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The paper presents a Computational Fluid Dynamics (CFD) model of the cold alpha-type Stirling engine. The developed mathematical model comprises of Unsteady Reynolds Averaged Navier-Stokes (URANS) set of equations, i.e. continuity, momentum and energy equations. Moreover, the developed mathematical model comprises a non-equilibrium description of the regenerator, by the introduction of the energy conservation equation for the regenerator matrix. It was implemented in the framework of commercial CFD software ANSYS Fluent. The work presents an in-depth analysis of the influence of the numerical mesh and applied turbulence model on the obtained results. The model was used to analyse the influence of the regenerator on the performance of the cold Stirling engine at different operating conditions. It appeared that on an average application of the regenerator increased the engine specific work by 10 J/kg and this increase is significantly higher at a high rotational speed of the engine. At the same time, the engine efficiency averagely was increased by 10 percent points and again this increase was significantly higher at higher rotational speeds of the engine. Especially, the influence of the heat source and sink temperatures on the engine operation were analysed. It appears that the lower are temperatures of a heat source and sink the more pronounced is the presence of the regenerator in the engine. Finally, the influence of the elementary parameters: particle diameter and porosity of the solid matrix which constitute the regenerator filling was investigated. It was shown that for the analysed engine the optimal value of the regenerator packing porosity equals about 0.72 it results in the specific area of the regenerator equal around 1675 m2/m3. Obtained results can be used to analyse the possibility of application of Stirling engines to recover low-temperature exergy of regasified Liquified Natural Gas (LNG), which for small regasification units can be alternative for commonly utilised Ambient Air Vaporizers (AAV) and it aside for regasification of LNG it could produce electric energy. [ABSTRACT FROM AUTHOR]

• A zero dimensional model of an α type Stirling engine is created and explained. • Heat transfer models for internal convection in the engine are compared. • Those correlations are implemented in the model and the results are shown. • It is found the models produce starkly different results. In the paper the authors present a zero-dimensional model of an alpha type Stirling engine and special consideration is paid to the problems of the evaluation of internal heat transfer between the heat exchange surfaces and the working fluid. Furthermore, a thermodynamic model of the engine, developed by the authors is shown. The model can be classified as zero-dimensional. Energy and mass conservation equations are written in a differential form, and solved for finite time steps for control volumes, that is the expansion cylinder, the compression cylinder, the regenerator, the regenerator matrix and the engine as a whole, which allows to transform the differential equations into a solvable system of algebraic equations. Unlike most models shown in literature, the one created by the authors evaluates the gas properties based on a real gas model. The impl ementation of a real gas model further helps to evaluate parameters such as viscosity and thermal conductivity of the gas, which is necessary for calculating the heat transfer coefficients. Those are calculated for each volume from known correlations, for a given moment in time. That is, the gas parameters needed are not evaluated as an average for the stroke, rather, they are calculated from instantaneous gas parameters and implemented as variables in the energy equations. The engine working fluid is atmospheric air. The influence of different heat transfer models on the predicted engine performance is shown in the form of engine characteristics for different models, based on variables such as pressure, and rotational. It can be shown, that further research into in-cylinder heat transfer is necessary, as the established models, when implemented into the Stirling engine, predict starkly different engine performance. Furthermore, non-physical results based on those models are shown. [ABSTRACT FROM AUTHOR]