US3600886A - Hot gas engine - Google Patents

Hot gas engine Download PDF

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Publication number
US3600886A
US3600886A US855170A US3600886DA US3600886A US 3600886 A US3600886 A US 3600886A US 855170 A US855170 A US 855170A US 3600886D A US3600886D A US 3600886DA US 3600886 A US3600886 A US 3600886A
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Prior art keywords
working space
medium
duct
valve
inlet
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Expired - Lifetime
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US855170A
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English (en)
Inventor
Hendrik Alphons Jaspers
Gregorius Theodorus Mar Neelen
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US Philips Corp
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US Philips Corp
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    • 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
    • F02G1/045—Controlling
    • F02G1/05—Controlling by varying the rate of flow or quantity of the working gas

Definitions

  • Priority ABSTRACT A hot gas engine having a buffer space, a work- I I ing space in communication with a medium supply duct in- [33] N cluding a controllable inlet valve, a medium outlet duct in- [N M2816 cluding a controllable exhaust cock, a communication duct including a bypass valve between the working space and buffer [54] HOT GAS ENGINE space, a first control device which is movable against the acu Cum 4 Dn'tng Ft tion of a spring for operating the inlet and exhaust valves, and
  • a second control device which is movable against the action of [52] US. Cl. 60/24, 62/6 the spring for operating the bypass vahe the control devices [51] CL 9/00 being constructed so that during normal operation a movel Field snub 60/24; 62/6 ment of the second control device is associated with the same movement of the first control device, while upon braking with [56] References the engine the bypass valve is maximally opened and by mov- UNITED STATES PATENTS ing the first control device only the inlet cock can be opened 3,466,867 9/1969 Brandes 60/24 to provide a maximum braking torque.
  • JASPERS GREGORIUS T- M.NEELEN BY A AGENT HOT GAS ENGINE The invention relates to a hot gas engine comprising one or more working spaces each of which communicates, if desirable through a nonreturn valve permitting flow in the direction of the respective working space, with a medium inlet duct comprising a controllable suppletion or inlet cock and in which furthermore each working space communicates if desirable through a nonreturn valve opposing flow of medium in the direction of the respective working space, with a medium outlet duct, the removal of medium through said duct being controlled by a controllable exhaust cock and furthermore either a communication duct being provided between each working space and a buffer space containing the same medium as the working space, or a communication duct is present between the medium inlet and medium outlet duct, a bypass-closing member being present in said communication duct(s) which is continuously controllable between its closed position and its fully open position.
  • a rapid reduction of torque can be obtained by opening, in addition to the exhaust cock, a bypass valve in a communication duct between the working space and a buffer space in which the same medium is present as in the working space or in a communication duct between the medium inlet and medium outlet duct.
  • the bypass valve When the bypass valve is further opened, the torque will become zero, and when it is still further opened it will even become negative so that the engine can absorb power. in a given position of the bypass valve a maximum negative torque is obtained and upon further opening the negative torque decreases again.
  • braking with the engine can be effected consequently by means of the bypass valve.
  • the value of the braking torque supplied by the engine depends upon the pressure in the engine and upon the number of revolutions, in addition to the position which the bypass valve assumes. Accordingly, as the pressure is higher, the supplied barking torque will be larger.
  • a power control device is present with which on the one hand the inlet cock can be opened and on the other hand the exhaust cock can be set to its exhaust position and simultaneously the bypass valve can be opened. Through the exhaust the medium is removed from the working space(s) and upon reaching the desired pressure (required power), both the exhaust and the bypass cock are closed. This means that a high braking torque cannot be supplied by the engine for a longer period of time.
  • It is the object of the invention to provide a hot gas engine comprising a control device with which the inlet exhaust and bypass cocks can be operated so that for a long period of time, for example, when a vehicle drives down a slope, a high braking torque can be supplied.
  • the hot gas engine has a first control device which is movable against the action of a spring for controlling the inlet and exhaust cocks and which, upon movement against the action of the spring, brings the inlet cock in its open position and, uponmovement in the direction of the action of the spring, bringstheexhaust cock in its exhaust position; said movement in the direction of spring action being restricted by a first fixed stop member.
  • the engine furthermore comprises a second control device which is likewise movable against the action of a spring for controlling the bypass valve, which control device, upon movement against the action of the spring, closes the bypass valve or moves it to its closed position and, upon movement in the direction of the action of the spring, opensit or opens it further, the movement of said second control device in the direction of the action of the spring being limited by a second stop member.
  • a second control device which is likewise movable against the action of a spring for controlling the bypass valve, which control device, upon movement against the action of the spring, closes the bypass valve or moves it to its closed position and, upon movement in the direction of the action of the spring, opensit or opens it further, the movement of said second control device in the direction of the action of the spring being limited by a second stop member.
