U.S. patent number 3,822,388 [Application Number 05/344,940] was granted by the patent office on 1974-07-02 for stirling engine power system and coupler.
This patent grant is currently assigned to McDonald Douglas Corporation. Invention is credited to Richard P. Johnston, William R. Martini, Maurice A. White.
United States Patent |
3,822,388 |
Martini , et al. |
July 2, 1974 |
STIRLING ENGINE POWER SYSTEM AND COUPLER
Abstract
Stirling engine power system includes a displacer type Stirling
engine producing an output of pressure pulses, load means to be
driven by the output pulses, and a resonantly operated fluid
coupler for coupling the output pulses suitably to the load means
to drive the same. In one version of the power system, the load
means is a piezoelectric generator driven to generate electrical
output energy and the fluid coupler is a mercury-filled tube with a
flexible diaphragm at each end to separate the mercury from working
gas of the engine and hydraulic fluid of the generator. In another
version of the power system, the load means is a hydraulic system
including a hydraulic motor load and the fluid coupler is a
hydraulic fluid-filled tube with a diaphragm at one end to separate
the hydraulic fluid from the engine gas.
Inventors: |
Martini; William R. (Richland,
WA), Johnston; Richard P. (Kennewick, WA), White; Maurice
A. (Kennewick, WA) |
Assignee: |
McDonald Douglas Corporation
(Santa Monica, CA)
|
Family
ID: |
23352761 |
Appl.
No.: |
05/344,940 |
Filed: |
March 26, 1973 |
Current U.S.
Class: |
310/300; 60/413;
60/477; 310/314; 310/321; 310/328; 322/2R |
Current CPC
Class: |
H02N
2/18 (20130101); F16H 43/02 (20130101); F02G
1/0435 (20130101); F02G 2270/50 (20130101); F02G
2258/10 (20130101); F02G 2250/27 (20130101) |
Current International
Class: |
F16H
43/00 (20060101); F16H 43/02 (20060101); F02G
1/00 (20060101); H01L 41/113 (20060101); F02G
1/043 (20060101); H02n () |
Field of
Search: |
;310/2,8.1,8.2,8.3,8.5,8.6,8.7 ;318/116,118 ;322/2
;60/24,413,477 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Budd; Mark O.
Attorney, Agent or Firm: Jeu; D. N. Jason; Walter J. Royer;
Donald L.
Claims
What is claimed is:
1. A power system comprising;
a Stirling engine including a displacer and a gaseous working
fluid, said engine producing an output of pressure pulses;
load means adapted to be driven by said pressure pulses; and
a fluid coupler form of power member for coupling said pressure
pulses to said load means to drive the same, said coupler including
a tubular element of predetermined dimensions, a fluid of
predetermined characteristics filling said tubular element and
diaphragm means for separating said gaseous working fluid from said
fluid filling said tubular element, and said tubular element
filling fluid comprising a liquid column of relatively substantial
predetermined inertial mass that provides in combination with
characteristics of said engine and said load means a resonantly
tuned spring-mass-damper system wherein a 90.degree. phase lag is
produced at resonant frequency between said displacer and said
coupler liquid column, and high output energy can be directly
obtained from a displacer type of Stirling engine operating a
resonant power member without interposition of a mechanical crank
and flywheel.
2. The invention as defined in claim 1 wherein said load means
includes a piezoelectric generator, and said coupler matches
generator requirements with engine capabilities through inertial
storage and delivery of energy by said liquid column.
3. The invention as defined in claim 1 wherein said load means
includes a hydraulic system, and said liquid column includes a
portion of hydraulic fluid which is used in said coupler and said
hydraulic system.
4. The invention as defined in claim 1 wherein said tubular element
includes necked-down end portions providing an intermediate portion
having a throat area less than those of said end portions, to
produce the operational effect of a much larger liquid mass than is
actually present in said tubular element.
5. The invention as defined in claim 2 wherein said piezoelectric
generator comprises a housing, a stack of piezoceramic discs
contained in said housing and a piston adapted to be positioned
against one end of said stack to compress the same in response to
said pressure pulses, and said coupler matches generator
requirements with engine capabilities through inertial storage and
delivery of energy wherein said liquid column stores excess energy
as kinetic energy during the first halves of the engine expansion
and compression strokes and delivers said stored energy during the
second halves of said expansion and compression strokes to complete
the same.
