WO2010070428A2 - External combustion engine - Google Patents
External combustion engine Download PDFInfo
- Publication number
- WO2010070428A2 WO2010070428A2 PCT/IB2009/007787 IB2009007787W WO2010070428A2 WO 2010070428 A2 WO2010070428 A2 WO 2010070428A2 IB 2009007787 W IB2009007787 W IB 2009007787W WO 2010070428 A2 WO2010070428 A2 WO 2010070428A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cylinder
- support frame
- combustion engine
- external combustion
- drive shaft
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 32
- 230000033001 locomotion Effects 0.000 claims abstract description 18
- 239000012530 fluid Substances 0.000 claims abstract description 13
- 230000006835 compression Effects 0.000 claims abstract description 10
- 238000007906 compression Methods 0.000 claims abstract description 10
- 125000004122 cyclic group Chemical group 0.000 claims abstract 2
- 238000001816 cooling Methods 0.000 claims description 3
- 238000010438 heat treatment Methods 0.000 claims description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 239000012809 cooling fluid Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000001154 acute effect Effects 0.000 description 1
- 238000007792 addition Methods 0.000 description 1
- 239000003570 air Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000001143 conditioned effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000001307 helium Substances 0.000 description 1
- 229910052734 helium Inorganic materials 0.000 description 1
- SWQJXJOGLNCZEY-UHFFFAOYSA-N helium atom Chemical compound [He] SWQJXJOGLNCZEY-UHFFFAOYSA-N 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
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
- F02G1/045—Controlling
-
- 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
- F02G2243/30—Stirling type engines having closed regenerative thermodynamic cycles with flow controlled by volume changes having their pistons and displacers each in separate cylinders
-
- 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
- F02G2244/00—Machines having two pistons
-
- 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
- F02G2270/55—Cylinders
Abstract
External combustion engine (10) comprising a drive shaft (13), a first cylinder (11) kinematically connected to the drive shaft (13), a second cylinder (12) kinematically connected to the drive shaft (13), and a thermodynamic circuit (15) fluidly connected to both the cylinders (11, 12), and having at least an expansion chamber (22) and a compression chamber (18, 23) for a heat-carrying fluid, in order to determine the cyclic movement of the first cylinder (11) and the second cylinder (12). The first cylinder (11) is mounted on a first support frame (20) and the second cylinder (12) is mounted on a second support frame (26), distinct from and constrained in a mobile manner to the first support frame (20). Movement means (27) are mechanically connected to the first support frame (20) and/or the second support frame (26), in order to determine the desired relative movement of the first support frame (20) and the second support frame (26) and to vary the reciprocal kinematic connection phasing of the two cylinders (11, 12) with respect to the drive shaft (13).
Description
"EXTERNAL COMBUSTION ENGINE"
•p sp *p *p ■{•
FIELD OF THE INVENTION
The present invention concerns an external combustion engine, such as for example a Stirling engine, which exploits a cycle of isothermal expansion and compression of a thermodynamic fluid, for example air, nitrogen, helium or others, to determine the alternate and cyclical movement of a displacer and a cylinder, so as to entail the rotation of a determinate drive shaft. In particular, the present invention concerns an external combustion engine with a nominal power able to be modulated.
BACKGROUND OF THE INVENTION
External combustion engines are known, for example Stirling engines, which exploit a temperature difference caused in a thermodynamic fluid and actuate the cyclical and alternate movement of a displacer and a cylinder.
The displacer and the cylinder are kinematically connected to each other and to a drive shaft, which transmits to the user device the power delivered.
In this type of known engines, it is therefore sufficient to cause a temperature difference in the thermodynamic fluid to start the functioning of the engine.
Although they are silent to run, have low environmental impact, low maintenance and other characteristics, these engines do not allow variations and modulations of their nominal power, and substantially function always at the same capacity.
This limitation has led to such engines being used almost exclusively in applications where a continuous and constant delivery of energy is necessary.
Therefore, an application of this type of known engines for traction or propulsion, in which continuous variations in power are required, has progressively been abandoned.
Purpose of the present invention is to achieve an external combustion engine that can be used effectively for traction or propulsion, even if variations in power are required.
