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Afterburning Ericsson Cycle Engine

Conference Paper · August 1999

DOI: 10.4271/1999-01-2880

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SAE TECHNICAL
PAPER SERIES 1999-01-2880

Afterburning Ericsson Cycle Engine

Richard A. Proeschel
Proe Power Systems

Reprinted From: Combustion and Controls for Advanced Engines

(SP-1469)

Future Transportation Technology

Conference and Exposition
Costa Mesa, California
August 17-19, 1999

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760
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Printed in USA
 1999-01-2880

Afterburning Ericsson Cycle Engine

Richard A. Proeschel
Proe Power Systems

Copyright © 1999 Society of Automotive Engineers, Inc.

ABSTRACT "afterburning" Ericsson cycle engine because, as shown

in Figure 1, fuel is injected and combustion occurs after
Initial development of an afterburning Ericsson cycle the air has performed work and is exhausted from the
engine is described. The recently developed engine expander. The low pressure heated air and combustion
integrates the Ericsson cycle power producing processes products are then circulated around the exterior of the
(compression, heating, expansion, and cooling) with the expander cylinder so that the cylinder is continually
combustion process. This cycle is capable of high ther- heated at all times. At least one secondary burner within
modynamic efficiency and provides complete, continu- the expander exterior circulation passages functions to
ous, combustion. The cycle offers the opportunity to reheat burner products, improve efficiency, and to provide
achieve the high efficiencies that are promised by Stirling more uniform heating with lower flame temperatures.
engines but have not been achieved in practice. Unlike The circulation around the cylinder is enhanced by fins
Stirling engines, there is no efficiency lost in an external and guide vanes to cause a high rate of heat transfer on
burner by having to heat the combustion air from ambient the outside of the expander cylinder. The principal of
temperature. Instead, combustion is initiated at the high operation is that combustion is initiated at the high tem-
temperature of the isothermal expander exhaust. The perature of the expander exhaust and is ideally equal to
flame temperature combustion products then transfer the heat required to maintain isothermal expansion of the
heat to the expander while cooling back to the expander air within the expander. In this manner, this engine inte-
temperature. In this manner, all the heat of combustion is grates a burner into the basic Ericsson cycle while retain-
available to the cycle. ing an ideal efficiency equivalent to a Carnot engine.
The afterburning Ericsson cycle engine can potentially LEGEND
LOW PRESSURE AIR
use mostly conventional internal-combustion engine HIGH PRESSURE AIR
components to provide reduced fuel consumption and FUEL FUEL
IN
COMBUSTION PRODUCTS
minimized emissions. Such powerplants may become a SECONDARY
AFTERBURNER FUEL
HEAT TRANSFER CONTROL
viable alternative to diesel engines or a candidate for use MECHANICAL WORK
FLOW
PASSAGE VALVE

in hybrid vehicles. The cycle also has the environmental

advantage of being adaptable to a wide range of both liq- EXHAUST
COMPRESSOR
uid and gaseous fuels.
AIR IN

INTRODUCTION EXPANDER

PRIMARY
HEAT REGENERATOR AFTERBURNER
OUT
An afterburning Ericsson cycle engine is described. The
engine is a reciprocating engine, based on a modified WORK IN

Ericsson hot-air cycle, which integrates the power pro- FIG. 1

WORK
OUT
ducing processes (compression, heating, expansion and
cooling) with the combustion process. The integrated
cycle maximizes thermodynamic efficiency while assur- TECHNICAL DESCRIPTION
ing complete combustion to minimize pollution and to
obtain the full heating value of the fuel. The afterburning It is known from thermodynamics that the maximum effi-
Ericsson cycle engine overcomes the current disadvan- ciency of any engine cannot exceed the efficiency of a
tages of both the Stirling and other Ericsson cycle Carnot cycle engine. The efficiency of this cycle is
engines. The engine operates as an Ericsson cycle dependent only on the temperature of the hot and cold
throughout the isothermal compression, constant pres- reservoirs and is given by:
sure regenerator heating and isothermal expansion por-
tions of the Ericsson cycle. The engine is termed an ε = 1 - Tc/Th (1)