  • Each of the two control devices is coupled to a pressure-sensitive element which, dependent upon the pressure in the working space(s) of the engine, assumes a given position in such manner that when the pressure in the working space(s) increases or decreases, the adjustment .of the two control devices varies in that sense that the inlet cock moves to its closed position and the exhaust cock moves to its nonexhaust position, respectively, and the bypass valve moves to its closed position.
  • the first and the second stop members are arranged so that the distance over which the first control device is movable in the direction of the action of the spring, is smaller than the distance over which the second control device is movable in that direction,
  • the engine furthermore comprises an element which is sensitive to the number of revolutions; when the number of revolutions, reduces below a zero load number of revolutions this element may be adjustable.
  • the second control device being constructed so that in a position of the two control devices in which the bypass valve is closed and the inlet and exhaust cock both assume their closed and nonexhaust position, respectively, a movement of the second control device also results in an equally large movement of the first control device.
  • the inlet cock can be opened upon movement against the action of the spring by moving the second control device with which simultaneously the first control device is.
  • the second control device When a traction vehicle in which engine is disposed drives down a slope, the number of revolutions increases, the second control device will engage the second stop member; the bypass cock being opened. When the supplied braking torque is too low, the inlet cock can be opened by moving the first control device alone as result of which the pressure level in the engine increases and the braking torque also increases. In this manner it is possible to supply a large braking torque for a long period of time so that the working power of the vehicle can be fully absorbed by the engine.
  • the first control device comprises a first lever one end pivotally secured to the pressure-sensitive element and the other end coupled in one direction of movement to a first operating device and in the other direction of movement connected to a fixed part by means of a spring, which spring, in the case of nonenergized operating device, pulls the first lever against the first stop member.
  • the second control device comprises a second lever having one end pivotally secured to the pressure-sensitive element and the other end coupled in one direction of movement to a second operating device and in the other direction of movement connected to a fixed part by means of a spring, which spring in the case of nonenergized operating device, pulls the second lever against the second stop member.
  • the first and the second stop members are arranged so that upon displacement in the direction of the action of the spring the first lever contacts the first stop member sooner than the second lever contacts the second stop member; the second lever and/or the second operating device are arranged or provided with catches so that upon displacement of the second lever against the action of the spring the first lever is also moved.
  • a further favorable embodiment of the hot gas engine according to the invention includes the first control device which comprises a first movable liquid column having one end bounded by a piston cooperating with the inlet and exhaust cock and forced against the liquid column by the action of a spring, and the other end bounded by a first movable piston; the second control device comprises a second movable liquid column having one end is bounded by a piston which cooperates with the bypass valve and is forced against the liquid column by the action of a spring and the other end bounded by a second movable piston.
  • a first operating device is present with which the first movable piston can be moved, as well as a second operating device being present with which simultaneously the first and the second movable piston can be moved; the first and second stop members are furthermore arranged so that the movement of the first movable piston in the direction of the action of the spring is smaller than that of the second movable piston, each of the two liquid columns being furthermore bounded by a further piston which is connected to the pressure-sensitive element.
  • FIG. 1 diagrammatically shows not to scale a monocylinder hot gas engine having a control device
  • FIG. 2 diagrammatically shows a part of the control device of the hot gas engine shown in FIG. 1, in which an exhaust cock is provided in a communication between the suction and compression duct of the compressor;
  • FIG. 3 diagrammatically shows not to scale a four-cylinder hot gas engine having a control device
  • FIG. 4 shows another embodiment of the control device shown in FIG. 2.
  • Reference numeral 1 in FIG. 1 denotes a cylinder in which a piston 2 and a displacer 3 reciprocate.
  • the piston 2 and the displacer 3 are connected by a piston rod 4 and a displacer rod 5, respectively, to a gear not shown.
  • a compression space 6 which communicates with an expansion space 10 via a cooler 7, a regenerator 8 and a heater 9.
  • Thermal energy can be applied to the heater 9 by a burner 11.
  • Below the piston 2 there is a buffer space 12 which communicates, through a capillary duct 13, with the compression space 6 so that in the buffer space 12 always the same average pressure will adjust as in the compression space 6.
  • the medium supply duct 15 furthermore comprises a controllable suppletion cock or inlet valve 17. With its side remote from the compression space the medium supply duct 15 communicates with a storage container 18 containing working medium.
