BACKGROUND OF THE INVENTION 1 Field of the Invention This invention is related to a heat engine and particularly to an improved Stirling cycle engine incorporating numerous refinements and design features intended to enhance engine performance, manufacturability, and reliability

The basic concept of a Stirling engine dates back to a patent registered by Robert Stirling in 1817 Since that time, this engine has been the subject of intense scrutiny and evaluation Vanous Stirling engine systems have been prototyped and put into limited operation throughout the world One potential application area for Stirling engines is for automobiles as a prime mover or engine power unit for hybrid electric applications Such applications place extreme demands on Stirling engine design Due to the wide acceptance of spark ignition and Diesel engines to gain acceptance, a Stirling engine must show significant advantages over those types such as a dramatic enhancement in fuel efficiency or other advantages In addition reliability and the ability to manufacture such an engine at a low cost are of paramount importance in automotive applications Similar demands are present in other fields of potential use of a Stirling engine such as stationary auxiliary power units, marine applications, solar energy conversion, etc

Stirling engines have a reversible thermodynamic cycle and therefore can be used as a means of delivering mechanical output energy from a source of heat or acting as a heat pump through the application of mechanical input energy Using various heat sources such as combusted fossil fuels or concentrated solar energy, mechanical energy can be delivered by the engine This energy can be used to generate electricity or be directly mechanically coupled to a load In the case of a motor vehicle application a Stirling engine could be used to directly drive traction wheels of the vehicle through a mechanical transmission Another application in the automotive environmental is for use with a so-called "hybrid" vehicle in which the engine drives an alternator for generating electnαty which charges storage batteries The batteries drive the vehicle through electric motors coupled to the traction wheels Perhaps other technologies for energy storage could be coupled to a Stirling engine in a hybπd vehicle such as flywheel or thermal storage systems, etc

The Assignee of the present application, Stirling Thermal Motors, Inc has made significant advances in the technology of Stirling machines through a number of years Examples of such innovations include development of a compact and efficient basic Stirling machine configuration employing a parallel cluster of double acting cylinders which are coupled mechanically through a rotating swashplate In many applications, a swashplate actuator is implemented to enable the swashplate angle and therefore the piston stroke to be changed in accordance with operating requirements

Although the Assignee has achieved significant advances in Stirling machine design, there is a constant need to further refine the machine, particularly if the intended application is in large

volume production For such applications, for example motor vehicles, great demands are placed on reliability and cost It is well known that motor vehicle manufacturers around the world have made great stπdes in improving the reliability of their products The importance of a vehicle engine continuing to operate reliably cannot be overstated If a Stirling engine is to be seriously considered for motor vehicle applications, it must be cost competitive with other power plant technologies This is a significant consideration given the mature technology of the spark ignition and Diesel internal combustion engines now predominately found in motor vehicles today

In the past several decades significant improvements in exhaust pollution and fuel economy have been made for spark ignition and Diesel engines However, there are fundamental limits to the improvements achievable for these types of internal combustion engines Due to the high temperature intermittent combustion process which takes place in internal combustion engines, pollutants are a significant problem Particularly significant are NO, and CO emissions Although catalytic converters, engine control, and exhaust treatment technologies significantly improve the quality of emissions, there remains room for improvement Fuel efficiency is another area of concem forthe future of motor vehicles which will require that alternative technologies be studied seriously It is expected that the ultimate thermal efficiency achievable with the spark ignition internal combustion engines is on the order of 20% with Diesel engines marginally exceeding this value However, in the case of Stirling engines, particularly if advanced ceramic or other high temperature materials are implemented, thermal efficiencies in the neighborhood of 40% to 50% appear achievable The external combustion process which could be implemented in an automotive Stirling engine would provide a steady state combustion process which allows precise control and clean combustion Such a combustion system allows undesirable pollutants to be reduced

In view of the foregoing, there is a need to provide a Stirling cycle engine having design features enabling it to be a viable candidate for incoφoration into large scale mass production such as for automobiles and for other applications The present invention relates to features for a Stirling engine which achieve these objects and goals

The Stirling engine of the present invention bears many similarities to those previously developed by Assignee, including those described in U S patent nos 4,481 ,771 , 4,532,855, 4,615,261 , 4,579,046, 4,669,736, 4,836,094, 4,885,980, 4,707,990, 4,439,169, 4,994,004, 4,977,742, 4,074,114 and 4,966,841 , which are hereby incorporated by reference Basic features of many of the Stirling machines described in the above referenced patents are also implemented in connection with the present invention

The Stirling engine in accordance with the present invention has a so called "modular" construction The major components of the engine, comprising the drive case and cylinder block, are bolted together along planar mating surfaces Connecting rod seals for the pistons traverse this matmg plane A sliding rod seal can be used which is mounted either to the drive case or

cylinder block. The rod seal controls leakage of the high pressure engine working gas at one end of the rod to atmosphere. Sliding contact rod seals provide adequate sealing for many applications For example, in an automotive engine such an approach might be used The sliding contact seal would, however, inevitably allow some leakage of working fluid, if only on a molecular level. In solar energy conversion or other applications where the engine must operate for extremely long lives, other types of sealing technology may be necessary to provide a hermetic, ie non-leaking seal In the engine of this invention, if other rod sealing approaches are required, it would be a simple matter to insert a plate between the drive case and cylinder block which supports a bellows or other type of hermetic sealing element Thus the same basic engine componentry could be implemented for vanous applications

