JPS5985457A - Seal structure of stirling engine - Google Patents

Seal structure of stirling engine

Info

Publication number
JPS5985457A
JPS5985457A JP19483282A JP19483282A JPS5985457A JP S5985457 A JPS5985457 A JP S5985457A JP 19483282 A JP19483282 A JP 19483282A JP 19483282 A JP19483282 A JP 19483282A JP S5985457 A JPS5985457 A JP S5985457A
Authority
JP
Japan
Prior art keywords
piston rod
power piston
air supply
chamber
power
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.)
Pending
Application number
JP19483282A
Other languages
Japanese (ja)
Inventor
Michio Fujiwara
通雄 藤原
Yoshio Kazumoto
数本　芳男
Tamotsu Nomaguchi
野間口　有
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.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
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 Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to JP19483282A priority Critical patent/JPS5985457A/en
Publication of JPS5985457A publication Critical patent/JPS5985457A/en
Pending 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
    • 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
    • F02G2243/02—Stirling type engines having closed regenerative thermodynamic cycles with flow controlled by volume changes having pistons and displacers in the same cylinder
    • 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
    • F02G2243/02—Stirling type engines having closed regenerative thermodynamic cycles with flow controlled by volume changes having pistons and displacers in the same cylinder
    • F02G2243/04—Crank-connecting-rod drives
    • 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
    • F02G2253/00—Seals
    • 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
    • F02G2253/00—Seals
    • F02G2253/02—Reciprocating piston seals

Abstract

PURPOSE:To prevent contamination of a heat exchanger and to maintain high performance, by a method wherein working gas, flowing in the compression chamber of a cylinder, produces working gas for a buffer chamber from which lubricating oil is removed. CONSTITUTION:A scavenging piston 2 and a power piston 4 are disposed within a cylinder 1, a hole is formed in the power piston 4 to insert a scavenging piston rod 5 therethrough, and the two pistons are communicated to a crank mechanism part 17. A buffer chamber 25, having a volume larger than the sweeping volume of the power piston, is formed by the power piston 4, the cylinder 1, and an oil seal housing 15. An oil filter is mounted in a communicating pipe 16 through which a buffer chamber 25 and a crank chamber 20 are intercommunicated. An oil seal 22 of the scavenging piston rod 5 is attached to the lower part of a power piston rod 6, a communicating hole 20 is formed in the side of the power piston rod positioned facing the buffer chamber 25, and further, a porous adsorbing member 21 is secured to the power piston rod thereabove.

Description

【発明の詳細な説明】 この発明は、スターリングエンジンのシール構造に関す
るものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a seal structure for a Stirling engine.

一般にスターリングエンジンは熱効率が高い。Generally, Stirling engines have high thermal efficiency.

運転騒音が低い、排気が盾浄であるといった特長をもっ
ているとされ、各方面で研究が進められており、自動車
用、空調機用の原動機として実用化段階に近づいている
といわれている。It is said to have features such as low operating noise and clean exhaust, and research is progressing in various fields, and it is said that it is approaching the stage of practical use as a prime mover for automobiles and air conditioners.

第１因は、１つのシリンダ内に動力を取りだす動力ビス
トンシリンダ内の作業気体（例えばヘリウム）を加熱、
冷却するために作業気体を移送するための送気ピストン
を有した従来のピストンディスプレイサ型のスターリン
グエンジンの縦断面図である。The first factor is heating the working gas (e.g. helium) in the power piston cylinder that extracts power into one cylinder.
1 is a longitudinal sectional view of a conventional piston displacer type Stirling engine with a delivery piston for transferring working gas for cooling; FIG.

一１図において、（１）はシリンダー、（２）は中空形
状の送気ピストンのヘッド、（３）はヘッド（２）と固
定され、送気ピストン用ピストンシールが装着されるピ
ストンシールランドｔ　（ｓ’）は（３）に装着された
作業気体のもれを防止するためのシールリング。In Figure 11, (1) is the cylinder, (2) is the head of the hollow air piston, and (3) is the piston seal land t that is fixed to the head (2) and on which the piston seal for the air piston is installed. (s') is a seal ring attached to (3) to prevent leakage of working gas.