The Applicant has devised, tested and embodied the present invention to overcome the shortcomings of the state of the art and to obtain these and other purposes and advantages.
SUMMARY OF THE INVENTION
The present invention is set forth and characterized in the independent claim, while the dependent claims describe other characteristics of the invention or variants to the main inventive idea.
In accordance with the above purpose, an external combustion engine according to the present invention comprises a drive shaft for the transmission of torque delivered, a first cylinder kinematically connected with the drive shaft, a second cylinder kinematically connected with the drive shaft and a thermodynamic circuit fluidly connected to both cylinders, and having at least an expansion chamber and a compression chamber for a heat-carrying fluid, to determine the cyclical movement of the two cylinders.
According to a characteristic feature of the present invention, the first cylinder is mounted on a first support frame and the second cylinder is mounted on a second support frame distinct and constrained movably with respect to the first support frame, so as to be able to vary the kinematic phasing of reciprocal connection of the two cylinders with respect to the drive shaft.
The phasing variation entails different functioning conditions of the two cylinders, thus varying the work capacities of each of the two.
Consequently, the different working capacities defined in the different phasing conditions determine coordinated variations in the torque delivered by the drive shaft.
The engine according to the present invention also comprises movement means, mechanically connected to the first support frame and/or the second support frame, to determine the desired relative movement of the first support frame and the second support frame, and hence the phasing of the second cylinder with respect to the first.
With the present invention we therefore have an external combustion engine in which it is possible, by means of the action of the movement means, to adjust and modulate the power delivered on the drive shaft, varying the position of the cylinders, and hence their reciprocal kinematic phasing.
In this way, the external combustion engine according to the present invention can advantageously also be applied for traction or propulsion of vehicles, in which diverse and continuous variations in the torque delivered are required.
According to a variant, the first support frame and the second support frame are reciprocally pivoted to each other, in correspondence with the axis of rotation of the drive shaft.
In this way we have the possibility of effecting a rotation at least of the first cylinder with respect to the second cylinder, to vary the reciprocal phasing conditions.
According to another variant, the movement means comprise at least a drive member, for example of the electric type, controlled by a position transducer, for example a decoder, and able to make the first support frame and the second support frame rotate by a determinate number of degrees with respect to each other.
According to another variant, the expansion chamber and the compression chamber are associated at least with the second cylinder which thus functions as a displacer, whereas the first cylinder functions as a motion actuator.
According to another variant, the expansion chamber is heated by means of a heater member, for example a burner, a resistance or other, activated by solar energy, by combustion, heat conveyance or other.
According to another variant, the expansion chamber is heated by means of an external heat-carrying fluid, circulating for example in a pipe disposed around the expansion chamber.
According to another variant, the compression chamber is cooled by means of an external heat-carrying fluid.
According to another variant, the compression chamber is associated, in a first part, with the first cylinder and, in a second part, associated with the second cylinder.
According to another variant, the kinematic connection of each cylinder comprises at least a connecting rod or crank, the latter common for both cylinders, keyed to the drive shaft.
According to a variant, the connecting rods of each cylinder are kinematically constrained to the common crank with respect to the same axis of constraint, substantially parallel to the axis of rotation of the crank.
According to another variant, the connecting rod or rods of the first cylinder are constrained to the crank with respect to a relative first axis of constraint,
whereas the connecting rod or rods of the second cylinder are constrained to the crank with respect to a relative second axis of constraint, staggered by some degrees with respect to the first axis of constraint.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other characteristics of the present invention will become apparent from the following description of some preferential forms of embodiment, given as a non-restrictive example with reference to the attached drawings wherein:
- fig. 1 is a three-dimensional view of an external combustion engine according to a first embodiment of the present invention;
- fig. 2 is a part three-dimensional view of an enlarged detail of the external combustion engine in fig. 1;
- fig. 3 is a section view of an enlarged detail of the external combustion engine in fig. 1;
- fig. 4 shows four functioning phases of the external combustion engine in fig. 1, in a first operating condition;
- fig. 5 shows four functioning phases of the external combustion engine in fig. 1, in a second operating condition;
- fig. 6 is a three-dimensional view of a second embodiment of the external combustion engine according to the present invention;
- fig. 7 shows a schematic side view, partly in section, of the external combustion engine in fig. 6 in a first operating condition;
- fig. 8 shows a schematic side view, partly in section, of the external combustion engine in fig. 6 in a second operating condition.
