JPS58158353A - Stirling engine - Google Patents

Abstract

PURPOSE:To miniaturize the device, to reduce cost and to improve efficiency by forming the rhombic mechanism of the rhombic type Stirling engine as a one- sided link type interlocking mechanism using no timing gear. CONSTITUTION:In the Stirling engine in which a piston 1 and a displacer 3 are inserted slidably into a cylinder 11 into which a working gas is enclosed, a bearing section 10a for the crosshead section 2 of the piston 1 and a bearing section 10b for a cross-rider set up at the lower end of a rod 4 for driving the displacer are disposed conformed approximately to a cylinder axis while one crankshaft 20 each connected to the crosshead section 2 and the cross-rider section 9 through connecting rods 16, 18 is arranged near the cylinder axis between these two bearing sections 10a, 10b.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement of a rhombic Stirling engine in which the center of the cylinder and the center of the crankshaft, which is the output shaft, are placed a certain distance apart.

Isothermal expansion is achieved by applying heat from outside the cylinder to expand the working gas sealed inside the cylinder.

Among the Stirling 11 cylinders that repeat four cycles of isovolumic heat radiation, isothermal compression, and isovolumic heat absorption, there is a so-called displacer type in which a piston and a displacer, which is a second piston, are fitted into one cylinder. This displacer moves the working gas up and down to move the working gas back and forth between the high temperature space and the low temperature space within the cylinder. At this time, if the piston is caused to perform reciprocating motion while being delayed by 90' phase angle from the displacer, the acupressure diagram shown by the piston can be made into the most efficient shape with the largest area.

As an interlocking mechanism for such two pistons, the zero-pick (beautiful) mechanism shown in FIG. 5 has conventionally been provided with projecting portions 4a on both sides of the lower end of a rod 4 for driving the displacer 3, which extends through the piston 1.

Connecting rods 5a and 5b for the displacer 3 are pivotally supported on each of the displacer 3 connecting rods 4b, and connecting rods 5a for the histone 1 are also formed on both sides 2a and 2b of the lower end of the cross head portion 2 of the piston 1.

6b is pivotably supported, and the other ends of these four rods 5a, 5b, 5a, 5b are provided at eccentric positions of a pair of timing gears 7a, 7b that mesh with each other and rotate in opposite directions. 8a.

It was designed to be rotatably supported on 8b.

This structure is excellent in that the side pressures applied to the crosshead portion 2 of the piston 1 can be canceled out from the left and right sides. However, as described above, since the pair of timing gears 7a and 7b are required, the device becomes large in size, the number of parts increases, and it becomes expensive.

In view of the above-mentioned points, the present invention has been made to realize that even a one-sided link-type interlocking mechanism that does not use a timing gear can sufficiently perform the same function as a rhombic mechanism, resulting in smaller size, lower cost, and higher efficiency of the device. The purpose was to provide a Starling engine that could improve various points.

In order to achieve the above object, the present invention provides a bearing section for the crosshead section and a bearing section for the cross slider provided at the lower end of the displacer drive rond, which are arranged substantially in line with the downward extension line of the cylinder axis. In addition, a crankshaft is disposed between these two bearing parts and is connected to the cross head part and the cross slider through connecting rods, respectively, at a position close to the downward extension of the cylinder axis. be.

The present invention will be explained in detail with reference to the embodiments shown in FIGS. 1 to 4 as follows.

A cross head portion 2 is formed on the piston 1, and the rod 4 for driving the displacer 3 extends through the piston 1, which is the same as in Fig. 5, but a cross slider 9 is attached to the lower end of the rod 4. I'm there. The bearing 10, which forms the bearing part 10a of the cross head part 2 and the bearing part 10b of the cross slider 9, is attached to the inner lower surface of a bearing holder 12 provided at the lower part of the cylinder 11, and both bearing parts 10a,
The axis of the cylinder 10b substantially coincides with the downward extension of the axis of the cylinder 11. To explain this in more detail, the bearing portion 101
) - is slightly eccentric to the side opposite to the crankshaft 20, which will be described later. This is to bring the motion phase angle between the piston 1 and the displacer 3 close to an angle of 90' which is favorable for improving engine efficiency.

