines:

in fuel

class

engines

With which

provided ASE

priority

and

(based

economy

(miles

performance on

equal

per

powered heating

value

gallon)

over

by content

used).

standards; (CO),

testbed

of the

DOE

give

turbine

by the Stirling

confidence

improvement

vehicle

for

guidelines

necessary

to provide

in appropriate

by DOE

of the

and

gas

new

to the

systems.

the

Automotive

specific

goals

base

a production

the

conduct

systems

selected

specifically

and

systems

and

selected

was

Act

contribute

propulsion

engine

Center

manager

may

propulsion

advanced

engines

to PL

(DOE)

which propulsion

Stirling

The

to "establish

of advanced

The

95-238).

(DOE)

projects

to those

in response

NASA

3, PL

automobile

development

of fuel

(Title

of Energy

of advanced

attention

the

3.4,

of nitrogen

ability

to use

as synthetic

Suitability

0.4,

fuels

for

meet and

or exceed 0.2 g/mile

(NOx),

a broad from

and

range coal,

cost-competitive

the

most

stringent

of hydrocarbons particulates,

of liquid

oil shale,

mass

Federal

(HC),

research

carbon

monoxide

respectively.

fuels

and

production.

other

derived sources.

from

crude

oil

the

outset

advanced

in order

technology

develop

characteristics

develop

ASE the

were

project

certain

propulsion

technologies

system

had

objectives.

to be

Specifically,

metal

alloys

low

in content

of strategic

cobalt).

the

technology

suitable

for

the

technology

for

the

seals

with

leakage,

friction,

and

life

application.

necessary

for

low-emission

combustion

systems.

U.S. DEPARTMENTOF ENERGY (DOE) ASEPROGRAM

NASNLeRC ASE PROJECT

l STIRLINGENGINE

RESEARCH AND TECHNOLOGY

TECHNOLOGYCONTRACT

(LeRC IN-HOUSE AND CONTRACT)

MECHANICALTECHNOLOGY,INC. (MTI)

A) SUPPORT OF ENGINETECHNOLOGYCONTRACT

UNITED STIRLING AB (USAB)

B) ADVANCEDCONCEPTS

Figure

these

as follows:

high-temperature

(particularly

develop

NASA

to meet

objectives

materials

of the

1 - DOE

program/NASA

project

organization.

develop

weight

and

component

to improve

technologies engine

required

performance

to reduce

and

life

engine

in support

cost

of the

and program

objectives.

identify

and

may

significantly

The

DOE-sponsored,

Stirling

given

is shown

United

NASA for

began

overall

The

contract

RESD SYSTEM

not cost,

The

primary

of Sweden

1978.

project The

management,

Inc.

prime

that

kinematic of the

ASE

effort

program

was

(MTI),

Latham,

Sweden,

under

New

was and

_ii'

"4_i

_ .........

subsystem

RESO 83

P-40

.oo .1=NO GE.ERArION MOD ItlST

1978

GENERATION

lea1

Figure

2 - Engine

_se3

development

contract

1987

approach.

to the

responsible

York,

,,_1__-_ :_

conducted

contract

MTI

of component

RESD 81

BASELINE

1987,

the

DOE

contractor,

development

of the

Malmo,

the

organization

development

Technology

Center.

involving

basic

chronology

(USAB),

to mature

or performance.

engine

ENGINE

DESIGN

expected

ASE

22,

of Mechanical

Research

REFERENCE

life,

March

in figure

Stirling

Lewis

engine

consisting

concepts,

NASA-managed

in appendix

a team and

affect

engine

program

evaluate

technology, United for

and States. the

technical

effort

was

transfer

USAB

providing

The

the

best

using

technologies

that

Two

generations

reference

engine.

The

program

and

planned

to incorporate

design

and

Mod

was

The

congressional

RESD

the

RESD.

the

was

in the

for

to the

contract

intended program

life

of the

early

in the

II engine the

was

then

reference In

out,

project

through

research

technology

engine

1981,

emphasis

was

placed

versions

of the

Mod

in 1984,

as a

the on I

and

verification

management both

in-house

technology

efforts.

goal

and

of the and

ASE

contracted

These

identified

DOE

and

efforts

program,

activities, supported

evaluated

NASA

a number

SUMMARY

This

section

technology the rather

ASE

of the status

portion

than

TECHNICAL

the

report

advanced

Stirling

and deals details

STATUS

is directed

readiness primarily

for

toward

assessing

a commercial

with

of component

the

vehicle

development

Stirling

engine

demonstration. test and

and

Therefore,

evaluation

engine

the

concepts.

3.0

of the

development

RESD.

program

to goals

the

available

required

and

The

over

Mod

in improved

restored

developed

of the

program

the

The

version

and

program.

(RESD)

technology

to the

verification

in figure

planned

technologies

II engine

to overall

carried

separate

toward

from

to the

to meet

to be

used

a proof-of-concept

deleted

Mod

I engine

step

technology

design

designed

were

technology

add-on.

addition

Lewis

the

system

expected

all of the

was

demonstrating engine.

a first

to be

II engine

could

of engines Mod

in-engine

is illustrated

engine

reasonably

engine

technology

project

a reference

engine

for

of Stirling

to the

program.

Stirling

responsible

base

approach

represent the

was

initial

focused

of European

programs,

dynamometer

3.1

tests.

The

status

and

to display

some

STATUS

The

I ASE

Mod

crankshafts. cylinder.

of other

ASE

the

(fig.

first

materials

temperature

of 720

ASE

the

Mod

it is too was

installed

technologies

is presented

for

completeness

options.

PROGRAM

temperature

engine,

technical

3) is a four-cylinder

It incorporates As

Because

Stirling

one

engine

canister

designed

I was large and

and

heavy

tested

it was

than

designed

type

the

program, designed

820

passenger

in light-duty

890 mm htJ ISTO mm din

3 - Mod

car

trucks,

114 kWlS t 2 kg

Figure

for

I ASE.

with and

and

째C planned

as a proof-of-concept for

engine

of regenerator

in the

considerations, 째C rather

double-acting

for

the

laboratory application. however.

cooler

in view

a heater

dual per

of highhead

RESD. testbed The

Mod

The

Mod

and

was

II ASE specifically

automobile

with

cylinder,

and

cylinder

and

operation.

seven

General

American

Program

tested

4,300

and

hours with

engines

Motors

(ITEP)

the

a Mod

Mod

and

miles I and

in the

in 1984

were Mod

accumulated II ASE's

FUELECONOMY CITY 33.0mpg HIGHWAY 63.2 mpg COMBINED 42.0 mpg ACCELERATION 13.0 sec

EMISSIONS NOx LESSTHAN0.4 g/mi HC LESSTHAN0.41 CO LESSTHAN3.4 Bind PARTICULATESLESSTHAN0.2 g/rid

KEY FEATURES POWEn (MAX) U kW (8Ohp) 710 mm (28.0 in) 574 mm (22_6in) 203 kg (447,0 Ib) Figure

4 - Mod

of ITEP,

throughout

II ASE.

temperature.

several hours tested

(fig.

of one

Evaluation

Deere

& Co. Approximately

demonstration program.

5).

improved

and

cells.

the

each

I engine

20,000

in vehicle

MODl IN A 'll§ CELEBRITY

HEIGHT WIDTH WEIGHT

Mod

Test

test

a single

around

successfully

of their

BASELINE PERFORMANCE

OTOU mp_

over

It is a four-

head

including

Industry

as part

in one

heater

the

produced,

Laboratories

vehicle

I engine

than

1).

with

wrapped

accumulated

Research

Also

cooler

also

Celebrity

(ref.

820 °C

lighter

were

have

Spirit

1984.

