JPH068622B2 - Blower for Stirling engine - Google Patents

Blower for Stirling engine

Info

Publication number
JPH068622B2
JPH068622B2 JP59270767A JP27076784A JPH068622B2 JP H068622 B2 JPH068622 B2 JP H068622B2 JP 59270767 A JP59270767 A JP 59270767A JP 27076784 A JP27076784 A JP 27076784A JP H068622 B2 JPH068622 B2 JP H068622B2
Authority
JP
Japan
Prior art keywords
blower
shaft
crankshaft
main shaft
stirling engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP59270767A
Other languages
Japanese (ja)
Other versions
JPS61149552A (en
Inventor
弘之 大内
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Priority to JP59270767A priority Critical patent/JPH068622B2/en
Publication of JPS61149552A publication Critical patent/JPS61149552A/en
Publication of JPH068622B2 publication Critical patent/JPH068622B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G1/00—Hot gas positive-displacement engine plants
    • F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
    • F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
    • F02G1/053—Component parts or details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2243/00—Stirling type engines having closed regenerative thermodynamic cycles with flow controlled by volume changes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2270/00—Constructional features
    • F02G2270/85—Crankshafts

Description

【発明の詳細な説明】 （発明の利用分野） 本発明は、スターリングエンジン用送風装置に関し、特
に詳述すれば、スターリングエンジンの駆動状態に応じ
て送風器からの燃焼用空気量を適正に維持するために利
用されるスターリングエンジン用送風装置に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a blower device for a Stirling engine, and more specifically, it appropriately maintains the amount of combustion air from a blower according to the driving state of the Stirling engine. The present invention relates to a blower device for a Stirling engine used for

（従来技術とその問題点） スターリングエンジンの燃焼用空気を供給する送風器
を、スターリングエンジンのクランク軸で駆動させる従
来例を第５図に示す。外燃機関であるスターリングエン
ジン１は、燃焼室２のほぼ中央に配した燃料噴射ノズル
３を有し、このノズル３は、燃料流量制御弁４、燃料ポ
ンプ５を介して燃料タンク６の連結される。燃焼室２の
周囲に燃焼用空気予熱器７を配し、この予熱器７を、空
燃比設定器８、スロットルバルブ９を介して送風器１０
に連通させる。尚、燃焼ガスは、燃焼用空気予熱器７ま
わりを通って燃焼用空気を予熱し、出口１１から排出さ
れる。(Prior Art and Its Problems) FIG. 5 shows a conventional example in which a blower for supplying combustion air of a Stirling engine is driven by a crankshaft of the Stirling engine. A Stirling engine 1, which is an external combustion engine, has a fuel injection nozzle 3 arranged substantially in the center of a combustion chamber 2, and this nozzle 3 is connected to a fuel tank 6 via a fuel flow rate control valve 4 and a fuel pump 5. It A combustion air preheater 7 is arranged around the combustion chamber 2, and the preheater 7 is connected to an air blower 10 via an air-fuel ratio setter 8 and a throttle valve 9.
Communicate with. The combustion gas passes around the combustion air preheater 7 to preheat the combustion air and is discharged from the outlet 11.

作動ピストン１２によってシリンダ１３内に形成された
圧縮室１４と膨張室１５とは、作動ガスの冷却をなすク
ーラ１６、作動ガスの加熱冷却をなす再生器１７および
作動カズの加熱をなすヒータ１８とを介して、互いに連
通する。作動ガスは、ガスタンク１９、加速弁２０およ
び逆止弁２１を有する最低圧回路２２と、逆止弁２３、
減速弁２４およびタンク１９に通じる圧縮機２５とを有
する最高圧回路２６とを介して、作動空間への供給を制
御される。The compression chamber 14 and the expansion chamber 15 formed in the cylinder 13 by the working piston 12 include a cooler 16 that cools the working gas, a regenerator 17 that heats and cools the working gas, and a heater 18 that heats the working gas. Communicate with each other via. The working gas includes a gas tank 19, a minimum pressure circuit 22 having an acceleration valve 20 and a check valve 21, a check valve 23,
The supply to the working space is controlled via a maximum pressure circuit 26 having a reduction valve 24 and a compressor 25 leading to the tank 19.