When the portion connecting the two bearing portions 10a and 10b of the bearing 10 is called a connecting portion 10c, the rod 4 passing through the eye portion is sandwiched so as to be exposed. This allows the center of the crankshaft 20 to be brought close to the downward extension of the axis of the cylinder 11, thereby reducing the angle between the rod 4 and the connecting rod 16, 17 for the piston, thereby reducing the side pressure applied to the bearing portion 10a. Moreover, the minimum space necessary for the crank bin 20' to rotate smoothly is secured. It goes without saying that even if the cross-sectional shape of the connecting portion 10c becomes thin, it has sufficient strength against the lateral pressure it receives. two bearing parts 10a,
Elongated holes 13 are formed on both sides of the wall surface of 10b, and from these elongated holes 13, a cross bin 14 fixed to the cross head portion 2 and a cross bin 1 fixed to the cross slider 9 are inserted.
Make 5 stand out. A pair of piston rods 16, 17 and displacer connecting rods 18, 19 are swingably supported on each cross bin 14, 15.

As shown in FIG. 3, the crankshaft 20 serving as the output shaft is
It is held by a holder 23.2'4 attached to the two side plates 21 and 22 of the bearing holder 12, and the above-mentioned pair of connecting rods 16.1 are attached to the crank pin 20'.
7 and 18°19 are rotatably supported. Holder 2
When assembling 3°24, make sure that the piston 1 and displacer 3 can move accurately along the inner surface of the cylinder 11,
The top clearance 26 between the displacer 3 and the cylinder head 25 at the top dead center and the clearance 27 between the displacer 3 and the piston 1 at the bottom dead center are finely adjusted and assembled.

The bearing 10 is not only fixed by the flange portion 28 at the upper end, but also by the lower end of the bearing holder 12, which is fixed to the lower surfaces of two side plates 21 and 22 formed on the bearing holder 12, and is firmly held by a support member 29.

A shell 30 serving as an oil reservoir is attached below the bearing holder 12. In order to send the oil sealed in the shell 30 to each part, two ball valves 31 and 32 are provided on the support body 29 that communicates with the lower part of the bearing part 10b, and in cooperation with the reciprocating movement of the cross slider 9, the oil The oil is sent to two holders 23.24 through piping 33.33 connected to the discharge side of the pump, one of which is connected to the crankshaft 20 and the connecting rods 16 to 1.
9, cross bin 14.15, bearing parts 10a, 10b
(7) On the other hand, the ball bearing 34 that overcomes the crankshaft 20 and the mechanical seal portion 35 that seals the shaft at the end of the output shaft are thoroughly cooled.

In order to prevent oil from reaching the wall surface of the cylinder 11, the oil scraping ring 36 provided on the crosshead 2 is used to completely scrape off the clean oil from the crosshead, and the souffle bar 37 attached to the piston 1 is used in a conventional manner. In addition to completely scraping off the oil adhering to the rod 4, a baffle plate 38 is provided between the side plates 21 and 22 of the bearing holder 12 to close off the three crank chambers and prevent oil droplets from scattering in the form of mist. It is preferable to confine it within the closed crank chamber 39. Even so, fine oil droplets still remain in the back pressure space 40.
The point where the piston 1 attempts to enter is the opening hole 41 bored in the bearing holder 12 in order to adjust the pressure fluctuation in the back pressure space 40 caused by the vertical movement of the piston 1. It is preferable to provide a padding material 42 such as a sponge with a material for removal.

The spacer 43 inserted into the fitting portion of the cross slider 9 and the rod 4 is used to adjust the top clearance 26 to an optimum level by varying its thickness.

Next, an explanation of the operation of the Stirling Ill bar according to the present invention will be given with reference to FIG.