6. For use in a power system, a fluid coupler comprising:
a tubular element of predetermined length and size, said tubular
element including necked-down end portions to provide an
intermediate portion having a throat area less than those of said
end portions; and
a diaphragm closing off one of said end portions of said tubular
element.
7. The invention as defined in claim 6 further comprising another
diaphragm closing off the other end portion of said tubular
element.
8. The invention as defined in claim 6 further comprising a
perforated backup plate mounted adjacent to said diaphragm to limit
its travel.
9. The invention as defined in claim 8 further comprising an
overpressure relief accumulator operatively mounted at the
diaphragm end of said tubular element to protect said diaphragm
from overpressurization when against said backup plate.
10. The invention as defined in claim 6 wherein said tubular
element further includes longitudinally tapering diffuser portions
respectively connecting said end portions to corresponding ends of
said intermediate portion to minimize flow losses.
Description
BACKGROUND OF THE INVENTION
This invention relates generally to power systems and, more
particularly, to a quiet, reliable and high efficiency power system
wherein the output capabilities of a Stirling engine are matched
with the input requirements of a selected load.
Currently, gasoline or diesel engines are almost universally used
to drive rotary electrical generators and various other types of
loads. These power units are reasonable in cost but are noisy,
relatively unreliable, and require fairly regular and knowledgeable
maintenance of their engines. It is evident that the gasoline or
diesel engines of the conventional power units are the source of
most of the disadvantages thereof. There is, of course, a need in
many applications for a power unit which is silent, reliable and
durable under rugged use conditions, requiring little and simple
maintenance over extended periods of operation.
Where a source of heat or thermal energy such as a gas flame or
suitable radioisotope is available, the conventional Stirling
engine can be used to drive an electrical generator or other load
with low noise emission and requires relatively little maintenance.
As is well known, the crankshaft of the conventional Stirling
engine is connected to both its power piston and displacer, and can
be coupled to drive a suitable load. The actuated displacer
transfers working gas between the hot and cold spaces in the engine
to produce pressure changes from which net power is derived by a
work-producing expansion, with most of the gas in the hot space,
followed by compression of mostly cold gas. This is achieved by
having the displacer motion lead the power piston by about
90.degree., as set by the crank angle.
Many bearings and seals, some heavily loaded, are needed in the
conventional Stirling engine, however. Moreover, the seals must be
absolute because leakage of lubricant from the crankcase would foul
the heat transfer surfaces in the heat engine. An energy conversion
system utilizing the Stirling cycle but requiring less bearings and
seals is shown, described and claimed in U.S. Pat. No. 3,400,281 of
Marvin J. Malik for Stirling Cycle Drive for an Electrokinetic
Transducer, patented Sept. 3, 1968. In this system, the usual power
piston in a conventional Stirling engine is replaced with a
flexible diaphragm which performs the power piston's function of
alternately compressing and expanding the working fluid during the
Stirling cycle. The resultant pressure variations are used to drive
an electrokinetic transducer which develops an alternating electric
potential that is used to energize a motor. The motor, in turn,
drives the displacer of the Stirling engine. The electric potential
and/or the motor can be used to drive suitable but relatively
limited loads.
SUMMARY OF THE INVENTION
Briefly, and in general terms, the present invention is preferably
accomplished by providing a simplified Stirling engine having an
output of gas pressure pulses, instead of mechanical shaft power,
and a resonantly operated fluid coupler for coupling the pressure
pulses to load means to drive the same. In one version of the
invention, the load means is a piezoelectric generator and the
fluid coupler is a mercury-filled tube with a flexible diaphragm at
each end to separate the mercury from working gas of the engine and
hydraulic fluid of the generator. The coupler provides the required
90.degree. displacer-coupler (piston) phase lag and also matches
generator requirements with engine capabilities.