作動ピストン１２は、クランク軸２７に連結され、該ク
ランク軸が作動ピストン１２の往復動を回転運動として
取出す。このクランク軸２７は、プーリ２８およびベル
ト２９を介して、送風器１０の主軸３０に連結される。The working piston 12 is connected to a crankshaft 27, and the crankshaft takes out the reciprocating motion of the working piston 12 as a rotary motion. The crankshaft 27 is connected to a main shaft 30 of the blower 10 via a pulley 28 and a belt 29.

送風器１０からの燃焼用空気流量は、スロットルバルブ
９によつて制御されるが、空燃比設定器８は、スロット
ルバルブ９からの空気量を検知して、適正な空燃比とな
るように燃料流量制御弁４の開度を調整し、燃料の流量
を制御する。The flow rate of the combustion air from the blower 10 is controlled by the throttle valve 9, but the air-fuel ratio setter 8 detects the amount of air from the throttle valve 9 so that the air-fuel ratio becomes appropriate. The flow rate of the fuel is controlled by adjusting the opening of the flow control valve 4.

ヒータ１８は、燃焼室を直接受けるため、その機械的強
度の面とスターリングエンジンの熱効率の面から、その
設定温度を定める。このため、ヒータ１８に熱電対３１
を配し、測定温度を温度コントローラ３２に供給し、設
定温度と比較し、たとえば、測定温度が設定温度より高
い場合、温度コントローラ３２からの信号によりスロッ
トルバルブ９を絞つて、燃焼用空気量を減少させる。か
くして、ヒータ１８の温度を設定温度に保つ。Since the heater 18 directly receives the combustion chamber, its set temperature is determined in terms of its mechanical strength and thermal efficiency of the Stirling engine. Therefore, the heater 18 has a thermocouple 31
Is provided, the measured temperature is supplied to the temperature controller 32, and the temperature is compared with the set temperature. For example, when the measured temperature is higher than the set temperature, the throttle valve 9 is throttled by a signal from the temperature controller 32 to set the combustion air amount. Reduce. Thus, the temperature of the heater 18 is maintained at the set temperature.

スロットルバルブ９を全開したときの空気流量である送
風器１０の開放吐出量ＡＱは、送風器１０の主軸３０の
回転数ＮＢにほぼ比例する。又、主軸３０はクランク軸
２７に連結されているので、クランク軸の回転数Ｎｃは
主軸３０の回転数ＮＢに比例する。従つて、その変速比
ｍはＮＢ／Ｎｃとなり、変速比をｍ１、ｍ２、ｍ３とし
た時の主軸３０の回転数ＮＢと開放吐出量ＡＱの関係
は、第６図に示される。The open discharge amount AQ of the blower 10, which is the air flow rate when the throttle valve 9 is fully opened, is approximately proportional to the rotation speed NB of the main shaft 30 of the blower 10. Further, since the main shaft 30 is connected to the crank shaft 27, the rotation speed Nc of the crank shaft is proportional to the rotation speed NB of the main shaft 30. Therefore, the gear ratio m is NB / Nc, and the relationship between the rotational speed NB of the main shaft 30 and the open discharge amount AQ when the gear ratios are m 1 , m 2 , and m 3 is shown in FIG.

一方、エンジンの出力及び燃料流量は、作動ガスの圧力
Ｐとクランク軸２７の回転数Ｎｃとの積にほぼ比例す
る。故に、燃焼空気流量もこの積にほぼ比例する。かく
して、クランク軸２７の回転数Ｎｃと、燃焼空気流量Ａ
ｂとの関係は、作動ガス圧力Ｐ１、Ｐ２、Ｐ３に対し第
７図に示す如くなる。スターリングエンジンを良好に運
転させるためには、第７図と第８図に斜線部で示す運転
範囲において、常に、開放吐出量ＡＱが、燃焼空気流量
Ａｂを上回っている必要がある。このため、第８図に示
すように、変速比をｍｒ以上に設定する。On the other hand, the engine output and the fuel flow rate are substantially proportional to the product of the working gas pressure P and the rotation speed Nc of the crankshaft 27. Therefore, the combustion air flow rate is also substantially proportional to this product. Thus, the rotation speed Nc of the crankshaft 27 and the combustion air flow rate A
The relationship with b is as shown in FIG. 7 for the working gas pressures P 1 , P 2 and P 3 . In order to operate the Stirling engine satisfactorily, the open discharge amount AQ must always exceed the combustion air flow rate Ab in the operating range shown by the shaded portions in FIGS. 7 and 8. Therefore, as shown in FIG. 8, the gear ratio is set to mr or higher.