■ Isothermal expansion (see Figure 4 (a)) The working gas in the high temperature space 4'4 having the top clearance 26 and the heater 46 is heated to approximately 600°C by the burner 45.
The gas is heated to a certain extent and expands, and the gas pressure is applied to the heater 46,
The piston 1 is pushed down by passing through the heat regenerator 47 and the cooler 48 and into the low temperature space 49 having the clearance 27, and at the same time, the displacer 3 is also lowered in conjunction with the one-sided link mechanism.

■ Equal volume heat radiation (see Figure 4 (b)) When the piston 1 descends to the state shown in the figure due to inertia,
Conversely, the displacer 3 rises and moves the working gas in the high temperature space 44 to the low temperature space 49. At that time, approximately 600
The working gas heated to 'C' gives its heat to the heat regenerator 47, lowers its temperature to about 200C, and is further cooled by passing through the cooler 48.

Isothermal compression (see Figure 4 (c)) When the gas pressure in the back pressure space 40 exceeds the pressure in the high temperature space 44 and the low temperature space 49, the piston 1 moves to the bottom dead center due to the pressure difference and inertia force. When the displacer 3, which continues to rise in conjunction with the link mechanism on one side, reaches the state shown in the figure, the working gas in the low temperature space 49 begins to be compressed.

■ Isochoric heat absorption (see FIG. 5(d)) The working gas in the low temperature space 49 is moved to the high temperature space 44 by the rise of the piston 1 and the slight fall of the displacer 3. At this time, the temperature is endothermically raised to about 600° C. by the heat stored in the heat regenerator 47.

The movement of the piston 1, which reciprocates by repeating the above four cycles, is converted into a rotational movement of the crankshaft 20 by the connecting rods 16 and 17, and output is output to the outside.

As is clear from the above description, the present invention eliminates the use of a timing gear by adopting the above-described configuration, so it goes without saying that the device can be made smaller, lower in cost, and simpler in structure. Bearing part 10 for crosshead part
By making the axes of the bearing portion 10b for the cross slider and the cross slider almost coincide with the axis of the cylinder 11, and by providing the crankshaft 20 between the bearing portions 10a and 10b near the downward extension of the axis of the cylinder 11, The motion phase angle between the piston 1 and the displacer 3 can be brought closer to the preferred 90°, and even with a one-sided link mechanism, the crosshead portion 2
It is extremely superior in that it can suppress the lateral pressure applied to it to an extent that does not cause any problems, and the power loss due to friction can be ignored.

[Brief explanation of drawings]

Fig. 1 is a vertical cross-sectional view of the Stirling engine according to the present invention, Fig. 2 is a cutaway view of the shell and oil pump part of Fig. 1 and viewed from below, and the upper half (I) and lower half of Fig. 3. (I[) is a composite cross-sectional view taken along line I-I' and m-n' in Figure 1, (A) to (D) in Figure 4 are explanatory diagrams of the operation of the Stirling engine, and Figure 5 is FIG. 2 is a longitudinal sectional view of a conventional Rhombic Stirling engine. 1...Piston, 2...Crosshead part, 3...
Displacer, 4... Rod, 9... Cross slider, 10... Bearing, 10a... Bearing part for cross head section, 10b- Bearing part for cross slider, 1
1... Cylinder, 16.17... Connecting rod for piston, 18.19 Connecting rod for river displacer, 2
0...Crankshaft. Patent applicant Sanyo Electric Co., Ltd. Tokyo Sanyo Electric Co., Ltd.
Jodo Shigemi
Yunosuke Araki Figures 1, 2, II and 3

Claims (1)

[Claims] 1. A piston and a displacer are slidably inserted into a cylinder filled with working gas, and the crosshead of the piston and the displacer drive Rondo that extends through the piston are connected by a link mechanism to interlock. In this Stirling engine, a bearing section for the crosshead section and a bearing section for the cross slider provided at the lower end of the displacer drive zero tube are disposed to substantially coincide with the downward extension line of the cylinder axis, and, A Stirling engine characterized in that a single crankshaft is disposed between these two bearing parts and near the downward extension of the cylinder axis, and is connected to the crosshead part and the cross slider through connecting rods.