In another version of the invention, the load means is a hydraulic
system including a hydraulic motor load and the fluid coupler is a
hydraulic fluid-filled tube with a flexible diaphragm at one end to
separate the hydraulic fluid from the engine gas. The coupler is
connected by check valves to the hydraulic system which preferably
includes an accumulator on the high pressure side of the load and a
reservoir on the low pressure side thereof to damp the pressure
pulses for steady flow of the hydraulic fluid.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be more fully understood, and other
advantages and features thereof will become apparent, from the
following description of certain exemplary embodiments of the
invention. The description is to be taken in conjunction with the
accompanying drawings, in which:
FIG. 1 is a block diagram of a Stirling engine power system
illustrating the operation of one version of this invention;
FIG. 2 is a diagram of the equivalent mechanical circuit of the
system shown in FIG. 1;
FIG. 3 is a graph showing work diagrams illustrating the storage
and delivery of kinetic energy by the coupler inertial member of
the system shown in FIG. 1;
FIG. 4 is a fragmentary elevational view, shown partially in
section, of a fluid coupler connecting with a simplified Stirling
engine;
FIG. 5 is a fragmentary sectional view of the fluid coupler shown
connected to the simplified Stirling engine in FIG. 4;
FIG. 6 is a sectional view of a piezoelectric generator which can
be used with the fluid coupler shown in FIG. 5;
FIG. 7 is a generally perspective view of the stack of piezoceramic
discs contained in the piezoelectric generator shown in FIG. 6;
FIG. 8 is a graph showing certain plots of output power density
versus applied stress fluctuation and time for a piezoelectric
generator similar to that of FIG. 6; and
FIG. 9 is a diagrammatic representation of a Stirling engine power
system wherein the load means is a hydraulic system including a
hydraulic motor load.
DESCRIPTION OF THE PRESENT EMBODIMENTS
In the following description and accompanying drawings of certain
illustrative embodiments of this invention, some specific
dimensions and types of materials are disclosed. It is to be
understood, of course, that such dimensions and types of materials
are given as examples only and are not intended to limit the scope
of the invention in any manner.
FIG. 1 is a block diagram of a Stirling engine power system 20
including a simplified Stirling engine 22 having an input 24 of
heat and an output 26 of pressure pulses, a piezoelectric generator
28 having an input 30 and an output 32, and a fluid coupler 34 for
coupling the pressure pulses to input 30 of the piezoelectric
generator which converts the input pressure energy to electricity
at its output 32. The engine 22 produces pressure pulses from heat.
After a phase shift by inertia in the coupler 34, these pressure
pulses can be applied to the generator 28 to produce electricity.
Gas in the engine 22 acts as a spring and negative damper, one that
produces instead of consuming power. The coupler 34 acts as a mass,
and the generator 28 acts as another spring combined with a
positive (conventional) damper. The coupler 34 serves as an
inertial energy storage device analogous to the flywheel in a
conventional engine.
FIG. 2 is a diagram or schematic representation of the equivalent
mechanical circuit of the system shown in FIG. 1. The Stirling
engine 22 is represented by a negative damper 36 and parallel
spring 38, the fluid coupler 34 by an inertial member or mass M,
and the piezoelectric generator 28 by a positive damper 40 and
parallel spring 42. The coupler 34 provides the required 90 degrees
displacer-coupler phase lag by a reasonantly tuned
spring-mass-damper system in which the engine 22 (a negative damper
36 or energy source) and generator 28 (a positive damper 40 or
energy sink) are springs 38 and 42 acting on the oscillating
coupler mass M. The coupler 34 also matches generator requirements
with engine capabilities.
FIG. 3 is a graph showing work diagrams including curves 44 and 46
of plots of force on the coupler 34 inertial member or mass M
versus displacement thereof, from the Stirling engine 22 and to the
piezoelectric generator 28, respectively. It can be seen that
engine pressure decreases during the expansion stroke, while the
piezoceramic disc stack in the generator 28 requires increasing
pressure to compress it. This represents a 180.degree. phase lag
between the pressure-time characteristics at the engine 22 and
generator 28 ends of the coupler 34. Coupler inertia accomplishes
this by the large pressure difference required to accelerate the
liquid column or free piston of the coupler 34.