  • a medium outlet duct 20 communicates with the compression space 6 and comprises a nonreturn or one-way valve 21 which prevents flow of medium in the direction of the compression space and furthermore comprises a controllable exhaust cock or valve 22. With its side remote from the compression space the medium outlet duct 20 communicates with the inlet 23 of a compressor 24. The outlet 25 of the compressor 24 communicates with the storage container 18 through a duct 26.
  • a communication duct 27v communicates with the compression space 6 and comprises a controllable bypass cock or valve 28 which opens into the buffer space 12 at its other end.
  • Two control devices of which the first comprises a lever 30 and the second comprises a lever 31 are present for operating the exhaust and inlet valves 22 and 17 and the bypass valve 28. Both levers are pivotally secured at their one end at 32 and 33 to a pressure-sensitive element 34 consisting of a piston 34 in a cylinder 35.
  • the space 36 of one side of the piston 34 communicates through a duct 37 with the buffer space 12 so that in said bufi'er space the same average pressure will prevail as in the working space 6.
  • a spring 38 is operative on the other side of the piston 34.
  • the first lever 30 is coupled at one end through a transmission 39 to an operating member 40 and at its other end it is coupled to a fixed part of the engine through a tension spring 41.
  • a stop member 42 restricts the movement of the lever 30 in the direction of the action of the spring at its positive position.
  • the second lever 31 is connected at its one end through a transmission 43 to an operating member 44, and is connected to a fixed part at its other end by a tension spring 45, the movement of the lever 31 in the direction of the action of the spring being limited by a stop member 46 at its positive position.
  • the transmission 43 comprises a catch 47 which is arranged so that when the lever 31 is parallel to the lever 30 the two levers are simultaneously movable by means of the operating device 44.
  • the operation of the hot gas engine is assumed to be known.
  • the control thereof occurs as follows. Starting or neutral position is the position shown of the control device in which the inlet cock 17, the exhaust cock 22 and the bypass cock 28 are all closed.
  • the coupling 43 is moved to the right to negative position by means of the operating member 44, the two levers 30 and 31 also move to the right and hence reach the negative positions shown in broken lines I and II In this position of the levers the bypass cock 28 and the exhaust cock 22 remain closed while the suppletion cock 17 is opened.
  • Medium from the storage container 18 will now flow to the working space of the hot gas engine through the supply duct 15. As a result of this the average pressure in the working space and in the buffer space 12 and hence also in the space 36 of the pressure-sensitive element increases.
  • a large braking torque is supplied by the maximally opened bypass cock which might have for its result that the engine cuts out.
  • a revolutions control 50 is present which, when the number of revolutions becomes smaller than the zero-load number of revolutions, moves the lever 31 away from the stop member 45 so that the bypass aperture becomes so much smaller that the zero-load number of revolutions remains maintained.
  • the exhaust cock 22 is directly provided in the medium outlet duct 20.
  • the outlet of medium can also be controlled by an exhaust cock 22 which is arranged in a communication 'duct 51 between the medium outlet duct 20 and the duct 26.
  • the only difference is that in the open condition of the exhaust cock 22' no removal of medium out of the working space takes place but that removal takes place only when the exhaust cock 22' is closed,
  • the operation of the control is entirely similar to that shown in FIG. 1 so that further description thereof may be omitted.
  • FIG. 3 shows a hot gas engine having four cylinders 55, 56, 57 and 58. Each of these cylinders communicates, through nonreturn valves 59, 60, 61 and 62 which permit flow of medium in the direction of the relative cylinder, with a medium supply duct 63. Each of these cylinders communicates further via nonreturn valves 64, 65, 66 and 67 which prevent flow of medium towards these cylinders, with a medium outlet duct 68.
  • the medium supply duct 63 comprises a controllable inlet cock 17 and communicates at its other end with a storage container 18.
  • the medium outlet duct 68 communicates with its other end with the inlet 23 of a compressor 24, the outlet 25 of which communicates with the storage container 18 via a duct 26 with a nonreturn valve 70 incorporated therein. Between the medium outlet duct 68 and the duct 26 a communication duct 50 is present in which an exhaust cock 22 is provided.
  • the bypass cock 28 is arranged in the communication duct 71 between the medium outlet duct 68 and medium supply duct 63.
  • the control device corresponds to that shown in F IG. 1 with the difference that in this embodiment the levers 30 and 31 pivot about the same pivot 72 which is again connected to the piston 34 of a pressure-sensitive element.
  • the space 36 on one side of the piston 34 communicates with the medium outlet duct 68. Since the medium outlet duct 68 communicates with the cylinders via nonreturn valves 64, 65, 66 and 67 which permit flow in the direction of the duct 68, the maximum pressure which occurs in the working spaces will prevail in the outlet duct 68.
  • both levers 30 and 31 will move to the left, the inlet cock 17 being opened.
  • the exhaust cock 22' is also opened, this has for its result that the suction and compression side of the compressor 24 are inopen communication with each other so that the compressor causes no transport of medium and hence no removal of working medium takes place to the storage contamer.
  • the operating member 40 may be energized again as a result of which the lever 30 alone moves to the right and the inlet cock 17 opens. As a result of this the pressure level in the engine rises. The piston 34 moves to the right as a result of the increased pressure and the bypass cock 28 reaches its maximally open position so that a maximum braking torque is supplied. So in this manner a hot gas engine is obtained having a mountain brake.