1
where ε=cycle efficiency ple of this approach is the Cataldo [3] modified Ericsson
Th=absolute temperature of the cold reservoir. cycle engine. In his patent, Cataldo disclosed a modified
Tc=absolute temperature of the cold reservoir. Ericsson cycle engine where fuel is injected and ignited
in the high temperature/high pressure air stream between
Two other cycles also have the same efficiency as the
the Ericsson cycle regenerator and expander. This
Carnot cycle, the Stirling cycle and the Ericsson cycle.
approach offers the advantage of high burner efficiency
Like the Carnot cycle, both of these cycles are based on
since the combustion air has been preheated by the
isothermal expansion at a high temperature and isother-
exhaust gas regenerator prior to ignition. However, this
mal compression at a low temperature. The Stirling cycle
type of combustion cannot provide heating throughout
connects the isothermal portions of the cycle by constant
the expansion process because part way through the
volume processes and the Ericsson cycle connects them
expansion process, the expander inlet valve closes and
by constant pressure processes. Both the Stirling and
isolates the burner from the expander cylinder. Once the
Ericsson engines have as their basic parts a low temper-
expander inlet valve closes, an additional fuel injector is
ature piston and cylinder connected to a high tempera-
needed to maintain combustion for isothermal expansion.
ture piston and cylinder through a regenerator. The
This two-stage process requires two separate high-pres-
major physical difference between the two cycles is that
sure fuel injection systems and complex fuel timing and
the Stirling cycle is a closed cycle engine having no
control. A further limitation of the Cataldo engine is that it
valves and the Ericsson cycle is an open cycle engine
exposes the expander inlet valves to the full flame tem-
having valves controlling the flow of air into the respective
perature of the combustion process. High valve tempera-
cylinders. Considerable effort has been utilized in the
tures have historically limited the life of Ericsson engines
development of the Stirling cycle engine in attempts to
[4].
exploit its potential for high thermodynamic efficiency.
However, the Stirling Engine has practical limitations that
MECHANICAL DESCRIPTION – Figure 2 shows a cross
have prevented its success. First, it is not well suited for
section of a single expander afterburning Ericsson cycle
an air-cycle engine because it has a poor power/volume
engine. The basic engine consists of a cold cylinder
ratio unless it is pressurized and/or operates on a low
(compressor) (1) , a hot cylinder (expander) (2), a
molecular weight fluid [1]. Secondly, variable speed and
regenerator (3) and an afterburner (4).
power levels are not easily obtained [2]. Finally, and
most importantly, unless it uses a non-combustive heat The compressor (1) operates much like a standard air
source such as solar or nuclear power, the Stirling cycle compressor using conventional air compressor disk or
engine requires a separate external burner which, feather check valves (1c and 1d) [5]. The compressor is
although not part of the working air cycle, has its own air cooled by cooling fins (1f) with air forced over the fins
thermodynamic cycle. The overall engine efficiency is by a blower (6) which is driven with a belt (6a) connected
therefore the product of the Stirling cycle efficiency and to the main crankshaft (5) by pulleys. As an alternate,
the burner efficiency. The burner efficiency (ratio of the the compressor can be water cooled with a water jacket,
heat available for isothermal expansion of the working air pump, and radiator to remove heat and to approximate
to the heat required to warm the burner air to the flame isothermal compression. Another alternative compressor
temperature) is approximated by: cooling approach is to use free convection with the fins
(1f) alone. Just as with conventional internal combustion
εb = (Tf-Th) / (Tf-Ta) (2)
engines, the selection of cooling method depends on the
where εb=burner efficiency application of the engine and is a trade-off of the avail-
Tf=burner flame temperature ability of free air circulation against the parasitic loss of a
Th=isothermal expansion temperature water pump, blower, or cooling fan.
Ta=temperature of air entering the burner.
The compressor is connected to the expander cylinder
As equation 2 shows, if the combustion air enters the (2) though a regenerator (3) which preheats the com-
burner at low ambient temperature (T a), the burner effi- pressed air. The expander cylinder is similar to a stan-
ciency can significantly offset the potentially high cycle dard internal combustion engine cylinder and has cam
efficiency. Ta can be increased to increase the burner (2a) driven intake (2b) and exhaust (2c) valves that con-
efficiency by using a regenerative preheater to warm the trol the airflow through the expander. The expander is
burner air with the exhausting combustion gases. How- externally heated by the hot combustion product/air mix
ever, the preheater further increases the complexity of from the expander afterburner (4) that flows through pas-
the Stirling engine by adding an additional heat sages around the expander cylinder (2d). The expander
exchanger. flow passages (Figure 3) have fins to increase the heat
transfer rate and flow dividers to increase the flow veloc-
The Ericsson cycle engine, being an open cycle, has the
ity, Reynolds number and, consequently, heat transfer on
potential to combine the combustion process with the
the outside of the expander cylinder wall.
working cycle to avoid a burner efficiency loss without the
complexity of additional preheaters. An excellent exam-