（４）は動力ビストン、　（４ａ）は動力ビストンに装
着された作業気体のもれを防止するためのシールリング
、（５）は動力ビストン（４）の中心軸部、及び動力ビ
ストン（４）とクランク機構部Ｑηとを連接する動力ビ
ストンロッド（６）の中心軸部を貫通して往復動可能に
構成され、送気ピストンシールランド（３）とクランク
機構部αのとを連接する送気ピストンロッドである。ク
ランク機構部はクランク軸、連接棒、ピストンピンで構
成され、送気ピストン及び動力ビストンを所定の位相差
で往復動可能にする。（至）はクランク機構部のクラン
ク軸を同転自在に床持し。(4) is a power piston, (4a) is a seal ring attached to the power piston to prevent leakage of working gas, (5) is the central shaft of the power piston (4), and the power piston (4) The air supply piston rod (6), which connects the air piston seal land (3) and the crank mechanism part α, is configured to be able to reciprocate through the center shaft of the power piston rod (6) that connects the air supply piston seal land (3) and the crank mechanism part α. It is a piston rod. The crank mechanism is composed of a crankshaft, a connecting rod, and a piston pin, and enables the air supply piston and the power piston to reciprocate with a predetermined phase difference. (To) The crankshaft of the crank mechanism is supported on the floor so that it can rotate freely.

エンジンの作業気体の密封床持をかねたクランクケース
である。０呻はクランク機構部を円滑に動作させる為の
潤滑油である。（イ）はクランク室を示す。This is a crankcase that serves as a sealed floor for the engine's working gas. Zero oil is a lubricating oil that allows the crank mechanism to operate smoothly. (A) indicates the crank chamber.

（７）は趙温の燃焼ガス力）ら受熱してシリンダーの膨
張室内の作業気体を加熱するためのヒーター管。(7) is a heater tube for receiving heat from Zhao Wen's combustion gas force to heat the working gas in the expansion chamber of the cylinder.

（８）は作業気体の加熱量及び冷却量を節減させるため
に金網等が積層された構造の再生器、（９）は作業気体
を冷却するためのクーラー管、　（ＬＯはクーラーで冷
却された作業気体をシリンダーの圧縮室に導く２１！管
である。αｐはクーラー管を冷却するために設けられた
冷却水流入部で（ｌｌａ）は冷却水の入口部。(8) is a regenerator with a structure in which wire mesh is layered to reduce the amount of heating and cooling of the working gas, (9) is a cooler pipe for cooling the working gas, (LO is cooled by a cooler) It is a 21! pipe that guides working gas into the compression chamber of the cylinder.αp is a cooling water inlet provided to cool the cooler pipe, and (lla) is a cooling water inlet.

（ｎｂ）は冷却水の出口部である。（２）は送気ピスト
ンロッド（５）と動力ビストンロッド（６）のすき間か
ら作業気体のもれるのをシールする為に動力ビストンに
装着された送気ピストンロッドシールである。(nb) is a cooling water outlet. (2) is an air supply piston rod seal attached to the power piston rod to seal the leakage of working gas from the gap between the air supply piston rod (5) and the power piston rod (6).

（２）はシリンダー（１）の頭部に設けられつば状の燃
焼ガスガイドで、これより上方は高温の燃焼ガスにさら
される一方、これより下部は図ボしていないが、送気ピ
スト：／に装着されたピストンシールを冷却するために
冷却水又は強制空冷によって冷却されている。Ｑ→はク
ランク窒出の潤滑油が、エンジンのシリンダー（１）円
に侵入するのを防止するためニ、励カビストンロッド（
６）に付看した潤滑油をかき落とすための動カビストン
ロッド油シーＩしでゐろ。＜ＩＩはα荀をシリンダ一部
の所定の位置に固定するシールハウジノグである。ａ→
は動力ビストン（４）とシリンダー（１）、油シール／
）ウジング＜ｌｆ９で構成され、勤カビストンの押しの
け体積より十分大きな体積を有するバッファー室に）と
クランク室（ホ）とを連通する遅通官である。この連通
管には図示されていないが潤滑油がシリンダー内に流入
するのを防止する油ろ過器が組込まれている。(2) is a brim-shaped combustion gas guide installed at the head of the cylinder (1), and the area above this is exposed to high-temperature combustion gas, while the area below this is not visible, but is an air supply piston: / is cooled by cooling water or forced air cooling to cool the piston seal attached to the piston. Q → is an excitation piston rod (2) to prevent lubricating oil from entering the engine cylinder (1) from entering the engine cylinder (1).
6) Do not use the moving stone rod oil sheath I to scrape off the lubricating oil. <II is a seal housing nog that fixes the α shaft at a predetermined position in a part of the cylinder. a →
Power piston (4), cylinder (1), oil seal/
) It is a delay passage connecting the crank chamber (E) and the buffer chamber (E), which is composed of Uging < lf9 and has a volume sufficiently larger than the displacement volume of the working stone. Although not shown in the drawings, this communication pipe incorporates an oil filter that prevents lubricating oil from flowing into the cylinder.

