METHOD AND ARRANGEMENT IN HEAT ENGINES

Abstract: A heat engine (1) comprising one or more reciprocating pistons (2, 3) has an effect-receiving device (21) for directly receiving the useful effect from the piston or pistons (2, 3) without the intermediary of any rotating effect-transmitting mechanism. The heat engine (1) also has a synchronising device (24) for synchronising the movements of the piston or pistons (2, 3) with the thermodynamic cycle.

Description: -^ METHOD AND ARRANGEMENT IN HEAT ENGINES The present invention relates to a method and an arrangement in heat engines, more particularly heat engines of the free-piston type intended for internal or external supply of heat by continuous or intermittent combustion or, as far as the exter¬ nal heat supply is concerned, by heat sources of the type heat accumulator, isotopic heat, solar power or the like. Heat engines of the piston type may be divided, with regard to their utilisation of the mechanical effect generated, into on the one hand kinematic en¬ gines designed with crank and/or link operated mecha¬ nisms adapted to produce a mechanical effect on a shaft and, on the other hand, free-piston engines generating a useful effect in the form of a gaseous or hydraulic pressure, electric current or other form , of energy directly by reciprocating piston movement. ' The kinematic piston engines which today are the dominant piston type heat engines, are highly advantageous in that the power generating forces can be controlled in a relatively optimal manner, resulting in a favourable thermal efficiency and power density. This applies to both internal combustion engines of the Otto or Diesel type and to piston engines with external heat supply of the hot gas type with Stirling or Ericsson cycle, or of the Rankine type, regardless of whether heat is supplied by continuous or inter¬ mittent combustion, or in some other manner. The short¬ comings of kinematic piston engines are well known and reside in the relatively high cost of the rotating mechanical power transmission, the necessity of a developed lubricating system with circulating lubri¬ cating oil, and the heavy friction losses reducing engine efficiency. _^~z 2 Free-piston engines therefore have been the subject of many inventions and improvements, but never have succeeded in finding a more extensive practical use. The difficulties encountered in developing free-piston type engines have largely been attributable to defec¬ tive piston guide means, low useful effect and reduced reliability after the engine has been operating for some time when wear has changed the balance of the piston forces. For this reason, it has so far not been possible to utilise to any greater extent the inherent simplici¬ ty of the free-piston engines which is due to the fact that the piston or pistons, operated by the pressure generating effect of the thermodynamic process, are able to generate directly, without the intermediary of any rotating mechanims that may produce losses, a use¬ ful effect in the form of electric current, hydraulic power etc. Free-piston engine constructions therefore have been characterised so far by moderate efficiency, low power density, high cost per unit of power, -vibra¬ tions during operation, and unreliability. It therefore is the objept of the present inven¬ tion to design free-piston engines in such a manner that the advantages of simplicity, low production cost and robustness are maintained, while at the same time the advantages of an exact and practically optimal piston movement are achieved, whereby the good qualities of the kinematic piston engine can be realised. .-*- To achieve this object, the useful effect from the piston is received directly, without the inter¬ mediary of crank-operated rotating mechanisms, in an effect-receiving device in the form of, for example, a linear electrical generator which is activated by the piston movement in a magnetic field within the cylinder or, inversely, the piston itself generates within the cylinder a movable magnetic field which activates electrical windings within the cylinder, such that an electric current is obtained. Alternative¬ ly, the piston itself may generate gas forces or hydrau¬ lic forces, or directly operate another piston generat¬ ing gas or hydraulic forces in such a manner that a useful effect can be obtained from the reciprocating linear movement of the piston or pistons. In one practical application, the working piston of the engine is connected directly with another piston or an armature in a linear electrical generator, the effect still being transmitted solely by a reciprocat¬ ing movement and completely without conversion into a rotating movement, as in kinematic engines. Thus, the large effect-producing forces in the engine are utilised directly and without intermediary rotating mechanisms to generate a useful effect, where¬ by- simplicity and a high degree of efficiency are achieved. After a useful effect has been obtained and turned to account, the present invention uses a very small part of the available forces for o synchronising the movements of the piston or pistons with the thermodynamic cycle; o balancing the mass forces of inertia of the pis¬ ton or pistons ; o contributing to a specific exchange of forces