  • control device in the hot gas engines shown in the above figures is constructed with levers, it will be obvious that other constructions are also possible.
  • the control device used in the engine shown in FIG. 3 is constructed with movable liquid columns 130 and 131 instead of movable levers.
  • the liquid column 130 is bounded by a piston 133 which is forced against the liquid by a spring 134 and the piston rod 135 which cooperates with the exhaust cock 22 and suppletion cock 17.
  • the liquid column 131 is bounded on its one side by a piston 136 which is forced against the liquid by a spring 137 and the piston rod 138 of which is connected to a bypass cock 28.
  • the liquid column 130 is bounded by a piston 140 having a piston rod 141 which comprises studs 142 and 143, while the liquid column 131 is bounded on its other side by a piston 144 having a piston rod 145 which comprises studs 146 and 147.
  • first operating device 148 which cooperates with stud 142 while a second operating device 149 cooperates with stud 143 which is connected to the piston 140 and with stud 146 which is connected to piston 144.
  • an element 150 which is sensitive to the number of revolutions is present which when the number of revolutions fall below the zero-load number of revolutions, can cooperate with stud 147 which is connected to the piston 144.
  • Stop members 151 and 152 limit the movement of the pistons 140 and 144 in the direction of the action of the springs 134 and 137, respectively.
  • the liquid columns 130 and 131 are furthermore bounded by pistons 153 and 154 the piston rods 155 and 156 of which are each connected to a piston 34 of a pressure-sensitive element as described in the preceding figures.
  • the operating member 148 is energized so that the piston 140 alone is moved downwards and the inlet cock 17 is opened so that suppletion of medium takes place and the pressure level increases.
  • the pressure in the spaces 36 will also increase so that the pistons 153 and 154 move outwards as a result of which as it were again a shortening of the liquid columns and 131 occurs and the pistons 133 and 136 move upwards, thereby again closing the inlet cock 17 and further opening the bypass member 28.
  • the engine then supplies a maximum braking torque.
  • a control device operable with a source of fluid medium, and including at least one working space, one buffer space, an inlet duct for flowing medium from the source to the working space, and an outlet duct for discharging medium from the working space, the improvement of a control device in combination therewith comprising:
  • a capillary duct for communicating between and maintaining the same average pressure in the working and buffer spaces
  • a communication duct including an adjustable bypass valve spring biased in closed position connecting the working space with the buffer space
  • first spring-biased control means movable between (i) neutral position whereby the inlet and exhaust valves are closed, (ii) positive position whereby the inlet valve is open and the exhaust valve is closed, and (iii) negative position whereby the exhaust valve is open and the inlet valve is closed,
  • second spring-biased control means movable between (1) neutral position whereby the bypass valve is closed, and (ii) positive position whereby the bypass valve is open,
  • Third means which engages the first and second means, is in communication with the working space, and is movable between positive, neutral and negative positions in response to increased and reduced pressure respectively in the working space, movement of the third means toward positive and negative positions respectively urging the first and second means toward their corresponding positive and negative positions,
  • a fourth means engaged to the second means and responsive to engine output speed below zero-load, for moving the second means to effect closure of the bypass valve
  • fifth means connecting the first and second means whereby movement of the second means between its positions causes corresponding movement of the first means.
  • Apparatus according to claim 1 comprising stop means for insuring, when the second means is moved to its positive position, it reaches said position before the first means reaches its positive position.
  • stop means comprises first and second stop elements for arresting motion of the first and second means when they are moved to their positive positions.
  • first and second means are levers movable about their respective pivot points, and said third means engages and moves said pivot points to displace the levers to locations corresponding to different positions.
  • first and second control means are mechanical linkages, each having one part manually operable and a separate part engaged to the associated valve.
  • first and second control means are fluid linkages comprising containers of movable fluid, each container including one piston engaging the fluid for initiating action thereof, and a second remote piston driven by the fluid for actuating the associated valve.
  • a hot gas engine operable with a source of fluid medium, and including one working space, one buffer space, a bypass duct and valve connecting the working and buffer spaces, an inlet duct for flowing medium from the source to the working space, and an outlet duct for discharging medium from the working space, the improvement comprising of a control device in combination therewith,
  • fourth means for sensing pressure change in the working space and subsequently returning the first and second means to a neutral condition.
  • said first means comprises an inlet valve for permitting medium flow from the source to the working space, and an exhaust valve for permitting discharge of medium from the working space, and a linkage for selectively opening and closing said inlet and outlet valves.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Exhaust Silencers (AREA)
  • Valve Device For Special Equipments (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Forms Removed On Construction Sites Or Auxiliary Members Thereof (AREA)
US855170A 1968-09-07 1969-09-04 Hot gas engine Expired - Lifetime US3600886A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL686812816A NL148378B (nl) 1968-09-07 1968-09-07 Heetgasmotor.