The Stirling engine of the present invention further includes a number of features which enable it to be manufactured efficiently in terms of component costs, processing, and parts assembly The drive case and cyhnder block feature a number of bores and passageways which can be machined at 90 from their major mounting face surfaces, thus simplifying machining processes Designs which require castings to be machined at multiple compound angles and with intersecting passageways place more demands on production machinery, tools, and operators, and therefore negatively impact cost

The Stirling engine according to this invention provides a number of features intended to enhance its ease of assembly An example of such a feature is the use of a flat top retaining plate which mounts the cylinder extensions and regenerator housings of the engine in place on the cylinder block The use of such flat surfaces and a single piece retaining plate simplifies machining and assembly The retaining plate design further lowers cost by allowing a reduction in the high temperature alloy content of the engine Furthermore, the one piece retaining plate provides supeπor component retention as compared with separate retainers for each cylinder extension and regenerator housing

In many past designs of Stirling engines, a large volume of the engine housing is exposed to the high working pressures of the working gas For example, in many of the Assignees prior designs, the entire dπve case was subject to such pressures For such designs, the entire housing might be considered a "pressure vessel" by certifying organizations and others critically evaluating the engine from the perspective of safety concerns Thus, the burst strength of the housing may need to be dramatically increased. This consideration would greatly increase the cost, weight, and size of the machine. In accordance with the engine of the present invention, the high pressure working fluid is confined to the extent possible to the opposing ends of the cylinder bores and the associated heat transfer devices and passageways Thus the high pressure gas areas of the Stirling engine of this invention are analogous to that which is encountered in internal combustion engines, and therefore this Stirling engine can be thought of in a similar manner in terms of consideration for high pressure component failure This benefit is achieved in the present invention

by maintaining the drive case at a relatively low pressure which may be close to ambient pressure, while confining the high pressure working fluid within the cylinder block and the connected components including the cylinder extension, regenerator housing, and heater head.

As a means of enhancing the degree of control of operation of the Stirling engine of this invention, a variable piston stroke feature is provided. In order to achieve this, some means of adjusting the swashplate angle is required. In many past designs, hydraulic actuators were used. These devices, however, consume significant amounts of energy since they are always activated and tend to be costly to build and operate. This invention encompasses two versions of electric swashplate actuators. A first version features a rotating motor which couples to the swashplate dπve through a planetary gear set. A second embodiment incoφorates a stationary mounted motor which dnves the actuator through a worm gear coupled to a pair of planetary gear sets In both cases, a high gear reduction is achieved, which through friction in the mechanically coupled element, prevents the actuator from being back-driven and thus a swashplate angle can be maintained at a set position without continuously energizing the drive motor Power is applied to the drive motor only when there is a need to change the swashplate angle and hence piston stroke

The pistons of the engine are connected to cross heads by piston rods The cross heads of the engine embrace the swashplate and convert the reciprocating movement of the piston connecting rods and pistons to rotation of the swashplate The Stirling engine of this invention implements a pair of parallel guide rods mounted within the drive case for each cross head The cross heads feature a pair of journals which receive the guide rods

The cross heads include sliders which engage both sides of the swashplate The clearance between the sliders and the swashplate surfaces is very critical in order to develop the appropnate hydro-dynamic lubπcant film at their interfaces An innovative approach to providing a means of adjusting the cross head beaπng clearances is provided in accordance with the present invention This invention further encompasses features of the pistons which include a sealing approach which implements easily machined elements which provide piston sealing A pair of sealing nngs are used and they are subjected to fluid forces such that only one of the sealing rings is effective in a particular direction of reciprocation of the piston This approach reduces friction, provides long ring life and enhances sealing performance The combustion exhaust gases after passing through the heater head of the engine still contain useful heat. It is well known to use an air preheater to use this additional heat to heat incoming combustion air as a means of enhancing thermal efficiency. In accordance with this invention, an air preheater is described which provides a compact configuration with excellent thermal efficiency The surfaces of the preheater exposed to combustion gases can be coated with a catalyst material such as platinum, palladium or other elements or compounds which enable the combustion process to be further completed, thus generating additional thermal energy The catalyst further reduces exhaust emissions as they do in today's internal combustion engines