between the pistons, conditioned by the thermo¬ dynamic cycle; o operating^ if necessary, auxiliary equipment needed for-the total engine function, such as cooling water pump, combustion air fan, cooling fan, fuel pump etc. or/and valves in four-stroke engines with interal combustion; o eliminating natural forces on the piston or pistons to make the pistons operate, from the viewpoints of friction and wear, as in a conventional free- piston engine, solely by means of simple and light-weight linkages. r~^ 4 Because these power requirements are very low in relation to the useful effect of the engine, the synchro¬ nising means can be made small and. light and designed for low power demand. Since the forces transmitted also are small, a lubricating system with circulating lubri¬ cating oil may also be dispensed with, which is highly advantageous to energy consumption, but above all to the function of hot-gas engines with external heat supply which are very sensitive to oil contamination of the internal heat exchanger surfaces. In multi-cylindrical hot-gas engines of the so- called double-acting type which is characterised by advantageously high power- density and operates very smoothly and without vibrations, the synchronising device is used for giving the correct phase angle between the pistons. Such an embodiment is shown in Figs. 2 and 3 of the drawings. The embodiments il¬ lustrated are characterised, in accordance with the invention, in that the- reciprocating pistons of the engines produce, directly or by means of a direct- connected reciprocating device, a useful effect without the intermediary of a rotating shaft. The principles of the invention are applicable to different types of free-piston engines. Some characteristic applications of the invention are illustrated in Figs. 1-3. Fig. 1 shows how a single- cylinder hot-gas engine 1 having two -pistons 2, 3 operates in accordance with the so-called alpha prin¬ ciple. The heat source is a heater 4 with continuous combustion, and the power is generated in a hermetically sealed housing 5. Thus, the engine 1 is supplied with heat by an external heater 4 having a preheater. Air is supplied through an inlet 6 via a combustion air fan (not shown). The air is preheated in a heat exchanger 7 which preferably is of the countercurrent type. The preheated air enters into a combustion chamber 8 and is mixed with fuel from a nozzle 9 to provide a suitable fuel/air ratio. High temperature combustion gas is formed in the combustion chamber 8 and passes two rows of heater pipes 10 and 11., whereby the tempe¬ rature of the combustion gas drops from about 1800°C to about 800 C. The residual heat in the exhaust gases is utilised to preheat the incoming combustion air, and the gas temperature now drops to about 200°C. The gas is exhausted through an outlet 12. To start the engine 1, the fuel/air mixture in the combustion chamber 8 is ignited by a spark plug 13 which may be disconnected when the engine has started. The com¬ bustion chamber and the air preheater are thermal¬ ly insulated by means of a layer 14 which in turn is enclosed in a casing 15. The heat absorbed by the heater is supplied to the enclosed working gas which may be, for example, hydrogen, helium or air under high pressure, for example 10-15 Mpa. During the working cycle, the gas is transferred from the hot expansion space above the upper piston or the displacement piston 2 to the cold compression space underneath the same piston. The heat is accumulated in a regenerator 16. Heat which is not converted into useful energy, is cooled off in a cooler 17 which in turn is cooled with water entering at an inlet 18 and exiting at an outlet 19. The temperature variation caused by the heating and cooling of the working gas gives rise to a pressure variation which sets the lower piston or the the working piston 3 in motion. The working piston 3 is directly connected to an armature 20 in a linear electrical generator 21 having a soft-iron core 22 and a copper winding 23. The armature 20 has a set of permanent magnets which, upon movement of the armature, generate an electric current in the winding 23. In this manner, the useful effect of the engine 1 can be turned to account in the form of elec¬ tric power without the intermediary of a rotating mechanism. This conversion .of energy occurs within the hermetically sealed housing 5 in a manner which effectively prevents any leakage of working gas. To synchronise the movements of the pistons 2, 3, such that an optimal phase angle may be maintained between the piston movements, the armature 20 of the generator 21 is connected with a synchronising device 24 which also controls the movement of the pistons 2, 3 so that no lateral forces against the cylinders can arise. For this reason, the pistons travel within the cylinders with a minimum of friction necessary to obtain minimum leakage past the pistons. Due to the low friction between the pistons and the cylinders and due to the small forces in the synchronising de¬ vice, no lubricating system with circulating oil is needed, and this also obviates the risk of contamination of the heat exchanger transfer surfaces by lubricat¬ ing oil . Since the two cranks 25 in the synchronis¬ ing device 24 are rotated in opposite