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US3600886A true US3600886A (en) 1971-08-24

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US855170A Expired - Lifetime US3600886A (en) 1968-09-07 1969-09-04 Hot gas engine

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US (1) US3600886A (de)
AT (1) AT297414B (de)
BE (1) BE738502A (de)
CH (1) CH523424A (de)
DE (1) DE1942230C3 (de)
DK (1) DK130026B (de)
ES (1) ES371242A1 (de)
FI (1) FI52620C (de)
FR (1) FR2017586A1 (de)
GB (1) GB1288224A (de)
NL (1) NL148378B (de)
NO (1) NO124651B (de)
SE (1) SE351702B (de)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3811272A (en) * 1971-11-09 1974-05-21 United Stirling Ab & Co Stirling cycle engine power control means
US3822550A (en) * 1971-03-18 1974-07-09 Philips Corp Multicylinder thermodynamic reciprocating machine in which the fuel supply to burner devices is controlled by means of temperature-sensitive elements
US3937018A (en) * 1974-06-07 1976-02-10 Research Corporation Power piston actuated displacer piston driving means for free-piston stirling cycle type engine
US4245477A (en) * 1979-07-18 1981-01-20 The United States Of America As Represented By The Secretary Of The Air Force Internal heater module for cryogenic refrigerators and Stirling heat engines
US4677824A (en) * 1985-09-26 1987-07-07 Aisin Seiki Kabushiki Kaisha Output control apparatus for Stirling engines
US4706457A (en) * 1985-06-28 1987-11-17 Aisin Seiki Kabushiki Kaisha Apparatus for controlling working gas pressure in stirling engines
US4732000A (en) * 1986-03-27 1988-03-22 Aisin Seiki Kabushiki Kaisha Output control apparatus for stirling engines
US4738106A (en) * 1986-03-31 1988-04-19 Aisin Seiki Kabushiki Kaisha Starting apparatus for stirling engines
US5259197A (en) * 1991-05-15 1993-11-09 Samsung Electronics Co., Ltd. Compression type heat pump
WO1998054458A1 (en) * 1997-05-30 1998-12-03 Rein Tigane Thermal machine
US9046055B2 (en) 2009-04-07 2015-06-02 University Of Newcastle Upon Tyne Heat engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL7500731A (nl) * 1975-01-22 1976-07-26 Philips Nv Heetgaszuigermotor.
US4498296A (en) * 1983-07-01 1985-02-12 U.S. Philips Corporation Thermodynamic oscillator with average pressure control