The Stirling engine of this invention incoφorates a heater assembly with a number of tubes which are exposed to combustion gases enabling the heat of combustion to be transferred to the working gas within the engine. The typical approach toward constructing such a heater assembly is to painstakingly bend tubing to the proper configuration with each tube having a unique shape. Such an approach is ill-suited for volume production. The requirement of using bent tubing also places significant limitations on heater performance. Material selections are limited since it must have adequate ductility to enable tube stock formed in straight runs or coils to be bent to the proper shape. Such tubing also has a uniform wall thickness and cannot readily be incorporated with external fins to enhance heat transfer area without welding or braising additional parts to the outside of the tube. These steps add to cost and complexity. Moreover, when braising materials are used, temperature limits are placed on the heater tubes to avoid failure of these joints. This temperature limitation also reduces thermal efficiency which tends to increase with combustion temperature. In accordance with this invention, cast heater tubes are provided which can be made in multiples of the same configuration connected together through a manifold. The cast material allows the heater tubes to be subjected to much higher temperatures. In addition, special configurations can be provided to enhance performance. For example, fins of various cross- sectional shape can be provided. Also, the fins need not have a rotationally symmetric configuration, but instead can be designed to consider the fluid mechanics of the fluids moving across them. Through appropriate fin design, it is believed possible to cause the entire perimeter of the heater tubes to be a near uniform temperature despite the fact that fluids are flowing transversely across them. Temperature gradients associated with prior heater tube designs place significant thermal stresses on the tubes, which over time, lead to mechanical fatigue failure

In the Stirling engine of the type according to the present invention employing four double acting cylinders, there are four discrete volumes of working gas which are isolated from one another (except by leakage across the pistons). In order to enable the engine to operate smoothly and with minimal force imbalances, the mean pressure of each of these four volumes need to be equalized. In accordance with this invention, this is achieved by connecting together the four volumes through capillary tubes. In addition, a system is provided for determining that the mean pressure in each cycle is within a predetermined range. Upon the occurrence of a component failure causing leakage, a significant imbalance could result which could have a destructive effect on the engine. The Stirling engine according to this invention features a pressure control system which unloads the engine upon the occurrence of such failure.

Additional benefits and advantages of the present invention will become apparent to those skilled in the art to which this invention relates from the subsequent description of the preferred embodiments and the appended claims, taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG 1 is a longitudinal cross-sectional view through a Stirling engine in accordance with this invention;

FIG 1A is a longitudinal cross-sectional view of the heater assembly of the engine according to this invention,

FIG 1B is a partial cross-sectional view of a bellows rod seal incoφorated into a modified form of this invention showing the bellows in an extended condition,

FIG 1C is a view similar to FIG 1 B but showing the bellows compressed, FIG 2 is an end view of the drive case assembly taken from the output shaft end of the dnve case, particularly showing the cross head components,

FIG 3 is an enlarged cross-sectional view taken from FIG 1 showing in greater detail the cross head assembly of the engine of this invention,

FIG 4 is a partial cross-sectional view showing an electric swashplate actuator in accordance with a first embodiment of this invention FIG 5 is a longitudinal cross-sectional view through a Stirling engine according to this invention showing an alternate embodiment of a electric swashplate actuator in accordance with this invention,

FIG 6 is a top view of the cross head body showing the guide rods in section, FIG 7 is a view partially in elevation and partially in section of the cross head body shown

FIG 8 is a top view of the cross head adjuster sleeve FIG 9 is a cross-sectional view taken along line 9-9 of FIG 8

FIG 10 is an end view of the cylinder block component taken from the end of the drive case assembly, FIG 1 1 is a longitudinal cross-sectional view through the piston assembly,

FIG 12 is an enlarged partial cross-sectional view particularly showing the piston ring assembly of this invention,

FIG 13 is a top view of the cooler assembly, FIG 14 is a side view partially in section of the cooler assembly, FIG 15 is a plan view of retainer plate of this invention,

FIG 16 is a plan view of a cylinder extension locking C-πng, FIG 17 is a cross sectional view taken along line 17-17 from FIG 16, FIG 18 is a plan view of a manifold segment of the heater head assembly of this invention, FIG 19 is a cross-sectional view taken along line 19-19 of FIG 18, FIG 20 is a longitudinal cross-sectional view of a heater tube from the heater head assembly,

FIG 21 is an enlarged partial cross-sectional view showing particularly the fin configuration

of the heater tube;

FIG. 22 is a plan view of one of the fins of the heater tube shown in FIG. 20; FIG. 23 is a plan view of an alternate configuration of a fin shape for a heater tube accordjpg to this invention; FIG. 24 is a cross-sectional view through the unloader valve;

FIG. 25 is a top view of the air preheater;

FIG. 26 shows a sheet of metal material from which the air preheater is formed; FIG. 27 is a side view of the air preheater shown in FIG. 25;

FIG. 28 is an enlarged side view particularly showing the alternately welded configuration of the adjacent leaves of the preheater.

DETAILED DESCRIPTION OF THE INVENTION

A Stirling engine in accordance with this invention is shown in a completely assembled condition in FIG. 1 and is generally designated by reference number 10. Stirling engine 10 includes a number of primary components and assemblies including drive case assembly 12, cylinder block assembly 14, and heater assembly 16.

