External combustion engine

Abstract

External combustion engine which comprises a first cylinder and a second cylinder, in which a first piston and a second piston are able to slide respectively. The first and second cylinder are fluidically connected with respect to each other for the passage of a heat-carrying fluid suitable to determine the cyclical movement of the first piston and the second piston. The external combustion engine also comprises a drive shaft rotating around an axis of rotation, and with which crank means are solidly associated, provided with at least a first pin and a second pin having pivoting axes parallel to each other, and also disposed distanced radially from the axis of rotation. The external combustion engine also comprises first and second kinematic connection means suitable to connect respectively the first pin and the second pin to the first piston and respectively to the second piston. The first pin and the second pin are disposed with the respective pivoting axes angularly offset so as to be angled by a desired angular amplitude equal to a first acute angle with respect to the axis of rotation.

Claims

1. An external combustion engine comprising: a drive shaft rotating about an axis of rotation, a crank coupled to the drive shaft and having a first pin with a first pivoting axis and a second pin with a second pivoting axis, wherein the first pivoting axis and the second pivoting axis are substantially parallel to each other, the first pin is radially distanced from the axis of rotation by a first distance, the second pin is radially distanced from the axis of rotation by a second distance, and the first distance and second distance are unequal, a first cylinder having a first piston, a first connecting rod connecting the first pin to the first piston, a second cylinder having a second piston, and a second connecting rod connecting the second pin to the second piston, wherein the first cylinder and the second cylinder are offset angularly from each other and in fluid communication with each other.

2. The external combustion engine as in claim 1, wherein the first distance is greater than the second distance.

3. The external combustion engine as in claim 1, wherein a first angle is formed by the intersection of a plane formed by the first pivoting axis and the axis of rotation and a plane formed by the second pivoting axis and the axis of rotation, the first piston slides in the first cylinder along a first stroke axis, the second piston slides in the second cylinder along a second stroke axis, a second angle is formed by the first and second stroke axes, the first angle is between about 10° and about 60°.

4. The external combustion engine as in claim 3, wherein the first angle is between about 15° and about 50°.

5. The external combustion engine as in claim 4, wherein the first angle is between about 20° and about 40°.

6. The external combustion engine as in claim 3, wherein the second angle is between about 10° and about 60°.

7. The external combustion engine as in claim 6, wherein the second angle is between about 15° and about 50°.

8. The external combustion engine as in claim 7, wherein the second angle is between about 20° and about 40°.

9. The external combustion engine as in claim 3, wherein the sum of the first angle and the second angle is between about 85° and about 95°.

10. The external combustion engine as in claim 1, wherein further comprising a crank button housing the first and second pins, wherein the crank button is configured to couple with the drive shaft and the crank further comprises at least two arms radially extending with respect to the drive shaft.

11. The external combustion engine as in claim 10, wherein the crank button further comprises two plate elements disposed adjacent and distanced from each other with the first pin is interposed between, and two second pins are respectively disposed on the external face of each plate elements.

12. The external combustion engine as in claim 1, wherein the first and second stroke axes of the first and second cylinders lie on a plane that is substantially orthogonal with respect to the axis of rotation of the drive shaft.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) These and other characteristics of the present invention will become apparent from the following description of a preferential form of embodiment, given as a non-restrictive example with reference to the attached drawings wherein:

(2) FIG. 1 is a perspective view of an external combustion engine according to the present invention;

(3) FIG. 2 is a section view of an external combustion engine according to a variant of FIG. 1;

(4) FIG. 3 is a section view of a detail of FIG. 2;

(5) FIG. 4 is a detail of FIG. 2 in one operating condition;

(6) FIG. 5 is a perspective view of a detail of FIG. 4.

(7) To facilitate comprehension, the same reference numbers have been used, where possible, to identify identical common elements in the drawings. It is understood that elements and characteristics of one form of embodiment can conveniently be incorporated into other forms of embodiment without further clarifications.

DESCRIPTION OF SOME FORMS OF EMBODIMENT

(8) With reference to the attached drawings, an external combustion engine, also called Stirling engine, is denoted in its entirety by the reference number 10, and comprises a first cylinder 11 and a second cylinder 12 that develop axially respectively along a first axis X and a second axis Y, disposed in a fixed position, angled with respect to each other by an angle α, in this case acute, and in particular in FIG. 2 with an amplitude equal to about 40°.

(9) The first cylinder 11 comprises a first part, or hot chamber 13, near its head, which is suitably heated by heating means, in this case a heat exchanger 16 made of a bundle of tubes through which a heat-carrying fluid passes, and a cold part, or cold chamber 17 which is cooled through heat exchange with a cooling fluid which is made to flow in a cooling channel 19 made in the jacket of the first cylinder 11.

(10) In other forms of embodiment (FIG. 1), the hot chamber 13 is heated by a direct flame on the outer part of the first cylinder 11 or by means of one or more heat concentrators, for example a lens, a panel or a mirror.

(11) In the hot chamber 13 relatively high temperatures can be reached, for example about 400° C.-500° C.

(12) The cold chamber 17 may also be cooled for example by providing finned batteries using natural or forced convection that cover the outer surface of the second cylinder 12, and relatively low temperatures may be reached in them, for example about 130° C.-140° C.

(13) In order to increase the heat exchange surface of the cold chamber 17, it is possible to provide that its inner surface is provided with a plurality of cooling fins.

(14) Inside the first cylinder 11 (FIG. 2), a first piston or displacer 20 is disposed, sliding along the first axis X, and is kinematically connected to a drive shaft 21 by means of a bar 22, a first connecting rod 23 and a crank 25.