2
 7 2j
1 3 3
8 9 1f 3a

1c 1d

1a 4a
1f 4b 4
2h
2
1b

2a 2c 2b
2m 2k

2c
2f
5
6 6a

2e 2d
2g 2g
4c

FIG. 2
EXPANDER CYLINDER only part way down the expander cylinder so that the ini-
tial air volume can fully expand and produce work. The
Flow pressure ratio of the engine is determined by the timing
Divider
FLOW
DIVIDER
of this intake valve cutoff combined with the crank geom-
FIN
Annulus etry and the relative cylinder volumes. (The pressure
OUTER
Geometry
ratio is a key parameter in engine performance that is dis-
SHROUD

Fins
cussed in the following thermodynamic description of the
engine.)
FLOW
IN

After the expander piston reaches bottom dead center,

FLOW the exhaust valve (2c) opens and remains open until the
OUT
piston moves to top dead center. The low-pressure air is
forced out of the expander into the afterburner (4). The
FIG. 3 air is reheated by the expander internal cylinder wall dur-
ing this process and enters the afterburner at a high tem-
The pistons (1a) and (2e) are connected to a crankshaft perature. Fuel is injected into the afterburner through a
(5) by connecting rods (1b) and (2f). The high tempera- fuel nozzle contained within the burner can (4a). Once
ture expander and regenerator are insulated (3a and 2g) the engine is running and warmed up, no means of igni-
to minimize heat loss. Air enters the engine through an tion is required since the expander exhaust temperature
air filter (7) and passes through a venturi (8) and a butter- is well above the fuel/air ignition temperature. However,
fly valve (9) which regulate speed and power by control- a spark igniter (4b) is provided to ignite the fuel/air mix-
ling the amount of fuel and air entering the engine. (Fuel/ ture during startup.
Air mixture control is described in a later paragraph.) After exiting the afterburner, the hot air/combustion prod-
The air then enters the compressor cylinder through the ucts swirl around the outside walls of the expander cylin-
intake check valve (1c). After compression, the air exits der in the expander heating passages (2d) where they
through the compressor exhaust check valve (1d) and provide the heat for isothermal expansion. An additional
flows through the regenerator (3) where it is heated by fuel burner (or burners) (4c) can be located in the
hot air/combustion products exiting the expander heating expander passages to minimize the requirement for high
passages (2d) through the connecting tube (2h). flame temperatures. (Multiple burner effects on perfor-
The air then enters the expander through the expander mance are described in the thermodynamic section.) The
intake valve (2b) and expands as the piston (2e) moves combustion product/hot air mix then passes through the
down the cylinder. Heat is transferred to the expanding connecting tube (2h) to the regenerator to preheat the
air from the external heating passages (2d) through the incoming high-pressure air stream from the compressor
cylinder wall to provide continuous heating throughout exhaust (1d). The cooled air/combustion products then
expansion. The intake valve closes after the piston is exit the engine (2j).

3
Engine materials are generally aluminum for the cold valve regulates fuel flow. As airflow increases, the venturi
sections (compressor, blower, and connecting rods) and vacuum increases correspondingly. The diaphragm then
stainless steel for the hot sections (regenerator and compresses the fuel valve spring and causes the tapered
expander). A steel crankshaft is used. The compressor needle valve to move further out of the fuel jet, thereby
uses a standard aluminum piston (1a) with conventional increasing the fuel flowrate. Ideally, the air/fuel ratio is
piston rings. The expander piston (2e) has a thin high maintained nearly constant to maintain a constant
temperature steel extension (2k) that allows the piston expander temperature so that throttle response is not
rings (2m) to remain in the unheated lower portion of the affected by thermal lags caused by changing the temper-
cylinder in the manner of a Heylandt expander [6]. The ature of the engine parts.
lower piston ring temperature assures long life sealing
Figure 5 shows typical fuel valve performance as gener-
and allows the use of conventional oil for lubrication.
ated by a computer model of the fuel valve. The design
Expander poppet valves (2b and 2c) are high tempera-
airflow for this engine is 36 kg/hr and the vacuum fuel
ture valve material or ceramic valves such as currently
control is able to maintain a nearly constant air/fuel ratio
being produced by TRW Automotive and General Motors
from 30% to over 125% of that design flow. The perfor-
for automotive applications [7]. Ceramic valves are
mance shown is for a constant taper needle valve. If
potentially better able to withstand the high valve temper-
desired, a two step needle valve can be used to provide a
atures.
more constant air/fuel ratio at the lower air flow rates.
Additional portions of the engine that are not shown are a Alternatively, electronic fuel control, using expander wall
starter motor to crank the engine during starting, a piezo- temperature as a control point can also be used.
electric or electronic ignition system for the igniter (4b) to
ignite the initial fuel/air charge. Although a single com-
pressor/expander set is depicted in Figure 2 for clarity,
the preferred configuration is to have at least two
expander cylinders (and two associated compressor cyl-
inders) with a common regenerator and afterburner.
Exhausting two expanders with cranks 180° apart into a
single afterburner enhances combustion efficiency by
providing the afterburner with a continuous, rather than
intermittent, air supply.