OVERALL CONSTRUCTION

Drive case assembly 12 includes a housing 18 having a pair of flat opposed mating surfaces 20 and 22 at opposite ends. Mating surface 20 is adapted to receive drive case output shaft housing 28 which is bolted to the drive case housing 18 using threaded fasteners 29. Mating surface 22 is adapted to be mounted to cylinder block assembly 14. Drive case housing 18 has a hollow interior and includes a journal 24 for mounting a drive shaft bearing Arranged around the interior perimeter of drive case housing 18 is a series of cross head guide rods 26. A pair of adjacent guide rods 26 is provided for each of the four cross heads of the engine (which are described below). As will be evident from a further description of Stirling engine 10, it is essential that adjacent guide rods 26 be parallel within extremely close tolerances.

One end of each guide rod 26 is mounted within bores 30 of drive case housing 18. The opposite ends of guide rods 26 are received in bores 32 of output shaft housing 28. The mounting arrangement for guide rods 26 is shown in FIGS. 1 and 3. One end of each guide rod 26 has a conical configuration bore 36 which terminates at a blind threaded bore. In addition, a series of slits are placed diametrically through the end of guide rods 26 at bore 36 so that guide rod end has limited hoop strength. Cone 34 is inserted within conical bore 36. A threaded fastener such as cap screw 38 is threaded into the threaded bore at the end of guide rod 26. By torquing threaded fastener 38, cone 34 is driven into bore 36 causing the end of guide rod 26 to expand into mechanical engagement with bore 32. This is achieved without altering the concentricity between the longitudinal axis of guide rod 26 and guide rod bores 30 and 32. Cap 40 seals and protects

bore 32 and retains lubricating oil within the drive case

Centrally located within output shaft housing 28 is journal 44 which provides an area for receiving spheπcal rolling beaπng assembly 46 which is used for mounting dnve shaft 50 At the opposite end of dπve shaft 50 there is provided spherical roller beaπng assembly 52 mounted in journal 24 Spheπcal beaπng configurations are provided for beanng assemblies 46 and 52 to accommodate a limited degree of bending deflection which drive shaft 50 expeπences duπng operation Dπve case housing 18 also provides a central cavity within which oil pump 56 is located Oil pump 56 could be of vaπous types but a gerotor type would be preferred Through drilled passageways, high pressure lubricating oil is forced into spray nozzle 58 which sprays a film of lubπcant onto the piston rods 260 (descnbed below) In addition, lubricant is forced through internal passages within drive shaft 50, as will be explained in greater detail later

Dπve case 18 further defines a seπes of four counter-bored rod seal bores 60 At a position which would correspond with the lower portion of drive case 18 a sump port 62 is provided The lubπcation system of engine 10 can be characterized as a dry sump type with oil collecting in the inteπor cavity of drive case 18 being directed to oil pump and returned via suction of oil pump 56, where it is then pumped to various locations and sprayed as mentioned previously

Drive shaft 50 is best described with reference to FIG 1 Drive shaft 50 incorporates a vaπable angle swashplate mechanism Dπve shaft 50 includes an annular swashplate carrier 66 which is oriented along a plane tipped with respect to the longitudinal axis of drive shaft 50 Swashplate 68 in turn includes an annular interior cavity 70 enabling it to be mounted onto swashplate carrier 66 Bearings enable swashplate 68 to be rotated with respect to drive shaft swashplate earner 66 Swashplate disc 72 is generally circular and planer but is oriented at an angle inclined with respect to that of swashplate cavity 70 By rotating swashplate 68 with respect to dπve shaft 50, the angle defined by the plane of disc 72 and the longitudinal axis of drive shaft 50 can be changed from a position where they are perpendicular, to other angular orientations Thus, rotation of drive shaft 50 causes disc 72 to rotate about an inclined axis This basic swashplate configuration is a well known design implemented by the Assignee in prior Stirling engine configurations Drive shaft 50 includes splined end 74 enabling it to be coupled to a load which as previously stated, may be of vaπous types Two embodiments of actuators for changing the swashplate angle in a desired manner will be described later

SWASHPLATE ACTUATOR

A first embodiment of an electric swashplate actuator in accordance with this invention is best shown with reference to FIG 1 and 4, and is generally designated by reference number 110 Actuator 110 uses a DC torque motor, a planetary gear system and bevelled gears to accomplish control over swashplate angle With this embodiment of electric swashplate actuator 110, it is necessary to communicate electrical signals to rotating components To achieve this, two pairs

of slip ring assemblies 112 are provided. Two pairs are provided for redundancy since it is only necessary for one pair to apply electrical power. Each slip ring assembly 112 includes a pair of spring biased brushes 114 mounted to a carrier 116 attached to output shaft housing 28. Electrical signals are transmitted into slip rings 118 directly attached to drive shaft 50. Electrical conductors are connected to slip rings 118 and run through bearing mount 120 which is keyed to drive shaft 50 such that relative rotation is not possible between these two parts. Bearing mount 120 is connected with motor stator 122 having a number of permanent magnets (not shown) mounted thereto. The motor rotor 124 is joumalled onto drive shaft 50 using needle bearing elements 126 such that they can rotate relative to one another. Electrical signals are transmitted to rotor 124 and its windings 128 via a second set of brushes 130. Accordingly, through the application of DC electrical signals through slip ring assemblies 112, electrical signals are transmitted to rotor windings 128 and thus the rotor can rotate relative to drive shaft 50. By applying voltage in the proper polarity, rotor 124 can be rotated in either direction as desired.