The excess of engine pressure over generator-region pressure during
the first half of the expansion stroke is stored as kinetic energy
of the inertial member M, which completes generator 28 stack
compression on the last half of the expansion stroke. Inertial
energy storage and delivery is indicated by the cross hatched areas
in FIG. 3. A similar consideration applies for the compression
stroke where elastic energy return from the piezoelectric generator
28 provides excess energy during the first half of the compression
stroke to complete the last half. For clarity, these energy
quantities are not indicated in FIG. 3.
FIG. 4 is a fragmentary elevational view, shown partially in
section, of fluid coupler 34 connecting with the simplified
Stirling engine 22. The Stirling engine 22 shown here is, of
course, only exemplary of a simplified Stirling engine which
produces an output of pressure pulses. Other suitable forms of
simplified Stirling engines are shown, described and claimed in
U.S. Pat. No. Re 27,567 of Arthur R. Baumgardner, Richard P.
Johnston, William R. Martini and Maurice A. White for Stirling
Cycle Machine With Self-Oscillating Regenerator, patented Jan. 23,
1973 and U.S. Pat. No. 3,604,821 of William R. Martini for Stirling
Cycle Amplifying Machine, patented Sept. 14, 1971, for example. The
Stirling engine 22 need not be restricted to that specifically
shown in FIG. 4 and, in view of description given in the noted
patents, a relatively brief description of the engine is believed
to be adequate.
The Stirling engine 22 basically includes an engine cylinder 48,
displacer 50, displacer drive mechanism 52, and thermal insulation
housing 54. The engine cylinder 48 is mounted to displacer drive
housing 56 with a bolted flange arrangement 58, and the fluid
coupler 34 is suitably attached to the side of the drive housing as
shown in FIG. 4. Driveshaft crosshead 60 is supported in lower and
upper bearings 62 and 64 which are mounted in the housing 56. The
insulation housing 54 is suitably attached to the upper flange 66
of the cooler section of the engine cylinder 48 and contains
suitable insulation 70. Electric cartridge heaters 72 are used to
heat the upper end of cylinder 48; however, any other suitable heat
source can be used. Loops 74 circulating a cooling fluid are used
to cool the lower end of the cylinder 48.
Crankshaft 76 is driven by an electric motor 78 which is positioned
behind flywheel 80 (and a separating wall) that is suitably affixed
to the crankshaft. An offset crankpin 82 is affixed to the flywheel
80 and rotatably mounts the lower end of connecting rod 84. The
upper end of the connecting rod 84 is rotatably mounted on wrist
pin 86 which is attached to the driveshaft crosshead 60. The upper
end 88 of the driveshaft crosshead 60 is pivotably connected
axially to the lower end of displacer 50. The upper end of the
displacer 50 is supported by a pair of crossed flexures 90 which
are centrally attached to the engine cylinder 48 on its axis at the
top 92 thereof. The displacer 50 is, for example, 7.00 inches long
and 1.44 inches in diameter and made of a thin shell of Inconel 625
with a wall thickness of 0.052 inch and is pressurized internally
with argon. A displacer position sensor 68 is mounted at the bottom
of the displacer drive housing 56.
The lightweight displacer 50 oscillates (reciprocates) inside the
engine cylinder 48 with a five-mil radial clearance gap 94 between
the cylinder wall and displacer. This separation is maintained by
the flexures 90 at the hot end and the bearing 64 (part of the
displacer drive mechanism 52) near the cold end. The gap 94 acts as
a gas heater, regenerator and gas cooler. Oscillation of the
displacer 50 heats and cools the confined gas (helium, for example)
and creates the pressure pulses. The electric motor 78 is used fo
startup and fine frequency control. Once oeprating speed is
reached, the gas pressure difference applied to the displacer drive
piston (upper driveshaft portion of the driveshaft crosshead 60)
varies over a cycle in such a way as to apply power to the
displacer drive. Thus, if friction is not unduely great, the engine
22 will run itself.
The fluid coupler 34 is suitably attached to the displacer drive
housing 56 and communicates with the engine cylinder 48 through gas
flow passageway 96. The coupler 34 is a mercury-filled tube 98 with
a diffuser 100 at each end. A corrugated diaphragm 102 separates
the mercury 104 from the engine gas at one end and from the
hydraulic fluid in the piezoelectric generator 28 at the other end.