AIR VALVE
AIR
CLEANER

VENTURI
FIG. 5
THROTTLE
PLATE
THERMODYNAMIC DESCRIPTION

AIR Ideal Cycle – The afterburning Ericsson Cycle is based

VACUUM OUT on the ideal Ericsson cycle shown in the temperature-
LINE SPRING entropy diagram of Figure 6. The ideal cycle consists of
DIAPHRAM the processes comprising the cycle of 1-2-3-4-1. The
PISTON
AIR IN
ideal Ericsson cycle consists of isothermal compression
at the cold temperature, Tc, from the initial pressure, P0,
SEAL
FUEL FUEL
to the high pressure, P1, as shown in 1-2. From points 2
ATMOSPHERE
VALVE
REFERENCE
BACKPRESSURE
PISTON
to 3, the process consists of heating at constant pres-
VENT
NEEDLE VALVE
sure, P1, from Tc to Th. Points 3 to 4 represent isother-
SEAL mal expansion from P1 to P0 at temperature Th. The
FUEL process between points 4 to 1 depicts constant pressure
JET
cooling from Th to Tc at pressure P0. Using a regenerator
allows the heat required for heating from 2 to 3 to be
FUEL
IN FIG. 4 obtained from the heat rejected in cooling from 4 to 1.
The cycle then operates by adding heat during the iso-
Engine speed and power control can be accomplished as thermal expansion from 3 to 4 and by removing heat iso-
shown in Figure 4. Air enters the engine through the air thermally during compression from 1 to 2. The efficiency
cleaner and passes through a venturi that is connected to of this cycle is the same as a Carnot cycle operating
the fuel control valve by a vacuum line. A conventional between the temperature limits Th and Tc as defined by
butterfly throttle plate regulates airflow. The fuel control Equation 1.

4
 3 Th 4 where: R=Gas constant
Cp=Constant pressure specific heat
ln=Natural Logarithm
Because the area within the T-S diagram for the ideal
afterburning Ericsson cycle 1-2-3-4-5-4a-1 is the same
P1 P0
as for the ideal Ericsson cycle 1-2-3-4-1 the cycles have
the same efficiency; the Carnot efficiency of equation 1.
Combining equation 1 and 3c, allows the efficiency to be
defined in terms of the flame temperature, Tf, and the
cold temperature T c by:
2 Tc 1 ε=1-Tc [1 + (R/Cp) ln(P1/P0) ] / Tf] (4a)
If an additional burner is located in the expander heating
FIG. 6 passages, the burner cycle repeats and the overall cycle
becomes 1-2-3-4-5-4a-5a-4b-1 as shown in Figure 8.
The ideal afterburning Ericsson cycle is shown in Figure
5 5a
7 and consists of the processes comprising the cycle of
1-2-3-4-5-4a-1. The state points 1,2,3, 4 and 4a are the
same as for the ideal Ericsson cycle. However, the addi- 3 Th 4 4b