第８図を参照する。クランク軸Ｎｃの回転数Ｎｏ、作動
ガスの圧力Ｐｏで運転している場合、燃焼空気量Ａｂ０
に対して、開放吐出量ＡＱ０が大巾に上回る。即ち、燃
焼空気量がＡｂ０になるようにスロットルバルブ９を絞
っていることになるが、この絞りが大きいため、スロッ
トルバルブ９での圧力損失の増大、送風器１０の効率の
低下、及び風切り騒音の増加等の不具合を生じる。Referring to FIG. When operating at the number of revolutions No of the crankshaft Nc and the pressure Po of the working gas, the combustion air amount Ab 0
On the other hand, the open discharge amount AQ 0 greatly exceeds. That is, the throttle valve 9 is throttled so that the combustion air amount becomes Ab 0. However, since this throttle is large, the pressure loss at the throttle valve 9 increases, the efficiency of the blower 10 decreases, and It causes problems such as increased noise.

（発明の技術的課題） 本発明は、前述した不具合を解消させることを、その解
決すべき技術的課題とする。(Technical Problem of the Invention) It is a technical problem to be solved by the present invention to solve the above-mentioned problems.

（本発明の技術的手段とその作用） 本発明は、前述した課題を解決するために、スターリン
グエンジンのクランク軸と送風器の主軸とを、低速伝動
系と高速伝導系とで連結可能とさせ、両系を電磁クラッ
チにより切換え可能とさせる技術的手段を用いる。(Technical Means and Operation of the Present Invention) In order to solve the above-mentioned problems, the present invention enables a crankshaft of a Stirling engine and a main shaft of a blower to be connected by a low speed transmission system and a high speed transmission system. , A technical means that enables switching of both systems by an electromagnetic clutch is used.

この技術的手段の採用は、エンジン負荷状態に応じて送
風器主軸の回転数を変えることが可能で、スロットバル
ブの前後の圧力損失は小さい。By adopting this technical means, the rotation speed of the blower main shaft can be changed according to the engine load state, and the pressure loss before and after the slot valve is small.

（本発明の効果） 本発明の電磁クラッチの開閉制御は、作動ガス圧力のみ
ならず、クランク軸の回転数、該回転数と作動ガス圧
力、スロットバルブの開度等をその制御信号として用い
ることができるので、制御因子の選択が広範囲となる。
市販の一方向クラッチ及び電磁クラッチを用いた簡単な
構造である故、作動上の耐久性、信頼性が高い。(Effects of the Present Invention) In the opening / closing control of the electromagnetic clutch of the present invention, not only the working gas pressure but also the rotation speed of the crankshaft, the rotation speed and the working gas pressure, the opening of the slot valve, etc. are used as the control signals. Therefore, the selection of control factors becomes wide.
Since it has a simple structure using a commercially available one-way clutch and electromagnetic clutch, it has high durability and reliability in operation.

エンジンの作動ガス平均圧力に応じて、クランク軸と送
風器主軸との変速比を無段変速させると、その構造、動
作に精密性が要求され、加えて、部品点数も多くなる
が、本発明では、このような事はない。When the gear ratio between the crankshaft and the blower main shaft is continuously changed according to the average working gas pressure of the engine, precision is required for its structure and operation, and in addition, the number of parts is increased. Then, there is no such thing.

（実施例） 第１図を参照する。クランク軸２７の端部に電磁クラッ
チ３３を介して副軸３４を設ける。クランク軸２７およ
び副軸３４に、一方向クラッチ３５、３６を介してプー
リ２８、３７を配す。送風器１０の主軸３０にプーリ３
８′、３８を配し、ベルト２９、３９をかけて、低速伝
動系４０と高速伝動系４１を作る。即ち、プーリ３
８′、３８の径を同一とした時、プーリ３７の径をプー
リ２８より径を大とさせる。(Example) Referring to FIG. A sub shaft 34 is provided at an end of the crank shaft 27 via an electromagnetic clutch 33. Pulleys 28 and 37 are arranged on the crankshaft 27 and the auxiliary shaft 34 via one-way clutches 35 and 36. The pulley 3 is attached to the main shaft 30 of the blower 10.
8'and 38 are arranged and belts 29 and 39 are applied to form a low speed transmission system 40 and a high speed transmission system 41. That is, the pulley 3
When the diameters of 8'and 38 are the same, the diameter of the pulley 37 is made larger than that of the pulley 28.