Actuator rotor 124 includes an extension defining sun gear 132. Three planet gears 134 mesh with sun gear 132 and also with teeth formed by stator extension 122 defining a ring gear which is fixed such that it does not rotate relative to shaft 50 Thus, as rotor 124 rotates relative to shaft 50, planet gears 134 orbit. Planet gears 134 feature two sections, the first section 138 meshing with sun gear 132, and a second section 139 having a fewer number of teeth meshing with ring gear 140. Revolution of the planet gear 134 causes rotation of ring gear 140 relative to drive shaft 50. Ring gear 140 is directly coupled to a bevel gear 142 which engages a bevel gear surface 144 of swashplate 68. As explained previously, relative rotation of swashplate 68 relative to drive shaft 50 causes an effective change in swashplate angle.

In normal operation, electric actuator 1 10 is not energized, therefore, sun gear 132 is stationary relative to drive shaft 50. Ring gear 140 is driven by swashplate 68 and both rotate at the same speed. Planet gears 134 carry the torque from ring gear 140 to sun gear 132 and stator ring gear 136. These then carry the torque to bearing mount 120 which in turn carries the torque to shaft 50. Therefore, except when actuated, there is no movement of the gears of electric actuator 110 relative to one another.

Now with reference to FIG. 5, a second embodiment of an electric swashplate actuator according to this invention is shown and is generally designated by reference number 160. The primary distinction of electric actuator 160 as compared with electric actuator 110 is the use of a stationary motor which avoids the requirement of slip rings for communicating power to motor windings. Electric actuator 160 includes a stationary mounted driving electric motor (not shown) which drives worm gear 164 meshing with worm wheel 166. Worm wheel 166 can rotate freely relative to drive shaft 50 through a pair of anti-friction bearings 168. Worm wheel 166 is coupled to carrier arm 170. Shaft 172 is mounted to carrier arm 170 and drives planet gear 174 having a larger diameter toothed segment 176 and a smaller diameter toothed segment 178 which can rotate

relative to shaft 172. Larger diameter planet gear segment 176 meshes with fixed gear 182 which is keyed or otherwise fixed to dnve shaft 50 for rotation therewith. The smaller diameter planet gear segment 178 meshes with idler gear 184 which rotate relative to the shaft on bearings 186. Idler gear 184 engages with another planet gear set having planetary gears 188 having a smaller diameter segment 192 and a larger diameter segment 193 Planet gear 188 rotates about shaft 194. Shaft 194 is grounded to drive case housing 18. Larger diameter planet gear segment 193 meshes with sun gear 198 which is fixed to collar 200 which rotates relative to shaft 50 on beaπngs 202 Collar 200 is connected to bevel gear 204 which meshes with swashplate bevel gear 144 In normal operation the actuator driving motor is not turning Accordingly, worm 164 and worm wheel 166 are both stationary relative to dnve case 18 Sun gear 198 is driven by the swashplate and both rotate at the same speed Sun gear 198 causes the driven planet gear 188 to rotate about its axis which is held stationery to the drive case 18 This in turn causes idler gear 184 to rotate relative to shaft 50 The speed of idler gear 184 relative to the shaft is dependant on the sizes of the gears used Fixed gear 182 meshes with the planetary gear 174 Because fixed gear 182 and sun gear 198 are the same size, planet gear 174 does not revolve around the drive shaft axis However, when worm 164 is rotated, a gear reduction acting through the two planetary gear sets causes bevel gear 204 to rotate relative to drive shaft 50, thus changing the swashplate angle

CROSS HEAD ASSEMBLY

Details of cross head assembly 220 are best shown with references to FIGS 2, 3 and 6 through 9 Cross head body 222 forms a caliper with a pair of legs 224 and 226 connected by center bπdge 228 Each of legs 224 and 226 define a pair of guide bores 230 Preferably, journal beaπngs are installed within guide bores 230 such as porous bronze graphite coated bushings 232 Bushings 232 enable cross head body 222 to move smoothly along guide rods 26 Cross head leg 224 also forms stepped cross head slider cup bore 234 Leg 226 forms slider cup bore 236 which also has a conical section 238 Within bores 234 and 236 are positioned slider cups 240 and 242, respectively Slider cups 240 and 242 form semi-spherical surfaces 244 and 246 Slider elements 248 and 250 also define spherical outside surfaces 252 and 254, respectively, which are nested into slider cup surfaces 244 and 246, respectively Opposing flat surfaces 256 and 258 are formed by the slider elements and engage swashplate disc 72 As will be explained in more detail below, a hydro-dynamic oil film is developed between spherical flat surfaces 256 and 258 as they bear against disc 72 to reduce friction at that interface In a similar manner, a hydro-dynamic oil film is developed between slider cup spherical surfaces 244 and 246, and slider spherical outside surfaces 252 and 254