tional process 4 to 5 represents the afterburning process 4a

where the isothermal expander exhaust is heated at con-
stant pressure, P0, from the expander temperature, T h, to
the afterburner flame temperature, Tf. The process from P1 P0
point 5 to 4a is the heat transfer from the expander heat-
ing passages (Figure 3) to the expanding air within the
cylinder. The heat added in going from point 4 to 5 is the
same as the heat required for isothermal expansion from 2 Tc 1
point 3 to 4 and allows the required flame temperature to
be calculated from:
FIG. 8
H5-H4=Th (S4-S3) (3a)
During each passage through a burner (point 4 to 5 and
where: H5=Enthalpy at flame temperature, Tf, and P0
4a to 5a), the air/combustion products increase in tem-
H4=Enthalpy at expander temperature, Th, and
perature. Heat is then transferred to the air within the
P0
expander during each passage from point 5 to 4a and 5a
S3,S4=Entropy at beginning and end of
to 4b. The repeated heating/cooling process allows a
expansion.
lower flame temperature given by:
5 Tf=Th [1 + (R/nbCp) ln(P1/P0) ] (3d)
where nb=Total number of burners.

3 Th 4 4a
The efficiency then becomes:
ε=1 - Tc [1 + (R/nbC p) ln(P1/P0) ] / Tf (4b)

P1 P0 As more burners are added, Tf approaches Th and the

cycle approaches the ideal Ericsson cycle.

Real Cycle Effects – Assuming Tf and Tc are fixed by

2 Tc 1 material limits and ambient temperature respectively,
equations 4a and 4b predict the efficiency of the after-
burning Ericsson cycle engine increases with decreasing
FIG. 7 peak pressure P1. However equation 4a and 4b repre-
sent an ideal cycle having no losses. The actual engine
For an ideal gas, the flame temperature, T f, is given by
has flow pressure losses, thermal efficiency losses, heat
solving 3a:
losses and mechanical losses. These all contribute to
Tf=Th [ 1+ (S4-S3)/Cp ] (3b) determining the optimum pressure ratio for the engine.
Assuming the flow losses between the compressor and
or Tf=Th [ 1+(R/C p) ln(P1/P0) ] (3c)
expander and from the expander to the atmosphere are
equal and are given by ∆P, equation 4b is modified as:

5
 ε = Tcln(P1/P0) {1+ (R/n bCp)ln[ (P1-∆P)/(P0+∆P) ]} G = gas flow per unit time divided by piston area
Tf ln[ (P1-∆P)/(P0+∆P) ] (5) µ = gas viscosity measured at mean effective
gas temperature
Equation 6 was developed from test data for 19 air and
water-cooled; spark ignition and Diesel; automotive, air-
craft, marine, locomotive and truck engines with cylinder
bores from 2.5 to 28 inches (63.5 to 711 mm). It was
found to correlate all the data very well.
Equation 6 was developed for typical internal combustion
engines and for such engines the temperature differ-
ences between the combustion chamber, cylinder walls,
and coolant indicate that the ratio of the overall heat
transfer coefficient to the inside coefficient, h/hinside, is
between 0.8 and 0.9 [10]. Therefore, a reasonable
approximation for the inside heat transfer coefficient is:
FIG. 9 hinside = (10.4/α)(k/b)(Gb/µ)0.75 (7)
where: α = h/hinside = (0.8 to 0.9)
Figure 9 shows a plot of equation 5 for air with various
pressure loss values for a single burner (nb=1). It shows Equation 7 is also modified with an area factor to account
that pressure losses have a significant effect on the after- for the variation in the cylinder wall that is exposed to the
burning Ericsson cycle efficiency, particularly at lower internal air during the piston stroke. The modification
peak pressures. Figure 10 shows a comparison of a uses a multiplier, Φ(x), which is the ratio of the exposed
single burner (n b=1) and a dual burner (n b=2) engine with wall area at any piston location, x, to the average
∆P= 35 kPa and shows the increased theoretical effi- exposed wall area throughout the stroke:
ciency effect of multiple burners. Φ(x) = πbx/πb(s/2) = 2x/s (8)
where x = distance between piston crown and cylinder
head
s = stroke
The inside heat transfer coefficient as a function of posi-
tion is then:
h(x)inside = (10.4/α)(k/b)(2x/s)(Gb/µ)0.75 (9)
This equation is used for both the compressor and
expander analysis. A value of 0.85 has been used for α.
Heat transfer and pressure drop relations for the flow out-
side the cylinder walls and within the regenerator can be
estimated using standard heat transfer relations based
on hydraulic diameter [11]. For the finned annulus flow
FIG. 10 around the outside of the expander, the heat transfer and
pressure drop relations for the annulus are based on the
Thermal efficiency losses arise from the heat transfer Carnavos correlations for turbulent flow in internally
resistance on the outside and inside of the compressor finned tubes [12] with the use of hydraulic diameter rela-
and expander walls and on the high pressure and low tions to account for the geometry being an annulus rather
pressure sides of the regenerator. than a tube.