51,000

and

I engines

Motors

successfully

projects

Mod

consideration

at an

regenerator smaller

engine

in a V-configuration

to operate

is substantially

These

arranged

designed

in a 1985

as a key

engine

annular

experimental

versions.

in an

to be a proof-of-concept

to be installed

manufacturability

was

It incorporates

4) is considered

designed

double-acting

crankshaft

Seven

(fig.

engine

MOD! 72 hp/U8 ib 23.2 In M 26.4 In dtam

MOD|

54 kW/312 iq] 590 mm ht 670 mm dlam

Figure 5 - Comparison

The

latter

demonstrations

in cooperation American

with

Trucking

the

Department

3,800

hours

demonstration

activities of these

and

with

hours

by the

of Energy, and

later

44,000

Mod

the

miles

I engines

is provided

60 kW/203 q 640 mm M 560 mm dlam

of Mod I and Mod II ASE's.

sponsored

Associations,

Approximately

breakdown

were

80 hp/447 Ib 21.2 in M 22.0 in dlam

NASA the

U.S.

United

were

Utilization

Air

Force,

Deere

States

Postal

Service

accumulated

throughout

in table

Technology

the

ASE

program.

Distance, miles

Lerma

Spirit C-30

D-150

a150

automobile

automobile Van

Pickup

truck

a2,300

1,237

13,763

1,429

8,804

1,000

19,000

3,800

44,000

a Estimated

& Co., (USPS).

in vehicle

TABLE I - MOD I ASE VEHICLE EXPERIENCE Time,

Office

The

the

Four

Mod

actually Mod 500

3.1.1

II engines

built

and

II ASE's hours

were

in the

have

and

final

miles

Industry

Test

and

of the

(ITEP)

to be

years

accumulated

7,300

part

planned

was

only

a total

of operation

Evaluation

by automobile

and

loan

Mod

to industry

tests

Deere)

and accepted

summer

and

General

Motors

requested an

delivered phase

test

Cooling

Driver

Mod operation

and

for

evaluation

1,062

independent

and

about

Evaluation

evaluation

The if the

and

participants

tested

Mod

offered would

companies

Mod

Program

of the

Government

Two

(GMRL)

conduct

(GM

I engines

in Warren,

in a vehicle

engine 1984.

tests

system

and

including

van.

Test

expense.

installed

24,

mileage

installed

supported.

and

in the

was

to allow

installed

GMRL

Michigan, a comparison

in a 1981

personnel

Spirit

conducted

with and

a three-

included

of emissions

I ASE

own offer

The

April that

delivery

were

respectively.

system.

program

Emissions

vehicle

Laboratories

engine

engines

of operation,

an Industry

participants

Government

Research the

hours

manufacturers.

at their

of 1984,

to GM

assessment

The

fall

that

existing

the

Three

could

in a USPS

engine

evaluations

tested.

engines

of 1,700

to obtain

ASE

the

two

program

in 1983

I engines

and

Program

DOE/NASA

begun

built

using

a fuel-based

individual

modes

in a wind

a test

of each

system

that

allowed

cycle:

tunnel,

track,

in the miles

mass

Spirit

at the

vehicle

GMRL

successfully facilities.

completed

Results

of these

54.7 tests

hours

were

documented

results

include

There

the

54.7

Current

quotes

were

hours

without

in a GMRL

Acceleration severely

'The

engine

High-idle

failures

following

highlights

"was

remarkable

- reliability

were

considered

of these

during

met

with

"a comfortable

margin"

mileage,

and per

and

sluggish

GMRL

personnel

and

speeds."

standard

flow

to miles

the

cooling

tests

cold-start

gallon

(mpg)

acceleration

with

ease"

penalty shortfall

results

were on

from

identified

the

(oversized

urban

GMRL

radiator).

as major cycle.

tests

are

presented

II.

II - EVALUATION

2500 ASE a 2500 b ASE a 3250 b

Current emissions standards

were

passed

OF MOD

I ASE

Emissions,

weight class

Spirit Spirit

The

report:

standards

at highway

Test

Chevette

2).

converter.

fuel

TABLE Vehicle

GMRL

hardware

emissions

times

"suffered

in table

(ref.

of testing."

a catalytic

Emission,

the

major

Federal

contributors

from

report

MOTORS

(1984) Acceleration,

Mileage,

g/mile

sec

mpg 0-60

50-70

NO x

Urban

Highway

Combined

0.99 1.92 1.87

0.82 .49 .59

28.4 22.3 20.5

40.4 40.7 34.7

32.8 28.0

18 18.8

13.5 19.3

25.1

23.5

21.0

3.40

1.00

0.30 .22 .26 0.41

a Stirling engine and b Tested on a chassis

BY GENERAL

vehicle system not optimized dynamometer that simulated various

(TWC) 17

test

weight

classes

MOD II '87(12.5SEC)

'='= '84U,S.FLEETAVERAGE

_iii!ii:

i:iiiii!iii:ii!:i

(_8.°sEc)i;ii!iiiiiiiiiiiiiiiiiiiii:

•

S1-'84CREVETrE(1984)

•

S1-'81SPIRIT(1982)

ii_ii!ii_iiiiiiiiii_iiiiiiii_

::::::::::::::::::::::::

0 2000

1984 test

6 places U.S.

fleet

results

for

open

cross

Mod

I in the

Mod

II engine

test

data

in the

the

average the

for

Spirit

program II engine

point

to compare does

has

economy. test

in perspective. The

solid

weights

run

vehicle

in 1985

and

then

(at

1987.

The

solid

circle

I engine

in the

the

emphasis

never

been

believe

wishes

to stay

informed

future

Stirling

vehicle.

the

on installed

Mod

Stirling on

the

Stirling

symbols

projections,

Spirit

the

top

can

compete and

would

for

of the

symbol

as an

car.

GMRL The

an improved chart)

for

Thus,

available.

to test

the

actual changes

aspects,

automobile

be willing

the

of the

demonstration

is not

is the

represents

Because

in a passenger

II projection

are

line

Motors.

first

in 1985.

vehicle

solid

by General

economy

for

The

cross

fuel

against

not

I 5000

represent

Mod and

results

different

projected the

of various Stirling powerplants.

economy fuel

two

symbols

Mod

Motors

fuel

(xx.x SEC) ACCELERATION 0-60MPH

{16.2 SEC)

I I I 3000 4000 VEHICLEWEIGHT,Ibs

Figure 6 - Comparison

Figure

STIRLING-'81SPIRIT(1984)

a test

the data

General engine and

but evaluate

Deere cell

& Company, in Waterloo,

operated

for

operated

combustor

With

equipped

that

the

(ref.

3).

the

NASA

effects

the

strength

a Mod

October

hardware

and

JP-4

fuel

at full

power

made

run

at various

power

engines

and

are

of these

Demonstration

failures

and

Project

delay

heater

and

cooler

Deere

described

results in the

in the

test

results

a normal temperatures

and Deere

elected

below

Qualitative than

in detail

control

although

noise

Test

and

resulted

efficiency.

results,

started

to the

data.

test

engine

was

taken

acoustic

described test

were

in a Deere The

changes ignition

data

quantitative

were

1984.

a significant noise

I ASE

without

taking

Tests

diesel

and

Limited

for

with On

fuel, diesel

Stirling

predicted

evaluated

major

preheater.

at idle.

comparisons

diesel

not

engine

with

gasoline,

air

indicated

Illinois,

in September

37 hours

of the

was

diesel

Iowa,

systems.

sooting cell

Moline,

report

to participate

as the

potential

in engine

manufacturer.

3.1.2

NASA

The

Technology

NASA

Technology

program. "on

Utilization

path

project

the

Company,

directed

cofunded Department

later

the

United

was

responsible

for

Government objectives

team of the

DOE

Mod

the

Postal

implementing demonstration is described

demonstration

Inc.,

Service.

II ASE.

the

NASA program

in detail project

were:

that

of the

American the

TU was

adjunct

The

team

funded

and

included Air

in reference

users

Deere

Associations,

ASE

contractor, Project.

by the 4.

