Stirling with Rotary Annular Trilobic Pistons (SPRATL)

[Remundo]

Hi Pascal, Hi The Stirling's fans

This is the news of Septempber 2010. Sycomoreen is inviting you to watch the SPRATL FAQ which has been meaningfully updated...


You will discover the SPRATL engine : Stirling by Sycomoreen, its fields of application and the genesis of the concept SPRATL

Have a nice time !

Bye

[Remundo]

Hi the Stirling's fans,


To continue the show of Pascal HA PHAM and Yves SAUGET's engines, Sycomoreen is inviting you to watch a compilation of the latest 24 gif movies about ZZ and Turbicone.

Bye !

[Remundo]

Hi Theropod, no hard prototype build yet. Purely and fascinating spherical concept... Other one ? Yes

Recent works dedicated to amazing spherical engines... Here is the ROPAL Festival by Yves SAUGET.



permanent link

And best wishes for the New Year 2011 to the Stirling's fans !

@+

[Andrzej]

Dear Remundo!
I think - it is very interesting idea - but...
It is not too complicated?
In Stirling engines are two main problems: heat exchange and friction.
Generally - friction is increases with the increase in the number of moving parts...
So...
It will be biggest problem with Your idea...

Best wishes for the New Year! And good luck!
Andrew

[Remundo]

Hi Andrzej,

This is not my personal idea, that's a development from Yves SAUGET with his latest ROPAL engine. Yves SAUGET is my Friend Inventor from Quebec.

His leading idea is to think up non conventional spherical geometries, and actually, all of them are not adapted for Stirling, but it has to be worked.

My personal work for Stirling is the SPRATL, designed on the Pascal HA PHAM's trilobic machine. Pascal is also a Friend Inventor, but from France.

Bye !

[Remundo]

Hi the Stirling's Fans,

Today, I present you a 100 km travel inside the CATHI Berlingomoreen in full electric mode as if you were driving with me.



The CATHI Berlingomoreen is a prototype which aims to promote the innovating and new architecture designed by Sycomoreen : the Triple Hybrid Integration (Nickel/Cadmium, Lithium, electrogenerator fed by fuels)



More information here.

For a future evolution, it is foreseeable to use a stationary Stirling engine, which could burn biomass (vegetal & wood wastes, dried up and conditioned) of preference.

Bye !

[Andrzej]

Very interesting!
Thanks for sharing!
Andrew
PS
I was send it to polish enhusiast of electric cars....
:)

[Remundo]

Hi Andrzej,

Thank you, don't hesitate do broadcast this near your polish friends, and more !

Best regards, and good work for your rotary Stirling project.

Remundo.

[Andrzej]

Hi Andrzej,

Thank you, don't hesitate do broadcast this near your polish friends, and more !

Best regards, and good work for your rotary Stirling project.

Remundo.

Here is that link to site and disscusion about electric cars...
Andrew
http://www.elektroda.pl/rtvforum/viewto ... 55#9609155

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PS
Dear Remundo!
One question from polish forum:

The basic problem of electric cars is the cost of batteries, which are "experiencing" a finite number of charge.
Unfortunately, no spectacular show car will not change the fact that it is usually the main component of operating costs
such a car. The possibility of using biomass is a good idea, but if it has to be to charge the battery, it remains
the same problem. Can this car to be driven mainly by burning biomass, and only occasionally when
is needed, it uses battery power to increase the drive? This version could already be cost effective and environmentally friendly...

Andrew

[Remundo]

Hi the Stirling's fans,

Ho thanks for the question Andrzej: I try to be quick because I'm very late to see it... You can bring/translate this answer to the polish forum because polish is very hard for me, despite all my efforts

The batteries' cost and maintenance are indeed the main issue on an electric car, but the last evolution NiCad batteries by SAFT (FRANCE) were strong and reliable. NiCd technology is especially resilient to any bad treatment that undoubtly occurs lasting the life of the vehicle (strong discharge and charge, peak of current as regenerative braking as re-launching the car)

I indeed believe that the new 100% Lithium strategie will entail serious problems because Lithium is irremediably crashed in case of over/under load, even for a few minutes, and doesn't enjoy at all strong current, whatever the direction of it... But it is true that it has a much better density of energy that NiCad, which is itself better than the Lead Acid.

Regarding the energy density, it is clear that without hydrocarbons, no strong autonomy is possible. I don't like hydrogen for several reason, and the first one is that it is NOT an energy resource, only a carrying mean of energy, and quite bad to store, produce, distribute to the final users... Such a nuance !

That's why I recommend the Triple Hybrid Design... And with triple hybridization, one can throw energy (thermal energy converted into electrical) directly inside the power box by "shunting" the batteries and avoiding the problem of load/unload yields, while cutting their ageeing

Today, here are some numerical data about the Berlingomoreen CATHI, coming from my last measures :

22.3 kWh / 100 km / 1600 kg = 14 Wh/kg/100km

Precision 1 : These are electrical kWh. A thermal equivalent can be obtained by multiplying by 3
Regarding an equivalent in Liters of gasoline, one reaches about 7L/100 km, quite good with a poor SCx of 0,72.

precision 2 : Berlingomoreen is supplied with the OPALE solar photovoltaic energy

precision 3 : to find the slide show of the building of Berlingomoreen CATHI in its FAQ of 09/1st 2011