DETAILED DESCRIPTION OF SOME PREFERENTIAL FORMS OF
EMBODIMENT
With reference to the attached drawings, an external combustion engine 10 according to the present invention is in this case a Stirling engine with a γ (gamma) configuration, that is, provided with an actuator cylinder 11 and a displacer cylinder 12, both kinematically connected to a drive shaft 13.
The engine 10 also comprises a thermodynamic circuit 15, inside which a heat-carrying fluid flows, in this case air.
Each cylinder 11, 12 is fluidly connected to the thermodynamic circuit 15, so as to be conditioned in movement by said thermodynamic circuit 15.
In particular, the actuator cylinder 11 comprises a first piston 16 sliding linearly inside a first cold chamber 18 of the thermodynamic circuit 15.
The displacer cylinder 12 comprises a second piston 21 sliding alternatively inside a hot chamber 22 and a second cold chamber 23 of the thermodynamic circuit 15.
The cold chambers 18, 23 and the hot chamber 22 are connected by means of connection pipes of a substantially known type and only shown schematically in figs. 4 and 5. Advantageously, the connection pipes are at least partly flexible so as to allow the free rotation of the first support frame 20 with respect to the second support frame 26.
With reference to the section shown in fig. 3, the hot chamber 22 is before the second piston 21, and relatively high temperatures are reached inside it, for example about 4000C - 5000C.
The second cold chamber 23 is provided on the opposite side to the hot chamber 22 with respect to the second piston 21, and relatively low temperatures are reached inside it, for example about 1300C — 1400C.
The hot chamber 22 is connected to the second cold chamber 23, so as to allow the fluid to flow from one chamber to the other during the steps of isothermal expansion and compression of the fluid, typical of Stirling engines.
In this case, the hot chamber 22 is heated by means of a heating plant that takes energy from one or more heat concentrators, for example a lens, panel, mirror or others, not shown, whereas the second cold chamber 23 comprises externally a cooling pipe 30, in which a cooling fluid circulates, such as for example cold water or other.
In the same way, the first cold chamber 18 also comprises externally a cooling pipe 31, in which a cooling fluid circulates, such as for example cold water or other.
The first piston 16 is kinematically connected to the drive shaft 13 by means of two first connecting rods 17, which are constrained to a crank 19, in turn keyed onto the drive shaft 13.
The second piston 21 is kinematically connected to the drive shaft 13 by means of two second connecting rods 25, which are constrained to a crank 19, in turn keyed onto the drive shaft 13.
In this case (fig. 2), the first two connecting rods 17 and the second two connecting rods 25 are connected to the crank 19 by means of a single shaft, not shown in the drawings, with respect to which they are disposed idle and alternating with each other.
According to a variant, the first connecting rods 17 are disposed on the shaft, internal with respect to the second connecting rods 25. Vice versa, the second connecting rods 25 are disposed on the shaft, internal with respect to the first connecting rods 17.
The actuator cylinder 11 is mounted on a first support- frame 20.
The displacer cylinder 12 is mounted on a second support frame 26, hinged to the first frame 20 in correspondence with a median axis of rotation of the drive shaft 13.
In this case, the first support frame 20 and the second support frame 26 are substantially conformed as a fork and are hinged to each other in a substantially staggered condition.
According to a variant, the first support frame 20 is hinged in a completely internal or external condition with respect to the support frame 26.
The engine 10 according to the present invention also comprises an electric actuator 27 mounted in a coaxial position to the drive shaft 13 and constrained to the first frame 20 and to the second frame 26.
In this way, the electric motor allows the first frame 20 to rotate with respect to the second frame 26.
This rotation determines an angular variation of the reciprocal position of the two cylinders 11 and 12, so that they can be selectively positioned between a first functioning condition at maximum capacity (fig. 4), in which the relative kinematic connections are reciprocally in a substantially optimum phasing, and a plurality of second operating conditions (fig. 5) in which the variation in position of the actuator cylinder 11 determines an equal number of coordinated variations in the phasing condition of the kinematic connections.