ASE

NASA

Force,

Demonstration created

the

demonstration

Trucking prime

by to the

manufacturers

Department the

was

as an

commercial

an industry-Government

States

and

Project

and

of the

Technology

multiphase

Office placing

of Energy,

Mechanical

and

multiyear,

(TU)

toward

Project

Demonstration

to commercialization"

was

Lewis,

Utilization

It was

the

Demonstration

The

industryprimary

MTI A

1. To obtain early operation and performance data while gaining initial experience in operating the Stirling engine in a typical user environment, 2. To evaluate the Stifling engine under realistic conditions and establish Stifling integrity, reliability, and durability, 3. To accelerate the development of Stifling engines and enable the earliest possible use of the second-generationMod II ASE. Prior to the TU-sponsored demonstrations, the kinematic Stirling had been virtually a testbed engine and had never been committed to operation in a "real world" environment. Phase I of the project involved operating a first-generation Mod I Stirling engine for up to 1,000 hours on unleaded gasoline and JP-4 aircraft fuel in an Air Force van under realistic conditions. Langley Air Force Base was chosen because it had an Air Force evaluation team (the Management and Evaluation

Phase

Program,

II of the

generation

project

engine

climate

and

II at 820

phase

I and

For

phase

van

(fig.

I the

Air

at 3,600

a maximum

gross

operated

was

Maintenance Base.

The

775

째C)

1,000

III

for

Virginia

of operation

in a van

called and

moderate

hours

installed

in a van

Force by

horsepower

van

I at

Phase

of the

climate.

with

operated

a first-

in different

a second-generation

tested

the

basis

engine

of the

results

II.

7) powered

with

installed

phase

because

for

conditions. 째C)

replaced

and

called

(Mod

user

(Mod

MEEP)

Equipment

Unit multistop

a standard

rpm.

weight

the

provided

The

72-horsepower

(AMU) van

of the

had

pounds. Mod

Air

was

6.2-liter

vehicle

of 8,600

by regular

a 1986

Tactical

The

multistop

engine

weight

of 6,800 V8

engine.

The

assigned Command

to transport

diesel Air

to the at Langley

personnel

delivery

developing

6.2-liter

personnel Air

Motors

diesel

a curb

I Stirling

Force

designed

General

and

145

pounds engine Force 27th Air light

and was delivery

Aircraft Force cargo

in a stop-and-go duty cycle. The multistop was used for the "expediter" mission by the 27th AMU, which maintains 15 to 20 fighter aircraft on the Langley flight line. The evaluation was for 10 months, from September 1986 through June 1987 (refs. 5 & 6). More than 1,100hours and 4,000 miles were successfullylogged with the expediter mission. The Stirling-powered multistop van was operated on unleaded gasoline, JP-4 aircraft fuel, and diesel fuel during the 10-month evaluation period (fig. 8). The multistop successfullytowed a variety of support equipment without difficulty.

Moreover, Air Force personnel stated that the operation was "not a

big deal" and was "better than anticipated." MTI support personnel were available to the Air Force on a daily basis to troubleshoot and to make minor repairs required during the evaluation.

Figure 7 - Air Force multistop delivery van.

5000 MI HR 4000

Ill er > "r

3000

C)IESEL JP-4

2000

1000

GASOLINE

SEPT

OCT

NOV

DEC

JAN

FEB

MAR

APR

MAY JUNE

MONTH Figure 8 - Operating history of Stirling-powered

The Air

multistop Force.

months

to an

the

minutes

was

readiness to be

exercises.

Following

operation

in Moline,

Illinois,

operation

delivery,

where

mph.

times

Force

at Langley

it accumulated

the

to the

vehicle

usage

in service an

additional

for

the

taken

early period at that

Langley

flight

where

ranged

during

only

Air

mission.

to Deere

& Company's

hours

interplant

of operation.

Force

multistop

expediter

local

line,

the

from

Stirling-powered

Deere's 209

the

operational

base,

operation

for

van was

to the

and

the

by the

demonstration

limited

found

vehicle

during

of the

a single-unit was

as needed

55 percent

around-the-clock

as a standard

placed

for

personnel

basis,

completion

is 15 to 25 mph,

to continuous

and

from

at the

Vehicle

Air

a 24-hour

ranged

good

speed

as reliable

considered

is 35

a day

van

of 86 percent

authorized speed

available

of the

average This

authorized

van

to be

of development.

where

few

was

Availability

at Langley. stage

van

multistop van.

mail

plant

For

the

phase

II effort

operation

with

(3.7-liter)

Slant

Many

of the

in this

The

an upgraded 6 engine

lessons

D-150

to base

bases

maintenance

and the

and

(95

D-150

I Stirling

pickup engine

horsepower)

was

from

phase

earlier

truck (fig.

replaced

was

9).

modified

for

A 225-cubic-inch

with

the

I operations

Stirling

were

engine.

incorporated

build.

pickup

time

Dodge

Mod

learned

engine/vehicle

months

The

a 1987

truck 200

highway

the

was

operating (ref.

respective

mission;

operated

Eglin

hours

at four

Air

at each

base

Force and

bases was

for

about

two

driven

from

base

7).

missions Air

Force

were

Langley

Base,

Ft.

Air

Walton

Figure 9 - Air Force D-150 pickup truck.

Force Beach,

Base, Florida,

flight

line

housing

ND MN

SD PA NE

Figure

inspection;

Randolph

Offutt

Force

Air

addition,

one

personnel

side

regular

Air

in local

urban

the

climatic This

test

encouraging pressure

D-150

was

chamber, consisted in that problems

made

Texas,

the

at Eglin

no were

observed.

the

Texas,

cases

base

engineering

vehicle

was

the

taxi

service;

delivery

service.

driven

by Air

for

congressional

DC, vehicles

problems

trips

Force

subjected

startup

unusual

civil

truck.

were were

driven

Force

encountered

either

highways.

major Air

it was

of engine

Antonio,

drivability

the

pickup

to Washington,

In all

or on

where

San

when

1988.

showing

by D-150

Nebraska,

personnel.

operation

made

Base,

Antonio,

10 is a map

While

Force

was

spring

Force

trips

Omaha,

trip

San

in the

Figure

Air

Base,

from

hearings

- Major

and

external While 24

made

Base,

by the

it was

tested

to temperatures warmup hydrogen

leakage Air

pickup

in the from

operation.

at Randolph

D-150

Eglin

10 to Results

occurred Force

truck.

120 째F. were

and base

no the

oil

D-150

pickup

Antonio,

truck

Texas,

testing

were

Following bases,

was

and

MTI

operating

for

before

11%

the

Command,

Warren,

phase

installed

11.

auxiliaries

the

engine The

that

time, TU

was

USPS

12 and

at assessing

various

San

for this

(MTBE),

tested

Force

by the

State

when

an oxygenated

fuel

low-temperature MTI

adjustments

Air

emissions

high-altitude,

with

returned

the

11%

U.S.

Army

Tank

evaluated

for

was

it to SwRI MBTE

fuel

production,

over

automotive

application.

that time

a period

"iron

might

allow

in the

was

a strong

believed initial

could

1985

was

the

Celebrity

participating

same vehicle.

1987 at the

in the

with

however,

application

shown

assembled

in August

commercialization

eventually

(LLV),

This

interest

this

was

installation

program

commercialization

of time,

fully

engine.

the

signature.

Vehicle

companies;

manufacturer, expressing

Life

In this

replaced from

infrared

II engine

duke"

automotive

Deere

that

a Long Mod

Automotive

73 horsepower)

installation.

dropped

potential and

the

to be

by the

application.

that

for

(nominal

called

13 show

horsepower)

Project

market

it was

van

planned

the

to the

II engine

ready

(92

& Co.,

Costs

I D-150

to Colorado,

where

delivery

of interest

niche

at the

Mod

ether

I D-150

a Mod

originally

van

believed

Mod

installation

truck/delivery

was

effort,

Demonstration

excellent

the

Michigan,

2.5-liter

of lack Deere

and

transmission

Celebrity

because

evaluation

Figures

and

replaced

vehicle

economy.