(15) Internally and peripherally to its jacket, the first cylinder 11 comprises a regenerator 27, for example made of porous metal material with high heat exchange capacities. The regenerator 27 therefore has efficient heat exchange properties and is sized to prevent high losses of load of the fluid.

(16) Together with the regenerator 27, the first piston 20 fluidically separates the hot chamber 13 from the cold chamber 17.

(17) In particular, the regenerator 27 prevents the hot chamber 13 and the cold chamber 17 from being fluidically short-circuited with respect to each other, allowing to obtain an excellent heat exchange between the hot fluid and the cold fluid. The drive shaft 21 is disposed rotating on bench pins, not visible in the drawings, around an axis of rotation Z. More specifically, it is advantageous to provide that the axis of rotation Z is disposed substantially orthogonal with respect to a plane on which the first axis X and the second axis Y lie. In fact, in this way it is possible to reduce the overall bulk of the engine and also to distribute more uniformly the inertial loads of the engine on the bench pins.

(18) The bar 22 is constrained to slide axially along the first axis X by means of a block 24, fixed and solid with the casing of the engine, and is pivoted with one end to the displacer 20 and with the other end to the first connecting rod 23.

(19) The first connecting rod 23 is in turn pivoted to the crank 25 near a first pin 26.

(20) Inside the second cylinder 12, sliding along the second axis Y, a second piston 30 is disposed, and is connected, by means of two second connecting rods 31 disposed symmetrical to each other with respect to the axis Y, to the crank 25 near corresponding two second pins 32. The provision of two second connecting rods 31, instead of only one, allows to obtain an equal distribution of the flexional loads on the drive shaft 21, such as to increase the duration of the bench pins, not visible in the drawings, and on which the drive shaft 21 rotates.

(21) The second piston 30 and the second cylinder 12 define a work chamber 33 inside which the thermodynamic fluid expands/compresses.

(22) The work chamber 33 of the second cylinder 12 and the cold chamber 17 of the first cylinder 11 are fluidically interconnected by means of a connection pipe 35 through which the fluid present in the cold chamber 17 can pass due to the effect of the expansion/compression of the thermodynamic fluid.

(23) More specifically, the connection pipe 35 is connected to the second cylinder 12 near the head of the latter, and to the first cylinder 11 near the lower dead point of the displacer 20.

(24) Given the particular disposition of the first 11 and second cylinder 12, it is possible to considerably reduce the extension of the connection pipe 35, thus reducing losses of load and therefore increasing the efficiency of the engine.

(25) Both the first 11 and the second cylinder 12 are mounted fixed on a single fixed support structure 36 comprising a first plate 37 and a second plate 38, to which the first 11 and the second cylinder 12 are respectively connected. The first 37 and the second plate 38 are disposed angled with respect to each other by an angle of amplitude substantially equal to the angle α between the two axes X and Y.

(26) The crank 25 comprises two arms 42 that extend radially with respect to the drive shaft 21 to which they are directly connected, and on which respective holes 43 are made in order to key, between them, a crank button 40. On the side opposite where the holes 43 are made, the arms 42 are provided with counter-weights 45 which perform a flywheel function during the cyclical movement of the pistons.

(27) The crank button 40 comprises the first 26 and the two second pins 32 with which the first connecting rod 23 and the second connecting rods 31 are respectively connected.

(28) The crank button 40 is connected through coupling by interference, with its two second pins 32, to the arms 42 of the crank 25 near its holes 43.

(29) The first pin 26 and the second pins 32 have respectively a first pivoting axis J and a second pivoting axis K, disposed substantially parallel with respect to each other and with respect to the axis of rotation Z of the drive shaft 21. During the rotation of the crank 25, the first pin 26 and the second pins 32 are made to rotate around the axis of rotation Z of the drive shaft 21.

(30) In particular, the crank button 40 is provided with two plate elements 41, substantially triangular in shape, disposed adjacent and distanced with respect to each other and between which the first pin 26 is interposed. On the outer sides of the two plate elements 41, instead, the two second pins 32 are disposed.

(31) It is advantageous to provide that the two plate elements 41, the first pin 21 and the second pins 33 are made in a single body.

(32) When coupled to the arms 42, the crank button 40 disposes the first pivoting axis J of the first pin 21 and the second pivoting axis K of the second pins 22 distanced from the axis of rotation Z, respectively by a first distance B and a second distance R.

(33) With reference to FIG. 4, the first distance B is greater than the second distance R. This form of embodiment allows to have a greater quantity of fluid participating in the expansion/compression, that is, heating/cooling, inside the first cylinder 11, and this entails an increase in the power obtainable from the thermodynamic cycle of the engine.

(34) Furthermore, the first pin 26 and the second pins 32 are disposed angled with respect to each other and to the axis of rotation Z, by a second angle β.

(35) The sum of the amplitude of angle α and the amplitude of angle β is equal to the phase angle between the displacer 20 and the second piston 30.

(36) It is advantageous to provide that the phase angle is comprised between 85° and 95°, advantageously equal to 90°, that is, such that during the alternate movement of the pistons no peaks of pressure are generated, unfavorable to the rotational motion of the drive shaft 21.

(37) With reference to FIG. 2, the crank 25, the crank button 40 and at least some of the connecting rods 23, 31 are contained inside a containing casing 46, and are suitably lubricated in a bath of oil, providing in a known manner an oil sump 47 on the bottom of the containing casing 46.

(38) It is clear that modifications and/or additions of parts may be made to the external combustion engine as described heretofore, without departing from the field and scope of the present invention.