In the operating conditions shown in figs. 4 and 5, the actuator cylinder 11, in the first condition, is at about 70° from the displacer cylinder 12, while in the second condition shown it is at about 160° from the displacer cylinder 12.
This variation in phasing determines the variation in the work capacity of the
actuator cylinder 11, thus also varying the torque transmitted to the drive shaft 13.
With the engine 10, by varying the reciprocal angular position of the two support frames 20, 26, and hence of the respective cylinders 11, 12, it is possible to vary, in a coordinated manner, the power delivered.
In this case, a position transducer 29, such as an encoder or a linear potentiometer, is associated with the electric actuator 27 and is able to detect at least the angular position of the actuator cylinder 11.
In this embodiment, providing a connection to a command and control unit, it is possible to vary as desired, and also continuously, the angular position of the actuator cylinder 11 with respect to the displacer cylinder 12, so as to vary as desired the power delivered.
In the embodiment shown in figs. 6, 7 and 8, the actuator cylinder 11 always defines an acute angle with the displacer cylinder 12, both in the first functioning condition and also in the second operating conditions.
In this embodiment too, the variation in position of the actuator cylinder 11 determines an equal number of variations in the phasing of the kinematic connections and therefore of the work capacity and torque.
In particular, the first connecting rod 17 and the two second connecting rods 25 are connected to the crank 19 by means of specific shafts 17a and 25a.
The two shafts 17a and 25a are angularly staggered with respect to each other by a determinate constant angle α, which allows to keep the relative angle β between the two cylinders 11 and 12 at less than about 90°.
This solution mainly allows to render the engine 10 generally more compact, reducing the bulk and hence increasing the practical applications thereof.
Furthermore, a close-up condition of the two cylinders 11, 12 allows to reduce the length of the hydraulic connection pipes between the cold chambers 18, 23 and the hot chamber 22.
In the solution shown, the hydraulic connection pipes are advantageously cabled inside a telescopic casing 32, suitable to follow the movement of the actuator cylinder 11 with respect to the displacer cylinder 12.
This solution allows to reduce the length of the hydraulic connection pipes, which gives the advantage of reducing possible losses of load and an improved
and more orderly disposition of the pipes.
In the solution shown in fig. 6, unlike the previous embodiment described, the electric actuator 27 is operatively connected to the first frame 20 by means of a gear kinematism 33.
In this solution it is also possible to reduce the overall bulk of the engine laterally.
It is clear, however, that modifications and/or additions of parts may be made to the engine 10 as described heretofore, without departing from the field and scope of the present invention.
For example, it comes within the field of the present invention to provide that the first support frame 20 and the second support frame 26 are constrained to each other movably through reciprocal linear sliding by means of guides and sliding blocks.
According to a variant, instead of the electric actuator 27 a mechanical movement may be provided, for example of the type with a nut/worm screw.
It also comes within the field of the present invention to provide that the hinging of the first support frame 20 and the second support frame 26 is achieved independently of the axis of rotation of the drive shaft 13.
It is also clear that, although the present invention has been described with reference to some specific examples, a person of skill in the art shall certainly be able to achieve many other equivalent forms of external combustion engine, having the characteristics as set forth in the claims and hence all coming within the field of protection defined thereby.
Claims
1. External combustion engine comprising a drive shaft (13), a first cylinder (11) kinematically connected to said drive shaft (13), a second cylinder (12) kinematically connected to said drive shaft (13), and a thermodynamic circuit (15) fluidly connected to both said cylinders (11, 12), and having at least an expansion chamber (22) and a compression chamber (18, 23) for a heat-carrying fluid, in order to determine the cyclic movement of said first cylinder (11) and said second cylinder (12), characterized in that said first cylinder (11) is mounted on a first support frame (20) and said second cylinder (12) is mounted on a second support frame (26), distinct from and constrained in a mobile manner to the first support frame (20), movement means (27) being mechanically connected to said first support frame (20) and/or said second support frame (26), in order to determine the desired relative movement of said first support frame (20) and said second support frame (26) and to vary the reciprocal kinematic connection phasing of said two cylinders (11, 12) with respect to said drive shaft (13).