(SwRI),

tests.

in a 1987

in figure

the

took

III

aimed

under

Institute

SwRI.

the

butyl

emissions

fuel

evaluation

was

tertiary

taking

Colorado

MTI

the

preliminary

In addition

For

methyl

Before

and

to have

test

Research and

of in-service

This

to reduce

some

& Co.

arrangements

in Denver.

conditions.

for emissions

completion

made

to Southwest

by Deere

Colorado

designed

tested

shared

the

taken

same NASA

light-duty

could

of Stirling.

of Stirling

in a low-volume

lead

to a wider

back

scale

Figure 11 - USPS Long Life Vehicle.

Figure 12 - Mod II ASE (front view). 26

Figure 13 - Mod II ASE (side view).

the

program

Postal

Service,

States

DOE

in-service and

placed

combined office

delivery

during

December.

vehicle

compared

number

became of the

1,955

and

miles

the

evaluation

Center,

tests

mail

delivery

December

1989.

and

said

operated

they

found

during

of debugging

Post

engineering in late

accumulated

the

tests

Virginia,

While

providing

unleaded for

the

1989. van

during

period.

was

A total the

USPS of 123

three-month

not

miles

However,

prior

hours postal

startups

unexpected

at the

of the

low-temperature

development by the

about

29 hours/310

vehicle.

This

mail

for

in drivability

period.

December

normal

gasoline

about

evaluation

conducted

1989

Vienna,

and

were

October

at the

difference

cold-start

for

routes

occurred

and

Virginia,

included

problems

activities

during

United

service

fuel

to the

This

diesel

sent

Merrifield,

engineering service.

van

was

standard-spark-ignition-engine-powered

lack

period

LLV

delivery

debugging

a problem

USPS

mail

November

Operators

were

conducted

park-and-loop and

the

Development

Stifling-powered

with

out,

and USPS

November

during

evaluation

closed

in actual

of system-related

evaluation. their

8).

vehicle

the

miles

during

view

the

service,

hours/276

again

(ref.

curbline

being

Engineering

evaluation

then

post

was

to this conclusion

of operation service

of and

3.1.3

Summary

of Results

A variety

of operating

evaluated

and

assessed

demonstration observed

the

Drivability.

skeptical

of the

the

drivability.

service

four

Air

cases

highway

Force

bases

the

D-150

standard

vehicles.

3.1.3.2

Fuel

ASE

engines

incomplete gains

(losses)

percent The

was

ASE

relative

development

an unreachable

The

Mod

II ASE the

Celebrity

2.5-liter

could also

moving

further

pickup

variety

from

flightline

was

between

Mod

have

than

demonstrated

ignition

engine

urban/highway optimized,

but

perhaps

are fuel

economy -5 to

economy

the

+ 14

tests.

conventional making

all of the

Mod

of from

fuel

that

I and

results

also the

DC.

better

these

exhibited

truck

moving

both

ITEP

a wide

ranging

as or

date,

to improve,

internal 30

percent

target.

(nominal

(92

horsepower),

vehicle.

spark EPA

continue

engines

standard

by standard

for

the

to Washington,

as good

results

was

All

program,

driven

when

Texas

under

D-150

speeds

considered

Stirling

to the

The

from

in appendix

NASA was

industry

drivability.

conditions

taxi.

economy

inconclusive.

engines

of operating

highway

automotive

by GM

truck

exists.

acceptable

in the

were

characteristics

the

tested

engine

subsequent

various

program

Spirit

driven

- Fuel

included

goal

1985

drivability

as determined

combustion

replace

when

the

as it currently

pickup

to base

and

are and

range

at normal

economy.

the

tested

I D-150

inspection

the

Stirling

and

to achieve

vehicles

Mod

project

DOE

from

a wide

to housing

driven

in the

three

kinematic

addresses

of Stirling

The under

ASE

technology

however,

through

of personnel

the

of the

potential

of the

section

- Early

evaluations,

good

This

status

3.1.3.1

program

during

effort. and

vehicle

characteristics

Design

horsepower)

was

designed

and

optimized

four-cylinder

"iron

duke"

engine

projections

predicted

a fuel

economy

to in the

improvement the

of 32 percent

iron-duke-powered

USPS

van

percent

resulted

fuel

loss).

with

different

than

the

program

van

rather

development

original

were

directed toward

coolant

to result

from

would to enter

spark

ignition

waste

heat

but

not

can

emissions

durability the Review

the

I engine

Mod

(ref.

different appear

either

combustion

these met

system

the

to the

have

there

from

van

Mod

II ASE and

somewhat stages

in the

USPS

technology

gains.

in the

to be grill.

which

was final

USPS

It should

(included

van

This

rejects

all

was

is believed

noted,

modified:

the

cooling

adequate

significantly

in appendix

the

of a catalytic

use

been

that

USPS

current

data truck

air for

the

in the something

USPS

wrong LLV

been

shows

emission

as tested

I ASE

However, has

good

(ref.

emissions test

with

the

or that

in the Mod the

made

results Research

However,

the

significantly D-150.

It would

II ASE Mod

might

Southwest

11).

very

of Federal

systems

displayed

Mod

effort

are

combustion

of Colorado LLV

level

converter.

and

Stirling

emissions

in the

the

obtained,

State

as tested

predicted

in the

economy

inlet

The

a 2 to 5 percent

performance

that

by the

was

the

indicate

pickup

obtained

funds

radiator.

a Stirling,

D-150

in the

USPS

II ASE

normal

results

limited

10) and

in the

appearance

emissions

in the

Mod

radiator.

data

those that

fuel

for

without

installed

from

predicted

- Emissions

of the

II ASE

a larger

minimum

achieve.

engine

vehicle

engine

standards

Institute

the

showed

in the

of only

resulted

tests

DOE

the

airflow

vehicle's

Basically,

(actual

with

design

van.

demonstrating

with

the

limited.

Mod

the

through

Emissions.

determine

toward

a restricted

3.1.3.3

II ASE

20 percent

Limited

completing

permit

Mod

compared

improvement

installed

design.

temperature

through

of only

II ASE

achieving

not

of the

economy

matching

Mod

the

and

A high

had

improvement

the

than

fuel

Celebrity

spark-ignition-engine-powered

in engine/vehicle

In addition,

USPS

the

Stirling-powered Analysis

in a predicted

economy

differences

the

Celebrity.

compared

reduced

for

II ASE

for

combustor is an inherently higher emissions combustor. Several factors could be contributing to these differences. Most significantly, the Mod II combustor is physically smaller than the Mod I so that air/fuel residence time in the combustor is shorter and combustion may not be as complete, thereby resulting in higher emissions. Also the Mod II ASE operated at a higher heater head temperature (820 temperature

3.1.3.4

째C),

tends

which

may

to increase

Manufacturing

raise

oxides

costs.

factor

in considering

any

cited

concern

by industry

in regard

Mod

II ASE

program.

In this

engineering

Deere

markets

(e.g., per

3.1.3.5

the

testing.

This

MTI,

could

the

for

applications)

cost

and

fully had

value

cost would

completed

concluded

cost

at production

ASE

therefore

never

a competitive

of the

aimed

Deere

costs.

modifications

was

study

and

lower

performance

of course,

a frequently

analysis

and

program.

be built

are

as part

value

effort

higher

for

rates

niche

of about

15,000

year.

Other

satisfactory

significant

operation

truck

operated

Mod

II ASE

USPS

switch

from

gasoline

system

ratio).