電磁クラッチ３３を切った状態では、クランク軸２７の
回転は、一方向クラッチ３５およびベルト２９を介して
送風器１０の主軸３０を回転させる。一方のベルト３９
を介してプーリ３７に伝えられた回転力は、一方向クラ
ッチ３６によって副軸３４に伝えられない。When the electromagnetic clutch 33 is disengaged, the rotation of the crankshaft 27 rotates the main shaft 30 of the blower 10 via the one-way clutch 35 and the belt 29. One belt 39
The rotational force transmitted to the pulley 37 via the is not transmitted to the sub shaft 34 by the one-way clutch 36.

電磁クラッチ３３を入れ、副軸３４をクランク軸２７に
直結させると、クランク軸２７の回転は、プーリ３７、
一方向クラッチ３６、ベルト３９およびプーリ３８を介
して高速で主軸３０を回転させる。主軸３０の高速回転
は、一方向クラッチ３５によって、クランク軸２７に伝
達されない。When the electromagnetic clutch 33 is inserted and the sub shaft 34 is directly connected to the crank shaft 27, the rotation of the crank shaft 27 is prevented by rotating the pulley 37,
The main shaft 30 is rotated at high speed via the one-way clutch 36, the belt 39 and the pulley 38. The high speed rotation of the main shaft 30 is not transmitted to the crankshaft 27 by the one-way clutch 35.

第２図に示す例は、一方向クラッチ３５、３６を送風器
１０の主軸３０側に配したもので、他は第１図の例と同
じである。第３図に示す例は、電磁クラッチ３３を備え
る中間軸４２を配し、この中間軸４２に所定径のプーリ
２８、３７を固定し、それらの回転をベルト２９、３９
と一方向クラッチ３５、３６を介して送風器の主軸３０
に伝達させるもので、この場合、高速伝動系４１は、中
間軸４２と主軸３０との間に形成される。In the example shown in FIG. 2, one-way clutches 35 and 36 are arranged on the side of the main shaft 30 of the blower 10, and the others are the same as the example of FIG. In the example shown in FIG. 3, an intermediate shaft 42 provided with an electromagnetic clutch 33 is arranged, pulleys 28 and 37 having a predetermined diameter are fixed to the intermediate shaft 42, and their rotations are belts 29 and 39.
And the main shaft 30 of the blower via the one-way clutches 35 and 36.
In this case, the high speed transmission system 41 is formed between the intermediate shaft 42 and the main shaft 30.

次に、電磁クラッチ３３の係脱の時期（タイミング）に
ついて以下に説明する。Next, the timing of engaging and disengaging the electromagnetic clutch 33 will be described below.

(i)作動ガス圧力による切換 第３図に示すように、変速比ｍをms，mfとし、設定作動
ガス圧をＰａとさせる。圧力検出器を、たとえば、第５
図の作動ガス最低圧力回路２６に設ける。該回路２６の
圧力がＰａ以上になつた時、電磁弁３３のオン状態を作
るようにする。作動ガス圧力がＰａ以下（即ち、ＡＢＦ
Ｅの範囲）のとき、電磁クラッチ３３がオフとなつて、
変速比ｍｓで回転する。又、作動ガス圧力がPa以上（即
ちＦＣＤＥの範囲）のときは、電磁クラッチ３３がオン
となつて、変速比ｍｆで回転させる。(i) Switching by working gas pressure As shown in FIG. 3, the gear ratio m is set to ms and mf, and the set working gas pressure is set to Pa. A pressure detector, for example, a fifth
It is provided in the working gas minimum pressure circuit 26 in the figure. When the pressure in the circuit 26 becomes Pa or more, the solenoid valve 33 is turned on. Working gas pressure is below Pa (ie ABF
In the range (E)), the electromagnetic clutch 33 is turned off,
It rotates at a gear ratio ms. When the working gas pressure is equal to or higher than Pa (that is, the range of FCDE), the electromagnetic clutch 33 is turned on and rotated at the gear ratio mf.