2. External combustion engine as in claim 1, characterized in that said first support frame (20) and said second support frame (26) are reciprocally hinged to each other, in correspondence with an axis of rotation of said drive shaft (13).
3. External combustion engine as in claim 1 or 2, characterized in that said movement means comprise at least a drive member (27) able to move said first support frame (20) and said second support frame (26) relatively to each other.
4. External combustion engine as in any claim hereinbefore, characterized in that said expansion chamber (22) and said compression chamber (23) are associated at least with said second cylinder (12).
5. External combustion engine as in any claim hereinbefore, characterized in that it comprises at least a heating member operatively associated with said expansion chamber (22), in order to effect the heating thereof.
6. External combustion engine as in any claim hereinbefore, characterized in that it comprises at least a pipe disposed around said expansion chamber (22) inside which pipe a heat-carrying fluid is able to flow.
7. External combustion engine as in any claim hereinbefore, characterized in that it comprises at least a cooling pipe (30, 31) disposed around said compression chamber (18, 23) inside which pipe a heat-carrying fluid is able to flow.
8. External combustion engine as in any claim hereinbefore, characterized in that said expansion chamber, in a first part (18), is associated with said first cylinder (11) and, in a second part (23), is associated with said second cylinder (12).
9. External combustion engine as in any claim hereinbefore, characterized in that the kinematic connection of each cylinder (11, 12) comprises at least a relative connecting rod (17, 25) and a crank (19) common for both cylinders (11, 12) keyed to said drive shaft (13).
10. External combustion engine as in claim 9, characterized in that the connecting rods (17, 25) of each cylinder (11, 12) are kinematically constrained to the common crank (19) with respect to the same axis of constraint, substantially parallel to the axis of rotation of said crank (19).
11. External combustion engine as in claim 9, characterized in that the connecting rod or rods (17) of the first cylinder (11) are constrained to the crank (19) with respect to a relative first axis of constraint (17a), whereas the connecting rod or rods (25) of the second cylinder (12) are constrained to the crank (19) with respect to a relative second axis of constraint (25a), angularly staggered with respect to the first axis of constraint (17a).
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US13/140,827 US8650871B2 (en) | 2008-12-19 | 2009-12-16 | External combustion engine |
| EP09831293.7A EP2379870B1 (en) | 2008-12-19 | 2009-12-16 | External combustion engine |
| JP2011541633A JP5484485B2 (en) | 2008-12-19 | 2009-12-16 | External combustion engine |
| CN2009801556854A CN102301121A (en) | 2008-12-19 | 2009-12-16 | External combustion engine |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ITUD2008A000266A IT1392369B1 (en) | 2008-12-19 | 2008-12-19 | EXTERNAL COMBUSTION ENGINE |
| ITUD2008A000266 | 2008-12-19 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| WO2010070428A2 true WO2010070428A2 (en) | 2010-06-24 |
| WO2010070428A3 WO2010070428A3 (en) | 2010-09-16 |
Family
ID=40902130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/IB2009/007787 WO2010070428A2 (en) | 2008-12-19 | 2009-12-16 | External combustion engine |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US8650871B2 (en) |
| EP (1) | EP2379870B1 (en) |
| JP (1) | JP5484485B2 (en) |
| CN (1) | CN102301121A (en) |
| IT (1) | IT1392369B1 (en) |