This

external

a variety

was

combustion

gasoline

operated only

differing

fuel for

system, and

significant

of fuels.

to diesel

capability

combustion

- Other

unleaded

van

to the ready

results.

well

control

continuous

engine

from

truck

with

design

affect

and

are,

extensive

manufacturability

withdrew

light-duty

in-depth

VA/VE

costs

engine

& Co.

conducted

in engine

engine

alternative

The

emissions.

manufacturing

by Deere

also

temperatures. (NOx)

to Stirling.

of the

could

ultimately that

new

to improve

verified

however,

the

Deere

however,

to be

units

effort

of a number

reduction,

and

out

(VA/VE)

Introduction

have

carried

of nitrogen

- Expected

major

was

combustion

and

JP-4

operates no

fuels

particular

and

a button (particularly

a variety low

octane

D-150

pickup

interchangeably.

gasoline

with

included

I ASE

pressing

characteristics

which

Mod

unleaded

required

operation

requires

The

results

diesel

fuel.

to adjust the

of liquid pressure, or

The

cetane

the

air/fuel fuels

is due

and rating.

During

the

identify

NASA

low-cost,

permeability, head 27,

and

that

head

drive

materials

these

materials.

contained

When

noted

for

signature

150.

The

Army

ideal

for

heavy not

The

in the van,

indicated

3.1.3.6

Stirling

van,

a number application.

toward

CG-

that

these

met

Lewis

brazing,

only

etc.).

(10,000/yr) significant

Lewis

materials

Army

Tank

could use

for

effort

resolving

also

pickup

for

V-8

of the

12).

D-

would

of forward

to auxiliary

(ref.

much

Dodge

engine

transport

signatures

suggested

"exhibited

a conventional

signature

vehicles

truck

Automotive

power

However,

the

units Army

technology.

claim

Air

success

in the

D-150

pickup

Force shortfalls

concerns.

of reduced

can the

than

low

U.S.

Dodge

testing,"

wheeled

engine

it experienced

indicated

heater

material,

NASA

other

of the

at the

D-150

"the

was

program

Industry

automobile

in light

vehicles

although

that

production is no

discussion

tube

(machining,

market

if there

in the

that

combat

Force

niche

hydrogen

at 820 째C

identified

however,

costs

signature

during

applicability

ASE

Air

progress

levels

The

pursue

DOE

(IR)

I ASE

applications

observers."

were

low

and

Mod

4G-A1,

fabrication

with

A heater

to note

detailed

infrared

lower

II ASE

successful.

particularly

A more

the

to operate

Mod

limited

up,

in appendix

Command,

and

that

to develop

the

material,

not

effort

materials,

was

casting

a substantial

high-temperature

effort

costs,

costs

tested

made

It is important

material also

allow

This

requirements.

should

had

would

a heater

addressed

Lewis

nonstrategic,

temperatures.

basic

did

project

in emissions

- At the

of specific Table them.

start concerns

III presents Cost

previously.

and

of the

good

drivability

truck,

and

reduction

DOE

regarding

ASE

concerns

vehicle

testing

the

USPS

and

fuel

program

Stirling

these

demonstrated

and were

and

delivery economy.

industry the

indicates discussed

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3.2

STATUS

Stirling

ANOTHER

engines

applications

are

being

considered

ranging

from

humans

Stirling

engines

use

to megawatt fall

motion

device

such

on the

other

reciprocating

contribute

The

kinematic Thermal

the

Inc.

The

rpm,

horsepower)

at 3,400

rpm.

sets,

a heat head

buses

and

four

of the

efficiency

data,

been

(16

tested.

engine/vehicle

pipe

delivered however,

horsepower). The

STM

system

they

vehicles.

believe

STM

has

accumulating

to date

engines integration

is about

been

gathered

direct-fired are

studies

early are

developed The

power

under

STM4-120

hours (31 levels

way.

control (33

(53 uses and

a direct-fired

applicable

done

of the

stages

power

designed

23 kilowatts

version

in the

automobile.

nonautomotive

and 300

for

that

applications)

would

about

following

kilowatts

for

STM

built

generator,

25 kilowatts

cogeneration 1989,

engines,

configuration

a variable-stroke

of 40

converting

The

is being

designed

During

to power

thus

Michigan.

power

and

to convert

electric

to the

to deliver

noted,

Stirling

Arbor,

originally

that

The

power.

STM4-120

a maximum

head.

have

output

featuring

applications,

engines,

engine;

Kinematic

motion

the

optimized

It was

STM4-120

commuter

heat output

kilowatts

the

small

maximum

solar

was

with

pipe-heater

for

Ann

engine

at 1,800

generator

(STM),

use

free-piston.

as an

engines

mobile

previously

Free-piston

kinematic

as the

such

into

known

engine

medical

to rotary

to useful

and

or a swashplate

device

of Stirling

engine

for

and

or a vehicle.

of another

double-acting F).

pistons)

directly

application

Motors,

kinematic

output

directly

status

horsepower)

heater

pump

as a crank

(or

a pump,

of stationary

applications.

types,

a piston

motion

Stirling

appendix

heart-assist

such

CONFIGURATION

a variety

submarine

device

to the

a four-cylinder,

for

or a compressor

discusses

employed

basic

incorporate

piston

may

(i.e.,

two

from

hand, pump,

paragraph

for

as a generator,

a hydraulic

(see

into

KINEMATIC

8-watt

size

a mechanical

reciprocating

Stirling

STIRLING

to city

limited

testing

of operation.

The

horsepower).

above

engine

12 has

of development

not and

yet no

3.3

COMMERCIALIZATION

3.3.1

Commercialization

From

the

demonstrated

subject

presented

the

key

it is the (Mod

economy

opinion

of the

commercial that

key

contributing

to long-term

achieved.

Key

are

in table

ability

interest

meet how

the the

study

commercial

original $130

that

yet

for

met

in'a

not

yet

program. that

ready

the

for

a Government/industryengine

must

commercial

success

environmental

economy engine

goals

and

can

its

proof-of-concept

evaluation

standards

first

costs and

costs.

program. future

of any

The

There

However, emissions

or in a passenger

manufacturer

required engine

that

the

with

regard

to emissions,

program

did

or fuel

economy

goals

an ASE recently not

risk can

should

the

completed

provide could

shows

in the meet

ever

12-year,

compelling be

met

itself

comply.

to reduce

9) of the

not

manufacturer will

that

to make

need

engine

that

by the

of car.

of the

is evidence

in a vehicle

modifications

engine

pg.

either

proof-of-concept

especially

(see

should

determined

provided

proof-of-concept

goals

version

of durability,

emissions

truck)

should

requirement,

the

installed

a light-duty

design

demonstration.

million

evidence

of the

with

Federal

fuel

demonstration

evidence

commercial

and

expected

at acceptable

demonstrated

to be

(e.g.,

manufacturability

Reasonable

is not

engine's

and

has

participants

ready

to the energy

need

market

and

manufacturable

engine

II ASE

of the

a proof-of-concept

national that

Mod

study

considered

critical

emissions

a niche

in-depth

the goals

Government

a proof-of-concept

Manufacturability in an

STATUS

IV.

with

for

criteria

that

emission

Stirling

criteria

to meet

demonstrated

and

demonstration,

demonstrate

shown

TECHNOLOGY

it is clear

automotive

demonstration.

supported

The

so far,

fuel

II ASE)

commercial

AND

Readiness

results

Therefore,

READINESS

by the

TABLE

National

Industry

goals

Environmental: Emissions that standards a

meet

twenty

years

in the

Mod

II ASE.

goals

can

The engine

that

tested

durability,

on the and

the

specific

entire

that

not

take

built

in the

market

users,

that

goals

applications team and

the

the are

prototype

then

design

or four basic

being

conducted

changes the

prototype fuel met.

(i.e.,

Government

durability

engines

Finally,

engine agencies

(40

a prototype to achieve

commercial

economy,

considered the

with

required

actual

demonstration being

and

proven.