Piston rods 260 extend between associated pistons and slider cup 242 Piston rod 260 has a threaded end 262 which meshes with slider cup threaded bore 264 The end of piston rod 260

adjacent threaded end 262 forms a conical outside surface 266 which is tightly received by cross head bore conical section 238. Thus, the relative position between slider cup 242 and cross head leg 224 is fixed. However, slider cup 240 is provided with means for adjusting its axial position within cross head body bore 234 such that precise adjustment of the clearances of the hydro- dynamic films is achievable Slider cup 240 includes an extended threaded stud 270. In the annular space surrounded threaded stud 270 are adjuster sleeve 272 and cone 274 As best shown in FIGS 8 and 9, sleeves 272 define an inside conical surface 276 Two peφendicular slits are formed diametrically across sleeve 272, one from the upper surface and one from the bottom surface and render the sleeve compliant in response to hoop stresses Adjustment of the clearances forthe hydro-dynamic films is provided by changing the axial position of slider cup 240 in bore 234 Once the gaps are adjusted properly, nut 278 is threaded onto stud 270 which forces cone 274 into engagement with sleeve conical surface 276, causing the sleeve to radially expand This action forces the sleeve into tight engagement with cross head bore 234 thus fixing the position of cup 240

ROD SEALS

As shown in FIG 1 , piston rod seal assembly 290 includes housing 292 mounted within rod seal bore 60 Rod seal assembly 290 further includes spring seal actuator 294 which urges an actuating collar 296 against sealing bushing 298 Seal actuator spring 294 is maintained within housing 292 through installation of an internal C-clip 300 Due to the conical surfaces formed on collar 296 and bushing 298, seal actuator spπng 294 is able to cause the bushing to exert a radially inward squeezing force against piston rod 260, thus providing a fluid seal Preferably, collar 296 is made of an elastomeric material such as a graphite filled Telflon™ mateπal

An altemate embodiment of a rod seal assembly is shown in FIGS 1 B and 1C Bellows seal assembly 570 provides a hermetic rod seal Bellows element 572 has its stationary end mounted to base 574, whereas the opposite end is mounted to ring 576 Bellows seal assembly 570 is earned by block 578 clamped between cylinder block assembly 14 and drive case assembly 12 FIG. 1B shows the bellows seal element in an extended position whereas FIG 1C shows the element compressed The design of engine 10 readily allows the sliding contact rod seal 290 to be replaced by bellows seal assembly 570 without substantial reworking of the engine design

LUBRICATION SYSTEM

Oil lubrication of machine 10 takes place exclusively within drive case assembly 12 As mentioned previously, sump port 62 provides a collection point for lubrication oil within dnve case housing 18 Through a sump pick-up (not shown), oil from sump port 62 enters oil pump 56 where it is forced at an outlet port through a number of lubrication pathways Some of this oil sprays from nozzle 58 onto piston rods 260 and cross head guide rods 26 Another path for oil is through a

center passage 310 within dnve shaft 50 Through a senes of radial passageways 312 in dnve shaft 50, oil is distributed to the vanous beaπngs which support the dπve shaft Oil is also ported to swashplate 68 surfaces. The oil then splashed onto the sliding elements of the cross head assembly including slider cups 240 and 242, and slider elements 248 and 250 The exposed surfaces of these parts duπng their operation are coated with oil and thus generate a hydro- dynamic oil film

CYLINDER BLOCK

Cylinder block assembly 14, best shown in FIGS 1 and 10, includes a cylinder block casting 320 having a pair of opposed parallel flat mating surfaces 322 and 324 Mating surface 322 enables cylinder block casting 320 to be mounted to drive case housing mating surface 22 Bolts 326 hold these two parts together Stirling engine 10 according to the present invention is a four cylinder engine Accordingly, cylinder block casting 320 defines four cylinder bores 328 which are mutually parallel As shown in FIG 1 , cylinder bores 328 define a larger diameter segment through which piston assembly 330 reciprocates, as well as a reduced diameter clearance bore section for rod seal assembly 290 Four cooler bores 332 are also formed in cylinder block casting 320 and are mutually parallel as well as parallel to cylinder bores 328 Cylinder bores 328 are arranged in a square cluster near the longitudinal center of cylinder block casting 320 Cooler bores 332 are also arranged in a square cluster but lie on a circle outside that of cylinder bores 328, and are aligned with the cylinder bores such that radials through the center of cooler bores 332 pass between adjacent cylinder bores In that Stirling engine 10 is a double acting type, cylinder block casting 320 including working gas passageways 334 which connect the bottom end of cooler bore 332 to the bottom end of an adjacent cylinder bore 328 as shown in FIG 10 Cylinder block casting 320 further forms coolant passageways 336 which provide for a flow of liquid coolant through coolant bores 332 in a diametric transverse direction