(ii)回転数による切換 第４図の如く、変速比ｍｓ、ｍｆを設定する。クランク
軸２７等の回転数を検知して、クランク軸２７の回転数
がＮａ以上になったら電磁クラッチ３３をオフとさせ
る。かくして、回転数がＮａ以下（即ち、ＡＨＩＤの範
囲）では、変速比ｍｆで回転し、回転数Ｎａ以上（即
ち、ＨＢＣＩの範囲）では、変速比ｍｓで回転する。即
ち、エンジンの高回転側で送風器の回転数を小さくでき
るので、送風器の最高回転数が制限されている場合有効
である。(ii) Switching by rotation speed As shown in FIG. 4, the gear ratios ms and mf are set. The rotation speed of the crankshaft 27 and the like is detected, and when the rotation speed of the crankshaft 27 becomes equal to or higher than Na, the electromagnetic clutch 33 is turned off. Thus, when the number of revolutions is equal to or lower than Na (that is, the range of AHID), the rotation is performed at the gear ratio mf, and when the number of revolutions is greater than or equal to Na (that is, the range of HBCI), the rotation is performed at the gear ratio ms. That is, since the rotation speed of the blower can be reduced on the high rotation side of the engine, it is effective when the maximum rotation speed of the blower is limited.

(iii)回転数と圧力とによる切換 燃焼空気量は、クランク軸の回転数と作動ガス圧力から
算出され、又、開放吐出量も変速比とクランク軸の回転
数から算出できる。即ち、クランク軸の回転数と作動ガ
ス圧力を測定し、これらの信号をコンピュータに送り、
電磁弁のオン、オフを制御する。(iii) Switching by rotation speed and pressure The combustion air amount can be calculated from the rotation speed of the crankshaft and the working gas pressure, and the open discharge amount can also be calculated from the gear ratio and the rotation speed of the crankshaft. That is, the crankshaft rotation speed and working gas pressure are measured, and these signals are sent to a computer,
Controls on / off of the solenoid valve.

(iv)スロットルバルブの開度による切換 電磁クラッチをオフとし、おそい変速比ｍｓで送風器を
駆動させる。エンジン回転数を保ったまま、作動ガス圧
力を徐々に上昇させ、負荷を大きくしていくと、負荷の
増加に伴いスロットルバルブの開度が大きくなる。さら
に、負荷を大きくすると、スロットルバルブが全開にな
る。電磁クラッチ３３をオンとさせ、変速比ｍｆで駆動
させると、送風器の回転酔が増え、送風量も多くなり、
結果として、スロットルバルブを絞って負荷に応じるこ
とができる。逆に、速い方の変速比ｍｆで駆動しながら
負荷を下げていき、スロットバルブが所定開度となった
とき、電磁クラッチをオフとし、変速比ｍｓに切換え、
スロットルバルブを全開とさせることもできる。(iv) Switching according to throttle valve opening The electromagnetic clutch is turned off and the blower is driven at a slow gear ratio ms. When the working gas pressure is gradually increased and the load is increased while maintaining the engine speed, the opening of the throttle valve increases as the load increases. Further, when the load is increased, the throttle valve will be fully opened. When the electromagnetic clutch 33 is turned on and driven at the gear ratio mf, the fan motion of the fan increases and the air flow increases.
As a result, the throttle valve can be throttled to meet the load. On the contrary, the load is reduced while driving at the faster gear ratio mf, and when the slot valve reaches the predetermined opening, the electromagnetic clutch is turned off and the gear ratio is changed to ms.
The throttle valve can be fully opened.

そこで、スロットルバルブの開度を検知して開度がたと
えば９０度以上になったら、電磁クラッチを入れて速い
変速比の駆動に切換え、又、開度が所定値以下になった
ら、電磁クラッチを切っておそい方の変速比ｍｓの駆動
に切換える。第３図について云えば、ＥＡＢＧ範囲では
変速比ｍｓの駆動、ＧＣＤＥ範囲では変速比mfの駆動と
なる。尚、スロットバルブの開度は、ポテンションメー
タやリミットスイッチ等を用いた常法手段を採用すれば
よい。Therefore, when the opening of the throttle valve is detected and when the opening becomes 90 degrees or more, for example, the electromagnetic clutch is inserted to switch to the drive of a high speed ratio, and when the opening becomes less than a predetermined value, the electromagnetic clutch is opened. Turn off and switch to the drive with the lower gear ratio ms. Referring to FIG. 3, in the EABG range, the gear ratio ms drives, and in the GCDE range, the gear ratio mf drives. For the opening of the slot valve, a conventional means such as a potentiometer or a limit switch may be used.