Before

three

to verify

performance

the

costs.

manufacturability

fully

must

verifies

place,

that

been

itself

and

commercialization

Government

has

suggested

at acceptable

thoroughly

to be

has

demonstration

can

and

engines

program but

manufacturability

and

emissions

future.

incorporates

demonstration

future

Ability to use alternative fuels Ability to meet fuel economy requirements

met,

commercial

Ability to meet standards

projected

The

goals

Manufacturability Cost competitiveness (first cost and maintenance) operating costs such as fuel and maintenance)

projected

Energy conservation: Fuel economy that meets requirements a Ability to use a variety alternative fuels

aTen

IV - KEY CRITERIA TO BE DEMONSTRATED WITH PROOF-OF-CONCEPT ENGINE

should

built

emissions, the

to 250)

and

upon

manufacturer, involved).

number would the

of depend

judgment commercial

3.3.2

Technology

Status

significant

examined

in light

against

the

engine

standards

and

decade

The

can

the

made

of the

emissions. the

DOE

and

economy together

level

not

been

ability

to meet

the

anticipated

the

Stirling the

Further,

to determine

needs.

meet The

engine

apparently

emissions attempt

minimum

emissions

the

Stirling

although

verified.

and

the

future.

standards

over

or not can

future

Emissions

environmental

is whether

in the

to change

to improve

configuration)

program

Stirling's

Fuel

has

been

achievable

standards

anticipated

Economy

proposed

(CAFE)

our

overall

and

environmental

conventional baselines more

stationary

time

of Federal

has

ASE

automotive

standards

as associated

powerplants

changing

assessed

is unknown.

Emissions

Also,

to meet

to be

production.

expected

continue

10 to 20 years

engine

Thus,

future

Current

say

it is

to exist

of commercial can

when

needs

expected

engines

at this

exist

Stirling

standards

requirements

modified

engine

However,

years

or free-piston

current

in the

its first

issue

kinematic standards,

durability

are

Stirling

need

so as conventional

emissions meet

see

technology

the

energy

economy

standards

primary

(either

3.3.3

fuel

to the

standards.

and might

emissions

barriers

of current

environmental

when

technology

in both

are

has

groups more

caused

including applications.

and

emissions truck

has

efficient

emissions

stringent

that

CAFE

(light

duty be

standards

and being

heavy

fuel rather

Current by

automotive As

and

separately other.

cleaner.

are

average

evaluation

in the

reasonable

each

ongoing

resulted and

corporate

examined

influence

regulations

It would

and

traditionally

standards

environment

engines

emissions

the

interest

making

a consequence,

proposed

duty)

to expect

and that

Government

industry

regulations

than

the are

for

changing.

all

off-highway in the

future

and all

light trucks, vans, and emissions being

standards

created

such

for

as the

carbon

global

Any

ozone

such

economy

have

to adhere

car.

Furthermore,

passenger

formation (CO)

reduce

would

geographical

locations

within

levels

as Denver,

will

confined

in areas

Colorado.

emissions

where

combine

special

dioxide

stringent regulations

weather

the

exist,

and and

improvements (C02),

are

conditions

in California

cold

additional

of carbon

same

stricter

air basins

that Also,

to the

high

in fuel

gas

that

may

cause

warming.

alternative

designed future

powerplant

and (not

evaluated

the

engines)

and

The

economy

for

as the unique

monoxide

altitude

pickups

fuel

proposed for

the

procedure

the

when

demonstration

time

a demonstration

emissions

phase-in

for

and

fuel

currently it would

and

emissions

goals

today

should

certainly

economy

used be

for

program standards

for

today's

introduced

into

alternative

directed

must

of the

production the

marketplace.

powerplant

to the

year

proposed 2000

and

beyond.

4.0

(_OMMERCIALIZATION

In carrying

out

Motor

Company

engine

companies

Engine questions for

this

study

and

was

responses.

The

and

submitted and

visits

General

- Deere

Incorporated,

discussion,

appendix

ENVIRONMENT

NASA

questions

were

made

Motors

Research

& Company, Kennedy to each

and

the

automobile

Laboratories

Cummins

Engine company

requested

to two

that written

Engine

Company. before each

the company

responses

companies - and

Company,

identical

visit

to serve

provide

received

- Ford

several Hercules list of as a basis

written are

included

4.1

INDUSTRY

4.1.1

Automobile

The

Companies

responses

Motors both

from

Research the

attitudes

the

Fuel

that

economy

spark

enough

to justify

concurs

Spirit

compensated

for

cited

fuel

ignition

test

by both

- Ford

data,

which

exhibited

spark-ignition-engine-powered

Emissions

Stirling

to reach

a standard capability

- Both

in the of the

strongly

0.2-g/mile

year

that

this

is a

in spark-ignition-

of the

better

than

ASE

that

whether for

engines.

such

of the

it can a new

of the

1984

poorer

fuel

test

data, best

ever

be good

technology.

Stirling-powered economy

than

the

Spirit.

companies

the

feels

Both

following:

basis

required

reflecting

Stirling.

of Stirling

the

questions

evaluation

with

but

General

similar,

transmission

the

is no

and

their

the

economy

issues

Stirling

and

quite

capability

included

investment on

and

for

believes,

engines

the

based

vehicle

multifuel

Michigan,

were

concerns

curve

engine

current

same and

Dearborn,

Michigan,

torque

Issues

Stirling

the

good

readily

vehicles.

Company, Warren,

operation the

advantage

powered

Motor

and

quiet

acknowledged

minor

Ford

Laboratories,

same

recognized also

RESPONSES

2004,

question

NO x emission indicating

that

continuous-combustion

that it may

technology

the

potential

has

been

be well used

for proposed

beyond

as the

in Stirling

engines.

Packaging

engine, difficult,

- Both

particularly particularly

Ford

and

in view with

of the the

low

vehicles.

indicated larger

hood

that

radiator lines

packaging required,

of modem

the might

aerodynamic

Stirling be

Hydrogen

hydrogen

containment

recharge

interval

for the automobile

be no more

- Both

companies

In addition

public.

times

They

the cooling

fan should

temperatures.

activities

pursuing GM

anything

chose

by Stirling

to respond

as being

and would

instead

was unacceptable

over production

unacceptable of power

operating

was not part

as a new engine

tubing.

to the driving required

to drive

conditions,

because

in such advanced

of Ford

technology.)

such radiator

of this study

the lead

to define

costs,

over the relatively

to cycle on to maintain

hydrogen

oil changes.

they did not get involved

to our request

that

its high-temperature

amount

have

Corporation that

as major

with

in extreme

by Chrysler

current

cited concern

large

the fan might

Chrysler

statements

head

that the current

indicated

concerns

Motors

it be required

Motors than

expressed

the relatively

when

(The

technology

frequent

General

required

also cited

up a grade,

issues,

indicated 2 weeks

General

the cost of the heater

to these

cold-start

going

application.

should

Costs

companies

of approximately

recharges

particularly

long

- Both

and GM

Neither

an appropriate

Ford

in nor

demonstration

program.

4.1.2

Engine

Companies

4.1.2.1

Deere

& Company.

- Deere

written

response

including

point-by-point

asked.

To summarize

Deere (the

had been potential

mainly

to conduct

what

the value

they presented

would

be needed

a commercial-based

Deere's

effort

submitted

written

and

and value testimony

acted

that

response:

as a

engineering

study.

to the Congress

to commercialize

field test

Illinois,

and was the key participant

analysis

Moline,

to the 10 questions

and

in Stirling

in the NASA

participation

in detail

answers

our discussions

interested

in conducting

of that

explaining

extremely

manufacturer)

subcontractor a result

briefly

& Company,

the engine

of a statistically

significant

number that

of prototype

a total

to be

of $85

provided

demonstration

When

Cummins

Engine

manufacturer

pursuing

is currently

application.

cases

The

first

conversion

system.

Engine

Company.