この様に構成されたスターリングエンジンは。The Stirling engine is configured like this.

＃Ａ焼ガス等によってヒータ管（７）を加熱し、クーラ
ー　管（９）を水等によって冷却することによって１機
械出力を発生することは周知の事実である。It is a well-known fact that one mechanical output is generated by heating the heater tube (7) with #A burning gas or the like and cooling the cooler tube (9) with water or the like.

しかしながら従来、つぎの様な欠点があった。However, conventional methods have had the following drawbacks.

シリンダー内の圧縮室の圧力溶化はクランク室圧力を平
均値とした交番圧力変化となる。この為に送気ピストン
ロッドシール部から潤滑油の蒸気を含んだ作業気体がク
ランク室からシリンダー内の圧縮室に流入し、この結果
、エンジンを長時間運転した場合、圧縮室内に入り込ん
だ＠滑油によってクーラー管（９）、ヒータ管（７）、
再生器（８）が汚染され、これらの熱交換能力が希しく
低下してエンジン性能が大きく低下する。The pressure solution in the compression chamber in the cylinder results in alternating pressure changes with the crank chamber pressure as the average value. For this reason, working gas containing lubricating oil vapor flows from the air supply piston rod seal part into the compression chamber in the cylinder from the crank chamber.As a result, when the engine is operated for a long time, Cooler pipe (9), heater pipe (7),
The regenerator (8) becomes contaminated and their heat exchange capacity is rarely reduced, resulting in a significant reduction in engine performance.

本発明は以りの欠点を改良するために行なわれた。すな
わち、送気ピストンロッドシールを介してクランク室か
らシリンダー内に流入する作業気体を皆無とし、少なく
とも油ろ過等によってクリーンされた作業気体が充満す
るバッファ室からシリンダー内に作業気体が流入するよ
うにした。The present invention was made to improve the above drawbacks. In other words, no working gas flows into the cylinder from the crank chamber through the air supply piston rod seal, and at least the working gas flows into the cylinder from the buffer chamber, which is filled with working gas cleaned by oil filtration, etc. did.

本発明の一実施例を＠２図により説明する。An embodiment of the present invention will be explained with reference to Figure @2.

第２図は送気ピストンロッド、動力ビストンロッド、お
よびこれに係わる周辺部の縦断面図で。Figure 2 is a longitudinal cross-sectional view of the air supply piston rod, power piston rod, and related parts.

その池構成は＠１図と全く同様である。図中、第１図と
同一記号は第１図と同一の機能部材を示すものである。The pond configuration is exactly the same as Figure @1. In the figure, the same symbols as in FIG. 1 indicate the same functional members as in FIG. 1.

（イ）は送気ピストンロッドに付着した潤滑油をかき落
とす為に動力ビストンロッド中心軸穴部の下部に固定さ
れた送気ピストンロッド油シールテある。この送気ピス
トンロッド油シールよりｔ部の動力ビストンロッドの中
心軸穴部の穴径は、送気ピストンロッド外径より８Ｍ以
上大きくしである。(A) is an air piston rod oil seal that is fixed to the lower part of the power piston rod center shaft hole in order to scrape off lubricating oil adhering to the air piston rod. The hole diameter of the center shaft hole of the power piston rod at the t portion of the air supply piston rod oil seal is 8M or more larger than the outer diameter of the air supply piston rod.

翰は動力ビストンロッド（６）の側部にあけられた連通
孔で、連通孔は少なくとも動力ビストンロッドの往復動
体によって、動力ビストンロッド油シールαるに接触し
ない位置にあけられ、バッファ室（ハ）に面している。The hole is a communication hole drilled in the side of the power piston rod (6), and the communication hole is bored in a position where it does not come into contact with the power piston rod oil seal α at least by the reciprocating body of the power piston rod, and the communication hole is located in a position where it does not come into contact with the power piston rod oil seal α. ).

