ROTARY STEAM ENGINE

Engine Condenser Pump Combustion BoilerDavid Allgood Dylan Hinson Christian Diaz Brent Bass Franklin SpruillJesse Buck Shane Gillispie Michael Hargett Jonathan Labonte Andre LawrenceKenneth Ewa

Project Advisor Dr. Taylor

Nondisclosure Agreement Certain design aspects are subject to a

non-disclosure agreement. Please respect that some questions may not be fully explained due to this agreement.

SpinDyne Rotary Steam (RS) Engine

EngineAnalysis Method

Pi Ti Vi mi vi hi si Cp Cv

Calculated

mi=mf

Calculated

Pf Tf Vf mf vf hf sf Cp Cv

Known

Known

mi=mf, where m=V/v

Steam state entering engine (i)

Steam state exiting engine (f)

Engine Results

*The red font represents the nominal operating conditions that were to be tested, 800 psi and 718°F (entering the engine conditions)

Condenser and Pump Use of SteamTab and Matlab to find inlet

and exit conditions Found minimum heat rejection needed

for each pressure

P1 (engine inlet, psia) P2 (engine exit, psia) T2 (engine exit, F) x (engine exit quality) Q_low (condenser, Btu/sec)

Q_low (condenser, Btu/hour)

700 6.5 172.65 0.83804 101.21 364356750 7 175.99 0.83713 108.51 390636800 7.499 178.36 0.83624 114.08 410688850 7.875 181.36 0.8348 121.36 436896900 8.375 184.21 0.83397 128.53 462708950 8.874 186.25 0.83314 134.03 482536.81000 9.25 188.87 0.83184 141.19 508284

Metal Foam The metal foam helps increase heat transfer

out of the system to conserve internal energy. The idea is no longer feasible due to costliness While a metal foam condenser foam would

work, the price for having ERG Aerospace due an analysis to find a size was estimated to be around $8,000

The prototype would cost even more The cost does justify the amount of work that

has to be done to build a working prototype

Feed Water Pump

Feed water pump used to increase the pressure of the water leaving the condenser and return the water to the boiler.

Ideal Model: Pump analysis assumes reversible adiabatic compression process.

Through our model of the pump Inlet State: 178.36F , 7.25psia Exit State: 180.43F , 800psia Pump Power Required: 0.408HP

P1 (Engine inlet, psia) P3 (Pump inlet, psia) T3 (Pump inlet, F) P4 (Pump exit, psia) T4 (Pump exit, F)

Pump Power Required (hp)

700 6.250 172.651 700 173.965 0.3023750 6.750 175.988 750 177.295 0.3608800 7.250 178.359 800 180.425 0.4086850 7.750 181.365 850 182.683 0.4569900 8.250 184.212 900 185.540 0.5162950 8.500 186.255 950 188.256 0.5745

1000 9.000 188.866 1000 190.231 0.6359

Pump Cavitation

Pump Inlet State Pressure 7.25psia, Temperature: 178.36F Vaporization Pressure: 7.2psia (178.36F)

Pump Cavitation Degrades pump performance Destructive to internal components

Buffer Tank Provide Additional Head to the Pump

T3 (Pump inlet, F) Vapor Pressure @ T3 (psia)

P3 with 1ft Head (psia)

P3 with 3ft Head (psia)

P3 with 5ft Head (psia)

172.651 6.355 6.930 7.800 8.670175.988 6.854 7.430 8.300 9.170178.359 7.229 7.929 8.799 9.669181.365 7.728 8.305 9.175 10.045184.212 8.228 8.805 9.675 10.545186.255 8.603 9.304 10.174 11.044188.866 9.303 9.680 10.550 11.420

Pump Cavitation

170 172 174 176 178 180 182 184 186 188 1905

6

7

8

9

10

11

12 Pump Cavitation

Vap PressurePump Inlet Pressure1ft Head3ft Head5ft Head

Temperature (F)

Pump InletPressure

(psia)

Boiler requirements Heat transfer rate Required

Qdot =148.55 kW Nominal Temperature and

pressure entering the engine @ 718 ˚F and 800 psi

Calcium Silicate pipe insulation

•temperatures 1200 ˚F•Flame retardant •Rigid and durable •Low thermal

conductivity

Combustion

Combustion Raw Data

Combustion Thermal Efficiencies

Combustion Final Ranking

Finite Element Analysis

High displacement areas are noted in red

A maximum deflection of 0.0005 in

Material Stainless Steel

Rotor is 4 in thick

0 1 2 3 4 5 6 7 8 9 100

50

100

150

200

250

300

350

400

450

500T- s Diagram for Rankine Cycle

Saturated Liquid Saturated Vapor

Pump Boiler

Engine Condenser

Entropy [kJ/kgK]

Tem

pera

ture

[oC

]

WORK total = Wengine – Wpump = 71.392 – 0.408 = 70.984

IC engines in production

DD13 Detroit Cummins QSK78 Volvo Penta

Exploded View

Engine comparisonSPINDYNE DD13 V-12 DETROIT

Conclusion: Is the RS engine feasible

SpinDyne’s current design is not feasible as of now, to replace the internal combustion engine. SpinDyne’s current design of dual cores will not produce enough power or torque to create sustainable vehicular propulsion It lacks engine performance

Would need about 6 cores to match the horsepower/torque of a tractor trailer engine which not only creates a size issue but cost increase

Cost Space-age materials and new manufacturing

process

Conclusion: This engine is currently not a viable option to

replace the IC engine but is capable of being a power source in various industries

Further advances in manufacturing processes and material sciences in the future might allow this engine to be feasible

Budget

Budget

Questions?