The

proof-of-concept

total

and

neither

Stifling

increased

the

not

estimated

$20

million

commercial

forthcoming,

Deere

service

moving

key

Stirling

engines

must

Highlights parts

along

potential

for

intervals

with

free-piston

is in its infancy are

require engines,

that

substantially and

that

the

larger

production

response reduction

waste costs

at this

The

of their

freeFewer

or elimination

engines.

heat

as the

use.

longer

is an

funded

preliminary

follow:

life,

and

Free-piston

substantial

free-piston

a 25-kilowatt

serving

in the

in light

requires

initial

program

Lewis

maintenance,

Cummins

is for

reviewed

the

electric

completed

automotive

Stifling

and

already

NASA

power

free-piston

for

with

low

with

is a cost-shared

of their

solar

by the

is currently

for

engines

program

applicable

to the

disadvantages

second

program

questions

has

U.S.

application.

funded

through

is directly

major

solar-powered,

This

Company

activities.

however,

Among

engine.

DOE/NASA

to our

Stirling

system

The

only

programs

is privately

Stirling

Company,

commercial

engine

free-piston

activity

as the

for

Stirling

tests.

engine

fewer

leads

conventional

with

Engine

States

is a 5-kilowatt

This

Engine

engine

and

technology,

They

project,

was

engines

are

Stifling

This

response

oil changes

the

Cummins

United

two

solar-dish

Cummins

stage;

parts

buyers.

to support

support

Stirling

these

free-piston

manager.

piston

for

- The

in the

solar-powered

Cummin's

required

Federal

of these

Stirling

design

of potential

primarily

conducting

In both

output.

project

Company.

is unique

DOE

hands

project.

Indiana,

Cummins

would

program.

4.1.2.2

power

million

Government

the

Columbus,

in the

by the

dropped

engine

engines

Stirling

development.

infant

technology,

exchangers stage

that

than

are

essentially

unknown.

4.1.2.3 Inc.,

Hercules Canton,

Ohio,

Engine would

Incorporated. be

their

- MTI engine

has

stated

manufacturer

that in their

Hercules proposed

Engine

Stirling commercialization efforts. In our indicated

that

provide

they

were

Hercules

manufacture.

funds

Hercules

as conventional

but

components

in the

with

a huge

having

any

new

much

effort

to redesign

a $10

to $15

year.

Hercules

engines

diesel

engines from

4.1.2.4

Kennedy

there

oil

disposal,

ignition

their

inability

identified

They

contemplate

kilowatt

Stirling

engine

they

engine could

assembling

fill

and

testing

which

it believes No

too

fuel

believe efficient,

a $4 to $5

million

followed

costly

since

per

industrial to

eventually

response

engines

endorsement

will

written

They

thousand

a strong

- Kennedy interest

can

reduced

replace has

II ASE

been

stationary

that

detailed

applications

sets,

cogeneration, time

not

a manufacturer.

engines

by purchasing themselves.

the

They

multifuel

capability, Their

MTI

believe

for

evaluation.

marketing for

a 125-

heat

Nonetheless, from

that

they

studies

are

150-

recovery, Engine they

suppliers

and

primary

applications

Kennedy

parts

Biloxi,

engines.

from

for

this

Company,

eliminated.

Stifling

engines

markets

suggested

irrigation.

in Stirling

a Mod

niche

Engine

in emissions,

in generator

the

Stifling

manufacture,

to 40

II ASE

time.

initial

remanufacturer, manufacture

gave

to obtain

but

may

Hercules

strong

several

needed.

agriculture,

can

Stirling

advantages

oil changes

was

the

Mod

the

more for

and

would

unconventional

anything."

need

they

and

credited

much

production

to produce

Company.

since

to burn

the

but

of the

and

Hercules

sees

they

production system

cheaper,

applications.

significant

Stirling

that

a very

believe

uses,

tooling

at this

Engine

for

engines,

Hercules

may

have

for

to $1,300.

expressed

that

They

cost

II ASE

in heavy-duty

received

concern

Mod

Hercules

Hercules engine

tolerances

"able be

for

drive

tight

either

with

Stirling

engine

engine.

in being

is concerned

spark

Mississippi,

of the

must

the

kinematic with

emissions.

at $1,200

natural-gas

portion

engine

the

advantage

million

sell

to redesign

concerned

top

lower

to produce

assessed

was

technology

or have

prepared

discussions

marine Company

believe and

is that

4.1.3

Gas Research

The

Gas

Institute

Research

development

of stationary

(with

some

lower

emissions

invested

DOE

over

Stifling

production

funding

Stirling,

technical

engines.

basis.

However, success

4.2

COMMERCIAL

4.2.1

Demonstration

industry

of stationary

hinder

of stationary,

for Stirling

Stifling.

Thus,

in order base

engines

They

gas-fired

being

program

have

been

in low-

produced

potential GRI

to assess

for

kinematic

have

to compete

engines

the

potential

at commercialization

level,

a technology

Stifling

engines.

they see the long-term

for the

plans

to continue

worldwide

aimed

on a

Stifling

at solving

the

commercialization.

DEMONSTRATION

NEEDS

Goals

has suggested

demonstration

would

manufacturers

and users

proceeding

a variety

supporting

of Stirling's

conventional

at a lower

and to pursue that

than

Attempts

with

has been

natural-gas-fired

out the difficulty

although

problems

Illinois,

1980 in recognition

to develop

markets

commercial

development

since

point

stationary

eventual

The

funding)

They

production

Chicago,

(nonautomotive)

$25 million

unsuccessful.

(GRI),

and less maintenance

and free-piston

mass

Institute

to initial

that

the primary

be to provide to make

production.

goal of a commercial

sufficient an informed Specific

information investment

objectives

for engine decision

of a demonstration

would

include

Determine

the basic fuel

in a real

user

environment

goals of performance,

if the alternative

life, reliability,

economy.

durability,

engine emissions,

meets and

Determine

relative

4.2.2

Identify

Determine

the

They

manufactured

for

new

that

of the

Stirling

engine

application.

problems

of user

state

about

that

installed

continued

environment

with The

revealed

acceptance

and

in the

of the

and

effort

paragraph

letter

(see

a technology

Written as well

engines

demonstration.

Stirling

engine

demonstration

were

need

in "real for

to be

and

DOE

H for

Electric

agency

carried as has

out been

durability

development.

in a relatively out

the and

controlled maintenance Hybrid

responses)

in the

distinguishes

electric

suggested

for

It is important to distinguish that the electric vehicle demonstration was a market demonstration. That is, its goal was to effectively bootstrap an entire industry into existence. In order to achieve that goal, it included all phases of a prototype industry, including manufacturing, marketing, sales, and service. The goal also dictated a fairly large demonstration and well over 1,000 vehicles were involved. By contrast, for the Stirling engine, a more modest technology demonstration may be more appropriate. A technology demonstration involves about 50 to 100 vehicles.

These

vehicles

are

usually 43

identical

and

received

world"

life

to carry

declined

Government

performance

personnel

as was

inputs

would

out

the

Motors)

as several

needed

carried

appendix

General

evaluated

subsystem

from

demonstration,

area.

and

would

dedicated

and

to 250

in vehicles

must

(Ford

Deere,

component

trained,

Division's

in this

engines

following

a market

input GRI,

a demonstration

program,

for

interviewed

Additional

and

between

degree

Kennedy,

and

environments.

Propulsion

any

disadvantages

Demonstration

request

Cummins,

activities.

and

engine

resolve

companies

to our

agencies.

Such

and

automobile

testing

standard

of Commercial

respond from

advantages

application.