ｅＯは上記の連通孔より少なくとも上部で、動力ビスト
ンロッド中心軸穴部と送気ピストンロッドのすき間部に
充填された多孔質油吸着部材で、フェルト布、ポーラス
金属等の材料が用いられる。eO is a porous oil adsorption member filled in the gap between the central shaft hole of the power piston rod and the air supply piston rod at least above the communication hole, and is made of a material such as felt cloth or porous metal.

以ｔのような構成において、動力ビストンロッド中心軸
穴径を送気ピストンロッド外径より８ｕ以上大きくする
地山は、送気ピストンロッド油シール部で完全にかき落
とす事の出来なかった潤滑油が、Ｊ：記の軸穴とロッド
のすき間が小さい場合。In the configuration shown below, the rock that makes the power piston rod center shaft hole diameter larger than the air piston rod outer diameter by 8u or more is due to lubricating oil that could not be completely scraped off by the air piston rod oil seal. However, J: When the clearance between the shaft hole and the rod is small.

各ロッドの往復動作によってかき上ってくる事が判明し
た。しかしながら、このすき間を大きくする事によって
、上記の潤滑油のかき二〇現象を程んど皆無に出来る串
を確認したからでａ）る。It was found that the reciprocating motion of each rod caused the water to rise. However, by increasing this gap, we have found a skewer that can almost completely eliminate the lubricating oil phenomenon.

以上９本発明の構成によると、シリンダーの圧縮室に流
入する作業気体は、従来のようにクランク室から直接流
入する事なく、温調油蒸気が取り徐カしたクリーンな作
業気体が充満したがバッファ室（ハ）から流入する事に
なる。したかってエンジンを長時間運転した場合でも圧
縮室内に流入した潤滑油によって、各熱交換器は桂んど
汚染されず。According to the configuration of the present invention, the working gas flowing into the compression chamber of the cylinder does not directly flow from the crank chamber as in the conventional case, but is filled with clean working gas that has been removed by temperature-adjusted oil vapor. It will flow in from the buffer room (c). Therefore, even if the engine is operated for a long time, each heat exchanger will not be contaminated by the lubricating oil that has flowed into the compression chamber.

長期にわたりエンエンジンを鍋効率に運転可能となった
。It has become possible to operate the engine efficiently for a long period of time.

１、送気ピストンロッド油シールに）は、バッファ室と
クランク室の作業気体の圧力は、はぼ均圧だから、これ
に作用する圧力差は程んど等で、したがって、この圧力
差によるシールへの締めっけ力は程んど零となり琴耗、
縁擦も極力小さく出来る利点がある。1. For the air supply piston rod oil seal), the pressure of the working gas in the buffer chamber and the crank chamber is almost equal, so the pressure difference that acts on them is approximately equal, so the seal due to this pressure difference The tightening force on the koto becomes zero, and the koto wears out.
It has the advantage of minimizing edge chafing.

更に、多孔寅油吸肴８オは、万が−バッファ室に充満し
た作業気体が潤滑油に汚染された場合でも、潤滑油のａ
縮室（ハ）への流入を防止できる利点がある。In addition, the porous oil absorber 8o will prevent the lubricating oil from leaking even if the working gas filling the buffer chamber becomes contaminated with the lubricating oil.
This has the advantage of preventing inflow into the contraction chamber (c).

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は従来のピストンディスプレーサ型スターリング
エンジンの縦断面図テアル。 第２図は本発明の一実施例を示し、送気ピストンｏ　ツ
Ｆ　ｖ　１ｌＥｔｌ　ｊ：Ｊピストンロッド及びこれＩ
こ係わる周辺部の縦断面図である。 図中、＠は送気ピストンロッド油シーｌし、（ホ）は連
通孔、Ｑ］）は多孔質油吸着部材である。 なお１図中同一行号は同−又は相当部分を示す。 代　理　人　　葛　　野　　信　　− 第１図Figure 1 is a vertical cross-sectional view of a conventional piston displacer type Stirling engine. FIG. 2 shows an embodiment of the present invention, in which the air supply piston o tsuF v 1lEtl j:J piston rod and this I
FIG. 3 is a vertical cross-sectional view of the surrounding area. In the figure, @ indicates the air supply piston rod oil seal, (E) indicates the communication hole, and Q) indicates the porous oil adsorption member. Note that the same line numbers in Figure 1 indicate the same or equivalent parts. Agent Shin Kuzuno - Figure 1

Claims (1)