Determination of the heat transfer coefficient within an SYSTEM MODELING – Proe Power Systems models the
engine cylinder, hinside, has been the subject of many performance of their Afterburning Ericsson engines using
studies [8]. For internal combustion engines, Taylor [9] a computer model based on the heat transfer methods
recommends Equation 6 as a reliable method for evaluat- described in the previous section. With the exception of
ing the mean time averaged overall heat transfer from the the process within the expander and compressor cylin-
gas in the cylinders to the coolant outside. ders, the system is modeled assuming steady state flow
hb/k = 10.4(Gb/µ)0.75 (6) of heat, air, fuel and combustion gases. The regenerator
heat exchanger effectiveness is calculated by a finite ele-
where h = overall heat transfer coefficient ment model that uses conventional heat transfer coeffi-
b = cylinder bore diameter cient and friction factors. The air and combustion
k = gas conductivity measured at mean effective products are modeled as ideal gases having variable
gas temperature

6
specific heat that is a function of temperature. In addition by the increase in entropy during filling). Compression
to heat transfer evaluation, the model accounts for pres- then starts with a somewhat isentropic process until the
sure losses through the valves, regenerator, manifolds, heat transfer to the wall becomes significant and the pro-
and flow annuli and also accounts for mechanical friction cess becomes more isothermal.
losses.
Primary
Since the thermal time constant of the cylinders is gener- Afterburner
Regenerator
ally much larger than the time for one revolution of the
engine, it is reasonable to assume the cylinder wall tem- Air Filter
perature remains constant throughout the compression
and expansion process. The air pressure and tempera- Throttle
ture during compression and expansion are found from a Compressors
numerical solution of the instantaneous energy balance
in the cylinder:
hinsideAp (Tw-Ta) dt = w(C p dTa –RTa dP / P) (10)
where: Ap = piston area, the reference area in Eq. 9 Cooling Blower
Tw = wall temperature Expanders
Ta = instantaneous air temperature in the
cylinder FIG 11
Fuel Control Valve
t = time
w = weight of air in the cylinder during
expansion or compression
Cp = constant pressure specific heat at air
temperature, T a
R = gas constant
P = instantaneous pressure
Equation 10 gives the temperature/pressure relation for a
given wall temperature. The wall temperature is found by
solving the energy balance on the wall during the time
required for one revolution of the engine, 1/ω:
1/ω

∫hinsideAp (Tw-Ta) dt = (1/ω)(Toutside-Tw)

0
/(R outside+Rwall) (11)
where: Toutside = outside temperature
Routside = outside thermal resistance FIG. 12
Rwall = thermal resistance through wall
Simultaneous numerical solution of equation 10 and 11
allows the complete process to be modeled.

PROTOTYPE ENGINES – Proe Power Systems has

done preliminary design studies of two engines. The first
is the air-cooled four cylinder (two expander/two com-
pressor) engine shown in Figure 11.
This engine is a 5¼ brake horsepower (3.9 kW) proof-of-
concept engine that is currently under construction. The
engine has an expander inlet temperature of 955C
(1750F) and a peak pressure of 759 kPa (110 psia).
Figure 12 shows the temperature-entropy diagram for
the 5¼ bhp engine. The curves were generated from the
computer model and account for the typical real losses
FIG. 13
expected in this small two-burner afterburning Ericsson
cycle engine operating at 3500 rpm. Ambient air is 21C The expander is also non-ideal. As detailed in Figure 14,
and 101.3 kPa. The compression process, detailed in The expansion begins isentropically and then shows the
Figure 13, differs from an ideal isothermal process. As heating effects from the expander wall. The air is then
the compressor fills, the warm wall heats the air (shown reheated as it is exhausted from the expander.

7
 Figure 15 shows the effect of expander inlet temperature
on the performance of the 52 bhp module. Reducing the
inlet temperature allows longer engine life and the use of
more economical materials. Reducing the temperature
by 140C, to 900C, still produces an engine having a
brake efficiency of over 40% and a bsfc of less than 215
g/kW/hr. Figure 15 also shows the potential for even
better efficiency, approaching brake efficiency of 50%, by
raising the inlet temperature to the 1300C range.