PISTON ASSEMBLY

Piston assembly 330 is best shown with reference to FIGS 11 and 12 Piston base 350 forms a conical bore 352 which receives a conical end 354 of piston rod 260 Nut 356 combined with fnction at the conical surfaces maintains the piston rod fixed to piston base 350 An outer penmeter groove 358 of the piston base receives beaπng ring 360 which serves to provide a low friction surface engagement with the inside of cylinder bore 328 Bearing ring 360 is preferably made of an low friction elastomeric material such as "Rulon™" material Dome base 362 is fastened onto piston base 350 through threaded engagement Dome 364 is welded or otherwise attached to dome base 362 Dome 364 and dome base 362 define a hollow interior cavity 366 which is provided to thermally isolate opposing ends of piston assembly 330

Located between piston base 350 and dome base 362 are a number of elements which

comprise piston ring assembly 368 which provides a gas seal around the perimeter of piston assembly 330 as it reciprocates in its bore. Sealing washer 370 is clamped between piston base 350 and dome base 362 and is a flat with opposing parallel lapped surfaces. A number of radial passageways 378 are drilled through washer 370. On opposing sides of sealing washer 370 are provided sealing rings 380 and 382 preferably made of "Rulon™" type elastomeric low friction material. Sealing rings 380 and 382 contact cylinder bore 328 to provide gas sealing. Acting at the inside diameter of sealing rings 380 and 382 are spring rings 384 and 386 which are split to provide radial compliance. Spring rings 384 and 386 are provided to outwardly bias sealing rings 380 and 382, urging them into engagement with the cylinder bore At a number of circumferential locations, passageways 388 are drilled radially into dome base 362. In a similar manner, passageways 390 are formed within piston base 350 A pair of O- rings 392 and 394 are clamped against opposing face surfaces of sealing washer 370 At axial location aligned with sealing washer 370, piston base 350 defines one or more radial passageways 396 communicating with piston dome interior cavity 366 which functions as a gas accumulator As piston assembly 330 reciprocates within its bore the two sealing rings 380 and 382 provide a gas seal preventing cycle fluid from leaking across the piston assembly. Sealing rings 380 and 382 are pressure actuated such that only one of the two rings is providing a primary seal at any time. Specifically, sealing ring 380 provides a gas seal when the piston is moving downwardly (i.e. toward swash plate 68) whereas sealing ring 382 is pressure actuated when the piston is moved in an upward direction. Since Stirling engine 10 is of the double acting variety, piston assembly 330 is urged to move in both its reciprocating directions under the influence of a positive fluid pressure differential across the piston assembly Thus, just after piston assembly 30 reaches its top dead center position, a positive pressure is urging the piston downwardly This positive pressure acts on sealing ring 380 urging it into sealing contact with the upper surface of sealing washer 370. The lower sealing ring 382 however, is not fluid pressure actuated since it is urged away from sealing contact with sealing washer 370 since passageway 390 provides for equal pressure acting on the upper and lower sides of the ring In the upward stroke of piston assembly 330 a positive pressure is urging the piston to move upwardly and thus sealing ring 382 seals and sealing ring 380 is not fluid pressure actuated as described previously. As this reciprocation occurs, piston cavity 366 is maintained at the minimum cycle pressure This assures that the radial clearance space between sealing rings 380 and 382 is at a low pressure, thus providing a pressure differential for pressure actuating the seal rings into engagement with the inside diameter of the piston bores, thus providing a fluid seal.

COOLER ASSEMBLY

Cooler assembly 400 is best shown with reference to FIGS 13 and 14 and is disposed within cylinder block cooler bores 332 Cooler assembly 400 compromises a "shell and tube" type

heat exchanger. As shown, housing 402 includes pairs of perimeter grooves at its opposite ends which receive sealing rings 405 for sealing the assembly within cooler bore 332. Housing 402 also forms pairs of coolant apertures 408 within housing 402. A number of tubes 410 are arranged to extend between housing ends 412 and 414. Tubes 410 can be made of various materials and could be welded or brazed in place within bores in housing ends 410 and 414. As a means of reducing flow loses of the Stirling cycle working gas, the ends of the inside diameters of tubes 410 are counter bored or flared to form enlarged openings. The Stirling cycle working gas is shuttled back and forth between the ends 412 and 414 of the cooler housing and passes through the inside of tubes 410. A coolant, preferably a liquid is pumped in a cross flow manner through block coolant passages 336 and housing apertures 408 to remove heat from the working gas.

CYLINDER EXTENSIONS

Cylinder block assembly 14 further includes tubular cylinder tops or extensions 420 which form a continuation of the cylinder block bores 328. At their open ends, tubular cylinder extensions 420 form a skirt which allows them to be accurately aligned with cylinder bores 328 by piloting. O- ring seal 422 provides a fluid seal between cylinder block bores 328 and tubular cylinder extensions 420. Cylinder extensions 420 at their opposing end form a heater tube manifold 424 which will be described in more detail below.