Inertia in the mercury column provides the necessary phase lag
between displacer 50 motion and motion of the corrugated metal
diaphragm 102 (analogous to a power piston) which makes a positive
seal between the engine gas and the mercury 104. The necked-down
configuration from diaphragm to diffuser at the ends of the coupler
34 produces the effect of a much larger mass than is actually
present. This is similar to a flywheel attached to a
speed-increaser gear so that the fluid coupler 34 can be termed a
"fluid flywheel."
FIG. 5 is a fragmentary sectional view of the fluid coupler 34. The
coupler housing 106 is, for example, made of 300-series austenitic
stainless steel and the 10.5 inches long coupler tube 108 is
standard 0.5 inch inside diameter tubing with a 0.188 inch wall
thickness. The tube 108 can, of course, be suitably coiled to
reduce system dimensions. Hoop stresses are approximately 4,000 psi
at hydraulic pressures of 3,000 psi. A 5.2 inches long diffuser 110
with a 7.5 degrees half-angle is provided at each end of the
coupler tube to minimize flow losses. The mercury 104 inventory in
the coupler 34 is 11.5 cubic inches, for example. Mercury was
selected as the coupler fluid in this instance primarily because of
its high density and low compressibility. High density minimizes
the size of the inertia column and low compressibility minimizes
lost motion.
The corrugated diaphragms 102 are suitably attached to their
respective ends of the coupler housing 106. Each diaphragm 102 is
made of 0.0015 inch thick Am 350 stainless steel, and have eight
convolutions with a peak-to-peak height of 0.024 inch and a pitch
of 0.15 inch, for example. The diaphragms 102 are capable of
operating through a swept volume .+-. 0.2 cu. in. from the central
unstressed position of their extreme deflected position with a
maximum tangential stress of 31,000 psi. The design point swept
volume totals 0.21 cu. in. or about one-half the allowable
value.
Each diaphragm 102 has a perforated backup plate 112 to limit its
travel. The plates 112 can be made of type 7075-T6 aluminum, for
example. At the engine/coupler interface, the backup plate 112 is
secured by end disc 114 on the gas side of the diaphragm 102. Gas
must be distributed over the surface of the diaphragm 102 while
minimizing gas dead volume. Eight radial channels 116 can be
provided behind the backup plate 112, each connected to eight holes
118 which vent gas to the diaphragm 102. The holes 118 can be, for
example, 0.15 inch in diameter. The diaphragm 102 is capable of
supporting a 1,060 psi pressure differential across this hole area
with a maximum of 20,000 psi flexural stress when bottomed against
the backup plate 112. The total dead gas volume between the
diaphragm 102 and the engine cold plate is 0.04 cu. in. and the
pressure drop in the manifolding is 8 psi. Nominal design
deflection of the diaphragm 102 is 0.075 inch, for example.
At the load/coupler interface, the backup plate 112 is secured by
end disc 120 on the oil or hydraulic fluid side of the diaphragm
102. The radial channels 116 and vent holes 118 are larger than at
the engine/coupler interface because entrained fluid volume is
unimporatant, and pressure drops would otherwise be too high. To
protect the diaphragms 102 from overpressurization (due to high
pressure transients) when against the concave or dished surfaces of
backup plates 112, at least one overpressure relief accumulator 122
is provided at each end of the mercury column. There can be, for
example, four equiangularly spaced accumulators 122 provided at
each end. These can be piston-type accumulators filled with gas
through tubing 124 (which is then closed), with a spring 126
loading the piston 128 such that it accepts or is moved at a preset
value to prevent damage to the associated diaphragm 102. Ports 130
for fill, bleed and trim valves (not shown) can be located at each
end of the coupler 34 for charging and providing the proper amount
of mercury. The end disc 120 has a passageway 132 with end ports
134 and 136 which can accommodate respective check valves (not
shown here), or the port 134 can be plugged and the port 136
suitably connected to drive the piezoelectric generator 28. A
suitable hydraulic fluid or oil is preferably used in the lines
connecting with the passageway 132.