Definition

Both

to the

that

the

vehicle Stirling.

concentrated in a small number of fleets, so that maintenance activities can be conducted by properly trained full time personnel. The vehicles can be assignedto different users to evaluate user reactions. The technology demonstration concentrateson an evaluation of vehicle and subsystemperformance, reliability, and cost in a semicontrolled environment. It does not attempt to create a prototype industry or to simulate actual free market conditions. The vehicles are assignedto trained personnel and subjected to periodic service and maintenance procedures to assurereliable operation. 4.3

BUSINESS CONSIDERATIONS

4.3.1 Risk Reduction

Industry comments suggestthe major overriding businessconsideration required to put an alternative engine such as Stirling into production is the very high risk involved. Factors contributing to this high risk include 1. Ability to meet performance goals 2. In-service life, reliability, and durability 3. User acceptance 4. New mass production manufacturing requirements 5. Production costs 6. Maintenance costs 7. Warranty liabilities This very high risk combined with the very high cost of tooling up for mass production of an alternative engine make it highly unlikely that such a new engine would ever be introduced directly into the high-volume automobile production market. Instead the engine should first be commercialized in limited niche markets in small quantities (of the order of a few thousand per year) where initial tooling costs should be more reasonable. Even then, in these niche markets the risks could still be too high for an engine manufacturer to commit to full production. t,4

4.3.2

Government

and

addressing

sharing

for

potential

- fuel

accrue.

to the

national

provided

to help informed

industry's

cost

The and general

reduce decision

share and

market

in the

face

ASE

public.

emissions

technology be

primary and

shows

appropriate

risk

and

proceed reflect

a reasonable

of more

benefits stringent

regulations).

funding

the

same

of risk, and

basic

benefits is an

for

a manufacturer

balance (profits

whose

potential

at two

standards.

Government

so that

the

these

benefit

economy

to production.

corporate

goals

sufficient

sufficiently

aimed

corporate

fuel

that

to whom

been

national

cost

to assess

and

has

are

industry

appropriate

program

The

and

technology

These

the

should

potential

engine

DOE

future

Government

it seems

emissions.

it might

commitment, share

alternative

engine

goals,

and

demonstration,

to meet

alternative

Sharing

of funding

of any

ability

If a new

at an

questions

economy

accrue

improved

Cost

a commercial

would

key

the

benefits

benefits goals

Industry

ability

meeting be could

time corporate to maintain

arrive

5.0

FEDERAL

PARTICIPATION

Although

all

the

contributing

involved

to this

long-term

sponsorship

individual

agency

Systems

states

industry's

responses

in any

"commercialization â&#x20AC;˘ . . should

6.0

agencies

have

II ASE

technology

and

commercial

desire

to participate

commercialization DOE's

the

Office

demonstration

demonstrations

solely

by the

industry."

effort.

(See

of Transportation

information

focused

supported

cooperative

the

engine H.)

further

were

indicated

in appendix

ASE

efforts

none

of a Mod

the

SPONSORSHIP

Government

report,

that

use

AND

"are

activities" with

available

for

and

potential

customers

FINDINGS

The

following

DOE

would

Mod

II ASE

interest

commercial effort

any

offered

not

Federal

engine

potential

met.

has

regarding

users

achieved

agencies

demonstration

by the

designs

the

a level

Mod

II ASE

developed

program.

developer achieved

nor

Neither the

under

completed.

Although

the

emissions

reduction

not

been

determined,

it has

the

II ASE

Mod

level

of Federal

must

been

verified.

emissions

directed

introduced

fully

into

to meet the

fuel

the

goals,

economy

goals

marketplace.

II ASE

the

sthndard

development

evaluation the

conducted

proposed

engine

program

were

appears

to have

some

Mod

the

that in a

of the

nor has

any new

Federal

Mod

although

potential

Although

standards,

the

or value

manufacturers

proof-of-concept

all of their

The

of performance

or engine/automobile

were

promise,

are

sponsorship:

The

with

findings

emissions

II ASE

alternative anticipated

meets

engine when

not

durability the such the

current as Stirling engine

will

Introducing

near

term

risk,

and

new

is highly the

application the

any

unlikely

difficulty

in a niche

confidence

alternative

and

engine

because

of the

of predicting market

large

into

needed

low

the

capital

manufacturing

at relatively

experience

directly

investment,

costs.

mass

high

initial

quantities

a later

in the the

Instead,

production

to support

automobile

may

build

production

decision.

Advancing

engine

and

improved

the

program

vehicle

manufacturers

will

initial

entry.

Commercial

the

manufacturer.

manufacturability

market

beyond

need

The

and

lower

to decide

demonstration

manufacturer

and

developer

Government)

and

could

and

Mod cost,

what

plans

involve

proof-of-concept

the

further

was

engine

intended

improvements

are

user

organizations 40

primarily

to 250

(both

involve

necessary

by the private

engines.

the

to offer

vehicle

be defined

from

must

and

must

anywhere

II ASE

phase

engine and

for

REFERENCES

Nightingale, Noel DOE/NASA/0032-28, Haverdink,

W.H.,

P.: Automotive NASA CR-175106, Heffner,

F.E.

Stirling Engine. Mod II Design MTI86ASE58SRI, October 1986.

and

Amann,

C.A.:

Experimental Stirling-Engine-Powered Automobile. Research Publication GMR-4817, August 31, 1984. .

Report.

Assessment of an General Motors

Anon.: Test & Evaluation of a Mod I Automotive Stirling Engine. Company, Technical Report No. JD-83-PECg, August 30, 1985. Shaltens, Richard DOE/NASA/50112-62, Shaltens, Project.

K.: Stirling NASA TM-87227

Richard K.: Phase DOE/NASA/50112-76,

Powered Van (Revised),

I Results From NASA TM-I00978,

Program 1986.

Deere

Overview.

the Stirling-Powered 1988.

Vehicle

Cronin, James F.: Air Force (AF) Test Experience of the Automotive Stirling Engine. Proceedings of the Twenty-Fifth Automotive Technology Development Contractors' Coordination Meeting P-209, Dearborn, Michigan, October 26-29, 1987.

Richey, A.E. and Connelly, Evaluation Program. ASME

Tung, Vincent: Stirling Engine Powered Long Life Vehicle Evaluation Program Final Report. United States Postal Service. February 13, 1990 (Unpublished Report).

M.: Paper

Upgraded 89-ICE-7,

Mod-I Stirling 1989.

Anon.: Characterization of Multifuel Stirling Engine Southwest Research Institute. SWRI-2213, April 1988.

Engine

Field

Emissions.

i0.

Hare, Charles T. and Gutgsell, Multifuel Stirling Demonstration No. 890150, 1989.

ii.

Private Correspondence: J. Gallagher, Colorado Department of Health, State of Colorado to R. Shaltens, NASA Lewis Research Center. Exhaust Emissions and Fuel Economy Tests Conducted on Mod-I Stirling Powered Pickup Truck. November 27, 1989.

12.

Memorandum: Grant R. Gerhart, RSA, U.S. Army Tank Automotive Shaltens, Cleveland,

Gregory A.: Characterization of Mod I Vehicle Emissions. SAE Technical Paper

Chief Applied Research Branch, AMSTACommand, Warren, Michigan to Richard

Stirling Technology Branch, Ohio, March 6, 1990.

NASA

Lewis

Research

Center,

BIBLIOGRAPHY

Amman, Charles A.: Technical Paper No.

Anon.: An Assessment of Farm-Based Approaches for the Use of Stirling Engine. RCG/Hagler, Bailly Inc., HBC Reference No. June 1988.

Anon.: Annual Department of

The Automotive 891666, 1989.

Energy Energy,

Engine

Outlook 1990, With DOE/EIA-0383(90),

Future

Projections 1990.

Anon.: Characterization of Multifuel Stirling Engine Southwest Research Institute. SWRI-2213, April 1988.

Anon.: Engine 1988.

Comparative Technologies.

Anon.: Update.

Domestic Energy

Anon.:

EPA

Hybrid Vehicles Year 1988. U.S

Environmental

July

of Free-Piston D. Little Inc.,

Manufacturers' Fuel Economy and Environmental Analysis,

Anon.: Electric and Congress for Fiscal February 1989.

Agency, .

Assessment Arthur

27,

News.

and ADL

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