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3466867A (en) * 1967-12-13 1969-09-16 Gen Motors Corp Hot gas engine with gas pressure control means

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH395646A (de) * 1959-02-12 1965-07-15 Philips Nv Gas-Kolbenmaschine mit Mitteln zur Regelung des Gewichtes des im Arbeitsraum der Maschine wirksamen Mittels
US3355881A (en) * 1966-01-24 1967-12-05 Gen Motors Corp Gas pressure control means for a hot gas engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3466867A (en) * 1967-12-13 1969-09-16 Gen Motors Corp Hot gas engine with gas pressure control means

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3822550A (en) * 1971-03-18 1974-07-09 Philips Corp Multicylinder thermodynamic reciprocating machine in which the fuel supply to burner devices is controlled by means of temperature-sensitive elements
US3811272A (en) * 1971-11-09 1974-05-21 United Stirling Ab & Co Stirling cycle engine power control means
US3937018A (en) * 1974-06-07 1976-02-10 Research Corporation Power piston actuated displacer piston driving means for free-piston stirling cycle type engine
US4245477A (en) * 1979-07-18 1981-01-20 The United States Of America As Represented By The Secretary Of The Air Force Internal heater module for cryogenic refrigerators and Stirling heat engines
US4706457A (en) * 1985-06-28 1987-11-17 Aisin Seiki Kabushiki Kaisha Apparatus for controlling working gas pressure in stirling engines
US4677824A (en) * 1985-09-26 1987-07-07 Aisin Seiki Kabushiki Kaisha Output control apparatus for Stirling engines
US4732000A (en) * 1986-03-27 1988-03-22 Aisin Seiki Kabushiki Kaisha Output control apparatus for stirling engines
US4738106A (en) * 1986-03-31 1988-04-19 Aisin Seiki Kabushiki Kaisha Starting apparatus for stirling engines
US5259197A (en) * 1991-05-15 1993-11-09 Samsung Electronics Co., Ltd. Compression type heat pump
WO1998054458A1 (en) * 1997-05-30 1998-12-03 Rein Tigane Thermal machine
US6314731B1 (en) 1997-05-30 2001-11-13 Rein Tigane Thermal machine
US9046055B2 (en) 2009-04-07 2015-06-02 University Of Newcastle Upon Tyne Heat engine

Also Published As

Publication number Publication date
ES371242A1 (es) 1971-09-01
BE738502A (de) 1970-03-05
NL148378B (nl) 1976-01-15
FI52620B (de) 1977-06-30
DK130026C (de) 1975-05-20
DE1942230B2 (de) 1980-09-11
CH523424A (de) 1972-05-31
DK130026B (da) 1974-12-09
DE1942230C3 (de) 1981-05-07
NL6812816A (de) 1970-03-10
NO124651B (de) 1972-05-15
FR2017586A1 (de) 1970-05-22
SE351702B (de) 1972-12-04
AT297414B (de) 1972-03-27
DE1942230A1 (de) 1970-03-12
FI52620C (fi) 1977-10-10
GB1288224A (de) 1972-09-06

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