FIG. 6 is a sectional view of the piezoelectric generator 28 which
can be used with the fluid coupler 34 shown in FIG. 5. The
generator 28 requires pulsating mechanical power at relatively high
force and low displacement, and which can be provided by the
Stirling engine 22 and coupler 34 power source. The generator 28
includes a housing 138 which is, for example, approximately 5.5
inches long and 2.0 inches in diameter. The housing 138 contains a
stack 140 of a hundred piezoceramic discs 1.25 inches in diameter
and 0.040 inch thick, and a piston 142 positioned against one end
of the stack. A fitting 144 is attached to the piston end of the
hosuing 138 and a indicator rod 146 is affixed to the piston 142 as
shown. The rod 146 cooperates with proximity transducer 148 mounted
on the other end of the housing 138. A pressure transducer 150 is
also mounted to the fitting 144. The transducers 148 and 150 are
used for experimental measurements and can, of course, be omitted.
The port 136 of the coupler 34 shown in FIG. 5 is connected by a
line (not shown) to the input port 152 of fitting 144. An
insulating hydraulic fluid or oil is used in the connecting line
and also surrounds the stack 140 in the housing 138 to prevent
arcing. The stack 140 has an output lead y.
FIG. 7 is a generally perspective view of the stack 140 of
piezoceramic discs 154 contained in the housing 138. The discs 154
are made from a lead zirconatetitanate ceramic (PZT-4 or
equivalent) and metallized on both flat surfaces for electrical
contact with metal electrode connectors 156. Warm discs 154 are
polarized (analogous to magnetizing a permanent magnet) by applying
a high voltage to align the dipoles of the disc material. These
discs 154 are stacked with alternating polarity and connected
electrically in parallel with one side to a load R and the other
side to ground as indicated. When the stack 140 is subjected to an
axial compressive stress, pulsating at a suitable frequency (such
as 60 Hz), electric power is generated. Compression of the stack
140 produces electrical charges delivered as load current in one
direction, followed by a reversed polarity and current when
compression is relaxed. Only about half the applied strain energy
produces a charge. The balance is stored elastically and is
utilized for the compression stroke on the engine.
FIG. 8 is a graph showing indicative plots of output power density
versus applied stress fluctuation and time for the piezoelectric
generator 28. Experimental power density plots follow the predicted
curve 158 closely to 8,000 psi stress fluctuation, with decreased
performance at higher levels. Optimum load resistance with no
inductance was used in the measurements. A continuous run of 20
hours at 6,000 psi stress fluctuation produced the curve 160 which
showed only an initial, reversible degradation. When inductance was
used in the load circuit to compensate for capacitance inherent in
the generator 28, however, power density increased by a factor of
2.5 as compared with a predicted value of 3.0. Piezoelectric
generator 28 efficiency was measured with mean values in the 80 to
90 percent range.
FIG. 9 is a diagrammatic representation of a Stirling engine power
system 162 which is similar to the system 20 shown in FIG. 1 except
that the load means is a hydraulic system 164 instead of the
piezoelectric generator 28, and the fluid coupler 166 is a modified
version of the fluid coupler 34 shown in FIG. 5. The fluid coupler
166 is similar to the coupler 34 except that the diaphragm 102 and
its backup plate 112 at the load end of coupler 34 have been
deleted, and hydraulic fluid is used throughout the coupler 166 and
hydraulic system 164. The diaphragm 102 and its backup plate 112
are retained at the engine end of the coupler 166. Check valves 168
and 170 are installed in the coupler ports corresponding to ports
134 and 136 of the coupler 34. A conventional high pressure
accumulator 172 is connected to the line between check valve 170
and hydraulic motor 174, and a conventional low pressure reservoir
176 is connected to the line between the hydraulic motor 174 and
check valve 168. The accumulator 172 and reservoir 176 are
provided, of course, to damp the pressure pulses for steady flow of
the hydraulic fluid in the lines.
While certain exemplary embodiments of this invention have been
described above and shown in the accompanying drawings, it is to be
understood that such embodiments are merely illustrative of, and
not restrictive on, the broad invention and that the invention is
not to be limited to the specific constructions or arrangements
shown and described, for various modifications may occur to persons
having ordinary skill in the art.
* * * * *