directions by means of plastic gears 26, the mass inertia of the pistons 2, 3 can be completely balanced by means of counterweights 27 on the periphery of the gears 26. The synchronising device 24 may be utilised for ope¬ rating the auxiliary equipment of the engine 1, such as the fuel and water pumps (not described in this application). If desired, also the combustion air fan and the radiator fan can be operated by an out¬ wardly sealed shaft. To completely avoid using an output shaft, these last-mentioned auxiliary means may be operated externally by means of electric motors. In this manner, the housing 5 will be completely and hermetically sealed. The type of synchronising device may vary depending on the design of the free-piston engine. A mean pressure prevailing in the housing 5, the varying working pressure on the working piston 3 will contribute to making the working piston perform work during movement both into and out of the cylinder. This arrangement gives the same power density and thermal efficiency as a kinematic hot-gas engine, simulataneously as the working gas- is hermetically sealed and oil contamination is prevented in the same manner as in a free-piston engine. A suitable name for this new engine form would be controlled free- piston engine or semifree-piston engine. A different embodiment is shown in Fig. 2 illu¬ strating a double-acting hot-gas engine 28 with four cylinders 29. With this embodiment of the hot-gas engine, higher engine speeds and thus an even higher power density are obtainable as compared to the single- cylinder engine 1. Its application is, of course, best suited for effects exceeding a certain useful effect justifying the use of several cylinders. This example has been chosen to demonstrate the arrangement of a semifree-piston engine with four cylinders in line. In a valved Otto or Diesel engine, the valve mechanism is operated by camshafts connected to the synchronisation shafts with a gear ratio of 1:2. Fig. 2 shows specifically a four-cylinder hot-gas engine 28 with external heat supply in the form of a heater 30, an air preheater 31 and a combustion chamber 32 as well as a hermetically sealed power generating element in the form of a housing 33 and with four linear electrical generators 34, one for each cylinder. The combustion air is introduced through an inlet 35 by means of a combustion air fan (not shown) and preheated in the air preheater 31, whereupon fuel is supplied through a fuel nozzle 36. Combustion occurs in the com¬ bustion chamber 32, and the hot gases are conducted through the heater in two stages, at 37 and 38. The re¬ sidual heat is utilised in the air preheater 31, and the gases are discharged through outlets 39 of low tem- perature, about 200°C. When the engine 28 is started, the combustion chamber 32 is ignited by means of a spark plug 40. .~~ ~~ ' 8 The heat absorbed in the heater is supplied to a pressurised working gas, such as hydrogen, helium or air, enclosed in the power generating element. The major proportion of the heat is accumulated in a regenerator 41 before the heat is converted into pressure energy. The heat that cannot be converted, is cooled off in a cooler 42 by means of a cooling medium 43, such as water. The hot working gas is ex¬ panded at high temperature, about 650 C, in the hot volume 44 and compressed at low temperature, about 50-70 C, in the cold volume 45. The pressure diffe¬ rential across the piston 46, which is obtained by temperature variation, results in a reciprocating force which is transferred to a yoke 47 via a piston rod 48, and to an armature 49 in the linear generator 34 which also comprises a copper winding 50 and a soft-iron circuit 51. The yoke 47 also operates a synchronising device 52 which, for each cylinder 29, comprises two connecting rods 53 and cranks 54 which, via synchronising shafts 55, are mechanically con¬ nected with the remaining cylinders, such that an optimal phase angle is obtained between the four ther- modynamic engine cycles, as well as a synchronising gear 56 at one shaft end. The application of the invention illustrated in Fig. 2 comprises cylinders 29, regenerators 41, coolers 42 and heaters 30 connected in the manner known for four-cylindrical in-line engines of the hot-gas type, as is schematically shown in Fig. 3. On the hot side, the cylinders 29 are connected to the regenerators 41 by collecting pipes 57 for the cylinders 29 and collecting pipes 58 for the regene¬ rators 51. Between the four cylinder collecting pipes 57 and the four regenerating collecting pipes 58, heater pipes 59 are mounted in a ring. The cold con¬ nections between the coolers 42 and the cylinders 29 are designated 60. The shafts 55 which are charac- teristic of the present invention and which serve to synchronise the movements of the pistons 46, are interconnected by the gears 56, such that the synchro¬ nising shafts are counterrotated. Although the invention has here been described with reference to topical applications, it may be similarly applied to other piston-type heat engines. As a matter of fact, since valves and auxiliary equip¬ ment may be driven, all kinematic type heat engines can be made to operate according to the semifree-piston principle characterising the present invention.