CONCLUSION

The results of this design study show that the Afterburn-

ing Ericsson Cycle can produce a simple, practical
FIG. 14 engine that has low fuel consumption and emissions
advantages. Although real engines will not have the
Although the process in this actual engine differs from the ideal isothermal expansion and compression processes,
ideal cycle that has isothermal expansion and compres- the actual heat transfer processes are still predicted to be
sion, the cycle still has a predicted brake efficiency of sufficient to produce high engine efficiency. The engine
43% and a brake specific fuel consumption (gasoline) of is forgiving of the limitations of achieving ideal heat trans-
194 g/kW-hr (0.32 lb/bhp-hr). This brake specific fuel fer in the expander cylinder since heat that is not trans-
consumption (bsfc) is lower than the best bsfc of current ferred from the external combustion gases through the
comparable small spark-ignition internal combustion expander cylinder wall is still available to the process
engines by at least 25 percent, is lower than the typical through the regenerator. (In this respect the Afterburn-
bsfc of automobile engines and is competitive with the ing Ericsson engine has another advantage over Stirling
bsfc of the best Diesel engines [13]. engines since, with Stirling engines all the combustion
Proe Power Systems has also performed preliminary heating must take place through the walls of the
design analysis for a 52½ bhp (39 kW) engine module. expander cylinder.)
This engine module is half of a four cylinder (2 expander/ Additional development is needed to produce a practical
2 compressor) 105 bhp (78 kW) water cooled engine. sized Afterburning Ericsson engine. Materials selection,
The engine can be increased in 52½ bhp increments by manufacturing capability and costs, and engine life con-
adding additional pairs of expanders and compressors. siderations must all be accounted for in the final design
The larger engine size reduces the effectiveness of the tradeoffs. Nevertheless, this study shows that those
heating in the expanders and cooling in the compressors design decisions will be based on engine production cost
and makes the cycle even less ideal. Nevertheless, per- versus performance rather than on feasibility.
formance is still quite satisfactory. At the design condi-
tions of 3500 RPM and an expander inlet temperature of REFERENCES
1040C, the engine module produces 52½ brake horse-
power, has an indicated efficiency of 52.3%, a brake effi- 1. Senft, James R.: An Introduction to Stirling Engines,
ciency of 44.2% and a bsfc of 189 g/kW-hr (0.311 lb/bhp- (Moriya Press,River Falls WI, 1993),p65
hr) based on gasoline.
2. Ross, Andy.: Making Stirling Engines, (Ross Experi-
mental, Columbus Ohio, 1993), pp 50-52
3. Cataldo, Roy S.: "Modified Ericsson Cycle Engine",
(United States Patent No. 4133172, 1979)
4. Rizzo, James G.: The Stirling Engine Manual (Cam-
den Miniature Steam Services, Barrow Farm UK,
1995) p 5.
5. Avallone, Eugene A. and Baumeister, Theodore:
Marks Standard Handbook for Mechanical Engi-
neers, Ninth Edition (McGraw-Hill,1987) Section 14 p
35.
6. Barron, Randall: Cryogenic Systems (McGraw-Hill,
1966) pp 161-162.
7. Haggerty, James J.: "Spinoff 1996" (NASA Office of
Space Access & Technology, Commercial Develop-
ment & Technology Transfer Division, 1996) p. 97
FIG. 15

8
 8. Rakopoulos, C.D.; Mavropoulos, G.C. and Hountalas,
D.T.; “Modeling the Structural Thermal Response of
an Air-Cooled Diesel Engine under Transient Opera-
tion Including a Detailed Thermodynamic Description
of Boundary Conditions”, SAE Paper 981024, 1998
9. Taylor, Charles Fayette: The Internal-Combustion
Engine in Theory and Practice, Vol 1 (MIT Press,
1985) pp 287-289
10. Pulkrabek, Willard W.; Engineering Fundamentals of
the Internal Combustion Engine, (Prentice-Hall,
1997) p319.
11. Webb, Ralph L.: Principles of Enhanced Heat Trans-
fer (John Wiley & Sons, 1994) pp 115-116.
12. Webb, Ralph J.; Principles of Enhanced Heat Trans-
fer, (John Wiley & Sons, Inc.,1994) pp 209-211.
13. Taylor, Charles Fayette: The Internal-Combustion
Engine in Theory and Practice, Vol 2 (MIT Press,
1985) p 387-393

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