【特許請求の範囲】[Claims] （１）膨張室と圧縮室を形成するシリンダ内に、送気ビ
ストレとｔ記送気ピストンに固定され、ともに往復動作
する送気ピストンロッド、Ｊ：記送気ピストンロッド外
径より少なくとも大きな穴径を有した動力ビストンロッ
ド、及びｔ記動カビストンロッドに固定され、上記送気
ピストンロッド外径より少なくとも大きな穴径を有した
動力ビストンを有し、を記両ピストンを所定の位相差で
往復可能ならしめるクランク機構部、このクランク機構
部のクランク軸を回転自在に保持し、エンジンの作業気
体を密封、保持するクランク室、動力ビストン下面部に
設けられ、動力ビストンの押しのけ体積より十分大きな
容積のバッファ室、このバッファ室とクランク室を仕切
る動力ビストンロッド油シール、及び油シールハウジン
グ、動力ビストン中心軸部に設けられた送気ピストンロ
ッドシールバッフ７室とクランク室を連通し、油ろ過機
能を有した連通管、以、ヒで拘成されたスターリングエ
ンジンにおいて、動力ビストンロッド下部に送気ピスト
ンロッド油シールを設け、を記送気ピストンロッド油シ
ール誹り上部の鋤カビストンロッド穴径を、送気ピスト
ンロッド外径より大きくシ。 動力ビストンロッド油シールに接触しない位置でバッフ
ァ室に面したｔ記動カビストンロッド側部に連通孔を設
け、更にその上部に多孔質吸着部材を動力ビストンロッ
ド、又は動力ビストン部に固定したことを特徴とするス
ターリングエンジンのシール構造。(1) Inside the cylinder that forms the expansion chamber and the compression chamber, the air supply piston rod is fixed to the air supply bistorage and the air supply piston and reciprocates with the air supply piston, J: a hole that is at least larger than the outer diameter of the air supply piston rod. a power piston rod having a diameter, and a power piston fixed to the movable piston rod and having a hole diameter at least larger than the outer diameter of the air supply piston rod; A crank mechanism that enables reciprocation, a crank chamber that rotatably holds the crankshaft of this crank mechanism and seals and retains the working gas of the engine, and a crank chamber that is provided on the underside of the power piston and is sufficiently larger than the displacement volume of the power piston. A volume buffer chamber, a power piston rod oil seal that separates this buffer chamber from the crank chamber, an oil seal housing, an air supply piston rod seal buff chamber provided at the center shaft of the power piston, and a communication between the crank chamber and the oil filtration. In the Stirling engine, which is constrained by a communication pipe with a function, an air piston rod oil seal is provided at the bottom of the power piston rod, and the air piston rod oil seal is recorded on the upper part of the piston rod hole diameter. is larger than the outside diameter of the air supply piston rod. A communication hole is provided on the side of the motive piston rod facing the buffer chamber at a position that does not contact the power piston rod oil seal, and a porous adsorption member is further fixed to the power piston rod or the power piston portion above the communication hole. Stirling engine seal structure featuring:
JP19483282A 1982-11-04 1982-11-04 Seal structure of stirling engine Pending JPS5985457A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP19483282A JPS5985457A (en) 1982-11-04 1982-11-04 Seal structure of stirling engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP19483282A JPS5985457A (en) 1982-11-04 1982-11-04 Seal structure of stirling engine

Publications (1)

Publication Number Publication Date
JPS5985457A true JPS5985457A (en) 1984-05-17

Family

ID=16330997

Family Applications (1)

Application Number Title Priority Date Filing Date
JP19483282A Pending JPS5985457A (en) 1982-11-04 1982-11-04 Seal structure of stirling engine

Country Status (1)

Country Link
JP (1) JPS5985457A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1986004958A1 (en) * 1985-02-14 1986-08-28 Mitsubishi Denki Kabushiki Kaisha Stirling engine
JPS6210458A (en) * 1985-07-05 1987-01-19 Matsushita Electric Ind Co Ltd Stirling engine
EP1519029A1 (en) * 2003-09-25 2005-03-30 Twinbird Corporation Stirling cycle engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1986004958A1 (en) * 1985-02-14 1986-08-28 Mitsubishi Denki Kabushiki Kaisha Stirling engine
JPS6210458A (en) * 1985-07-05 1987-01-19 Matsushita Electric Ind Co Ltd Stirling engine
EP1519029A1 (en) * 2003-09-25 2005-03-30 Twinbird Corporation Stirling cycle engine
CN100404837C (en) * 2003-09-25 2008-07-23 珍巴多工业股份有限公司 Stirling cycle engine

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