【図面の簡単な説明】[Brief description of drawings]

第１図は本発明の一例を示す断面図、第２図は本発明の
変形例を示す説明図、第３図は送風器クランク軸の回転
数Ｎｃと送風器の開放吐出量ＡＱの関係を示すグラフ
図、第４図は第３図と同様のグラフ図、第５図は従来例
を示す断面図、第６図はクランク軸の回転数Ｎｃと開放
吐出量ＡＱの関係を示すグラフ図、第７図はクランク軸
の回転数Ｎｃと燃焼空気流量Ａｂとの関係を示すグラフ
図、および第８図はクランク軸の回転数Ｎｃと開放吐出
量、燃焼空気流量との関係を示すグラフ図である。 図中：１０…送風器、２７…クランク軸、３０…送風器
主軸、３５、３６…一方向クラッチ、３３…電磁クラッ
チ、３４…副軸、４０…低速伝動系、４１…高速伝動
系。FIG. 1 is a cross-sectional view showing an example of the present invention, FIG. 2 is an explanatory view showing a modification of the present invention, and FIG. 3 shows the relationship between the rotational speed Nc of the blower crankshaft and the open discharge amount AQ of the blower. FIG. 4 is a graph similar to FIG. 3, FIG. 5 is a cross-sectional view showing a conventional example, and FIG. 6 is a graph showing the relationship between the crankshaft speed Nc and the open discharge amount AQ. FIG. 7 is a graph showing the relationship between the rotation speed Nc of the crankshaft and the combustion air flow rate Ab, and FIG. 8 is a graph showing the relationship between the rotation speed Nc of the crankshaft, the open discharge amount, and the combustion air flow rate. is there. In the drawing: 10 ... Blower, 27 ... Crank shaft, 30 ... Blower main shaft, 35, 36 ... One-way clutch, 33 ... Electromagnetic clutch, 34 ... Secondary shaft, 40 ... Low speed transmission system, 41 ... High speed transmission system.

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】スターリングエンジンのクランク軸と同心
関係にして且つ電磁クラッチを介して結合される副軸
と、前記クランク軸および前記副軸と平行関係に配され
た送風器の主軸と、前記クランク軸と前記主軸とを連結
する一方向クラッチ、プーリ、ベルトを有する低速伝動
系と、前記副軸と前記主軸とを連結する一方向クラッ
チ、プーリ、ベルトを有する高速伝動系とを有し、前記
電磁クラッチの係脱により前記送風器の回転数を低速・
高速とさせるスターリングエンジン用送風装置。1. A crankshaft of a Stirling engine, a counter shaft concentric with the crank shaft, and a main shaft of a blower arranged in parallel with the crank shaft and the sub shaft, and the crank. A low speed transmission system having a one-way clutch connecting the shaft and the main shaft, a pulley and a belt, and a high speed transmission system having a one-way clutch connecting the auxiliary shaft and the main shaft, a pulley and a belt, The rotation speed of the blower can be reduced by engaging / disengaging the electromagnetic clutch.
Blower for Stirling engine that makes high speed.
JP59270767A 1984-12-24 1984-12-24 Blower for Stirling engine Expired - Lifetime JPH068622B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59270767A JPH068622B2 (en) 1984-12-24 1984-12-24 Blower for Stirling engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59270767A JPH068622B2 (en) 1984-12-24 1984-12-24 Blower for Stirling engine

Publications (2)

Publication Number Publication Date
JPS61149552A JPS61149552A (en) 1986-07-08
JPH068622B2 true JPH068622B2 (en) 1994-02-02

Family

ID=17490710

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59270767A Expired - Lifetime JPH068622B2 (en) 1984-12-24 1984-12-24 Blower for Stirling engine

Country Status (1)

Country Link
JP (1) JPH068622B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2862479B1 (en) 2012-07-02 2019-04-24 Toyota Jidosha Kabushiki Kaisha Headrest support structure

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5527777Y2 (en) * 1973-06-27 1980-07-03
NL7508053A (en) * 1975-07-07 1977-01-11 Philips Nv HOT GAS PISTON ENGINE WITH SHAFT COUPLED COMBUSTION AIR FAN.

Also Published As

Publication number Publication date
JPS61149552A (en) 1986-07-08

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