Claims: CLAIMS 1. A method in heat engines comprising one or more reciprocating pistons, c h a r a c t e r i s e d in that the useful effect from the piston or pistons is received directly in an effect-receiving device without the intermediary of any rotating effect-trans¬ mitting mechanism, and that the movements of the piston or pistons are synchronised with the thermodynamic cycle by means of a synchronising device. 2. An arrangement in heat engines (1; 28) compris- ing one or more reciprocating pistons (2, 3; 46), c h a ¬ r a c t e r i s e d by an effect-receiving device (21; 34) for directly receiving the useful effect from the piston or pistons (2, 3; 46), and by a synchronising device (24; 52) for synchronising the movements of the piston or pistons with the thermodynamic cycle. 3. An arrangement as_ claimed in claim 2, c h a ¬ r a c t e r i s e d in that the effect-receiving device is formed by a linear electrical generator (21; 34) activatable by the reciprocating movement of the piston or pistons (2, 3; 46) in a magnetic field in the associated cylinder (29), or by the piston or pistons themselves generating a movable magnetic field in the associated cylinder, said magnetic field activating electrical windings (23; 50) in the generator (21; 34) to generate an electric current. 4. An arrangement as claimed in claim 3, c h a ¬ r a c t e r i s e d in that the piston or pistons (2, 3; 46) are connected each with one armature (20; 49) in the electrical generator (21; 34). 5. An arrangement as claimed in claim 2, c h a ¬ r a c t e r i s e d in that the synchronising device (24; 52) is formed of at least one connecting rod (61; 52) connected at one end to the associacted piston (23; 46) and at the other end to a crank (25; 54). 6. An arrangement as claimed in any one of the preceding claims, in which the heat engine is a single- cylinder hot-gas engine (1) having a displacement piston (2) and a working piston (3), c h a r a c - t. e r i s e d in that said working piston (3) is connnected with the armature (20) of the electrical generator (21), and that the synchronising device (24) comprises on the one hand two first connecting rods (61) connected at one end to the armature and at the other end to a crank (25), said cranks being rotatable in opposite directions by means of meshing gears (26) and, on the other hand, two second connect¬ ing rods (62) connected at one end to one of said cranks (25) and at the other end to a crosspiece (63) connected with a piston rod (64) connected with the diplacement piston (2). 7. An arrangement as claimed in any one of claims 1-5, in which the heat engine is a multi-cylinder double- acting hot-gas engine (28), c h a r a c t e r i s e d in that each piston (46) is connected, via a piston rod (48) and a cross-yoke (47) with the armature (49) of the associated electrical generator (34), and that the syn¬ chronising device (52) comprises two connecting rods (53) associated each with one piston (46) and connected at one end to said cross-yoke (47) and at the other end each to one crank (54), said cranks being mechanical¬ ly connected, via synchronising shafts (55), with the cranks, connecting rods, cross-yokes and rods of the remaining pistons (46), and said cranks being rotatable in opposite directions by means of meshing gears (56) at the ends of said synchronising shafts. 8. An arrangement as claimed in any one of the pre¬ ceding claims, c h a r a c t e r i s e d in that the effect-receiving device (21; 34) and the synchronis- ing device (24; 52) are enclosed in a hermetically sealed housing (5; 33) of the engine (1; 28) in order to effec¬ tively prevent leakage of any blow-by gases.

Inventors: CARLQVIST STIG G, CARLQVIST, STIG, G.
Applicants: CARLQVIST STIG G MOTOR CONSULT, STIG G. CARLQVIST MOTOR CONSULTANT (C.M.C.) AKTIEB
Application year: 1986
Main classification: F02G1
IPC codes: F01B11, F02B1, F02G1