| WO (1) | WO2010070428A2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ITUD20110070A1 (en) * | 2011-05-11 | 2012-11-12 | Innovative Technological Systems Di Fontana Claudi | EXTERNAL COMBUSTION ENGINE |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1911874A (en) * | 1929-12-17 | 1933-05-30 | Jean A H Barkeij | Internal combustion engine |
| AU461513B2 (en) * | 1970-08-13 | 1975-05-13 | Charles Vivian Crowe Charles Vivian Crowe | Improvements in crankshafts orthe like |
| DE2231106C3 (en) * | 1972-06-24 | 1978-11-09 | Koehring Gmbh - Bomag Division, 5407 Boppard | Hydraulic vibration exciter for vibration compressors |
| DE2313575C3 (en) * | 1973-03-19 | 1980-01-03 | Hydromatik Gmbh, 7900 Ulm | Hydrostatic axial piston machine |
| DE2748908A1 (en) * | 1977-11-02 | 1979-05-03 | Wolfgang Krauss | Double cylinder hot gas engine - has multiple valves controlling heat and cold flow between cylinders and connecting recuperator |
| US4228656A (en) * | 1978-05-19 | 1980-10-21 | Nasa | Power control for hot gas engines |
| US4240256A (en) * | 1979-01-31 | 1980-12-23 | Frosch Robert A | Phase-angle controller for stirling engines |
| US4434618A (en) * | 1982-07-19 | 1984-03-06 | Dillon Corbett L | Engine construction |
| US4455825A (en) * | 1983-03-01 | 1984-06-26 | Pinto Adolf P | Maximized thermal efficiency hot gas engine |
| US4638633A (en) * | 1985-10-22 | 1987-01-27 | Otters John L | External combustion engines |
| US4768342A (en) * | 1986-04-21 | 1988-09-06 | General Electric Company | Heater head for a Stirling engine |
| AU4236593A (en) * | 1992-05-06 | 1993-11-29 | Balanced Engines, Inc. | Balanced compound engine |
| RU2005899C1 (en) * | 1992-12-23 | 1994-01-15 | Франгони Вера Александровна | Engine |
| JP2548523B2 (en) * | 1993-09-10 | 1996-10-30 | 東北電力株式会社 | Variable phase angle Stirling cycle equipment |
| DE4429602C2 (en) * | 1994-08-20 | 1998-12-24 | Obermoser Karl | Stirling engine |
| JP2002266699A (en) * | 2001-03-12 | 2002-09-18 | Honda Motor Co Ltd | Stirling engine |
| JP2005054640A (en) * | 2003-08-01 | 2005-03-03 | Sakushiyon Gas Kikan Seisakusho:Kk | Stirling engine |
| JP5114046B2 (en) * | 2006-03-13 | 2013-01-09 | 日産自動車株式会社 | Variable expansion ratio engine |
| JP4756356B2 (en) * | 2006-03-31 | 2011-08-24 | いすゞ自動車株式会社 | Stirling engine for vehicles |
-
2008
- 2008-12-19 IT ITUD2008A000266A patent/IT1392369B1/en active
-
2009
- 2009-12-16 CN CN2009801556854A patent/CN102301121A/en active Pending
- 2009-12-16 WO PCT/IB2009/007787 patent/WO2010070428A2/en active Application Filing
- 2009-12-16 EP EP09831293.7A patent/EP2379870B1/en active Active
- 2009-12-16 JP JP2011541633A patent/JP5484485B2/en active Active
- 2009-12-16 US US13/140,827 patent/US8650871B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
| Title |
|---|
| None |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ITUD20110070A1 (en) * | 2011-05-11 | 2012-11-12 | Innovative Technological Systems Di Fontana Claudi | EXTERNAL COMBUSTION ENGINE |
| WO2013050836A1 (en) * | 2011-05-11 | 2013-04-11 | Innovative Technological Systems S.R.L. | External combustion engine |
| JP2014517192A (en) * | 2011-05-11 | 2014-07-17 | イノベーティブ テクノロジカル システムズ エス．アール．エル． | External combustion engine |
| US9790791B2 (en) | 2011-05-11 | 2017-10-17 | Innovative Technological Systems S.R.L. | External combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| ITUD20080266A1 (en) | 2010-06-20 |
| US8650871B2 (en) | 2014-02-18 |
| EP2379870B1 (en) | 2018-03-14 |
| CN102301121A (en) | 2011-12-28 |
| US20110247332A1 (en) | 2011-10-13 |
| JP5484485B2 (en) | 2014-05-07 |
| IT1392369B1 (en) | 2012-02-28 |
| EP2379870A2 (en) | 2011-10-26 |
| WO2010070428A3 (en) | 2010-09-16 |
| JP2012512989A (en) | 2012-06-07 |
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