REGENERATOR HOUSINGS

Cup shaped regenerator housings 430 are provided which are aligned co-axially with cooler bores 332. Regenerator housings 430 define an open end 432 and a closed top 434 having manifold 436 for communication with the heater assembly. Within regenerator housing 430 is disposed regenerator 444, which in accordance with known regenerator technology for Stirling engines, is comprised of a material having high gas flow permeably as well as high thermal conductivity and heat absoφtion characteristics. One type of regenerator uses wire gauze sheets which are stacked in a dense matrix.

RETAINER PLATE Retainer plate 448 is best shown in FIG. 15 and provides a one-piece mounting structure for retaining tubular cylinder extensions 420 and regenerator housings 430 in position. Retainer plate 448 forms cylinder extension bores 450 and regenerator housing bores 452. Cylinder extension bores 450 have a diameter slightly larger than the largest diameter at the open end of tubular cylinder extension 420 and the bore is stepped as shown in FIG. 1. In a similar fashion, regenerator housing bores 452 are also enlarged with respect to the open end of regenerator housing 430 and are also stepped. Retainer plate 448 is designed so that the open ends of tubular cylinder extensions 420 and regenerator housings 430 can be inserted as an assembly through

their assodated plate bores. This is advantageous since the configuration of cylinder extension 420 and the heater assembly 16 attached to the cylinder extension and regenerator housing 430 would not permit top mounting. For assembly, retainer plate 448 is first positioned over cylinder extensions 420 and regenerator housings 430. Thereafter, semi-circular cylinder extension locking C-rings 454 shown in FIGS. 1, 16 and 17, and regenerator housings locking Orings 456 are placed around the associated structure and allow retaining plate 448 to clamp these components against cylinder block mounting face 324, in a manner similar to that of an intemal combustion engine valve stem retainer. Mounting bolts 458 fasten retainer plate 448 to cylinder block body 320. The use of a one-piece retaining plate provides rapid assembly and securely mounts the vanous components in an accurately aligned condition

Cylinder extension 420 interact with cylinder block mating surface 324 to accurately pilot the center of the cylinder extensions with respect to cylinder block cylinder bores 328 However, the need for such accurate alignment does not exist for regenerator housings 430, and therefore, a face seal is provided allowing some degree of tolerance for misalignment between the regenerator housings and cooler bores 332 In this way, assembly is simplified by reducing the number of ports which must be simultaneously aligned

HEATER ASSEMBLY

Heater assembly 16 provide a means of inputting thermal energy into the Stirling cycle working gas and is shown in FIG 1 A A combustor (not shown) is used to burn a fossil fuel or other combustible mateπal Alternatively, heat can be input from another source such as concentrated solar energy, etc In Stirling engine 10 according to this invention, combustion gases flow axially toward central heat dome 470 where it is deflected to flow in a radial direction An array of heater tubes 478 is arranged to conduct heat from the hot gas as it flows radially out of the engine Heat tubes 478 are arranged to form an inner band 480 and an outer band 482 The tubes of inner band 480 have one end which fits within cylinder extension manifold 424 and the opposite end fitting into heater tube manifold segment 484 As best shown in FIGS. 18 and 19, the tubes of inner bands 480 are arranged in a staggered relationship as are the tubes of outer band 482, thus enhancing heat transfer to the heater tubes. Manifold segment 484 has internally formed passageways such that the inner most tubes of inner band 480 are connected with the inner-most band of outer tubes 482 through passageways 486. In a similar manner the outer groups of inner and outer bands are connected via internal passageways 488 The tubes of the outer band 482 are connected with manifold segment 484 and the regenerator housing manifold 436.

Each of tubes 478 defining heater tube inner band 480 and outer band 482 are identical except the outer band tubes are longer. Tubes 478 are preferably made from a metal casting process which provides a number of benefits. The mateπal which can be used for cast heater tubes can be selected to have higher temperature tolerance characteristics as compared with the

deformable thin-walled tubes typically used. As shown in FIGS. 20 and 21, heater tubes 478 have projecting circular fins 492. The cross-section of the fins shown in FIG. 21 reveals that they can have a thickness which decreases along their length with rounded ends. Various other cross- sectional configurations for fins 492 can be provided to optimize heat transfer characteristics. In addition to optimizing the longitudinal cross-sectional shape of the fins, modifications of their peπmeter shape can be provided FIG 22 shows a circular outside penmeter shape for fins 492. Using a casting process for forming heater tubes 478 other shapes to be provided For example, FIG. 23 shows a general dart shaped platform configuration The configuration can be tailored to the gas flow dynamics which occur around the tubes For example, it is known that for tubes arranged peφendicular to the gas flow direction, the upstream side surface 496 of the tubes tends to absorb more heat than the downstream or back side 498 of the tubes For conventional tubes, this leads to significant thermal gradients which produce mechanical stresses on the heater tubes which can in turn lead to their failure over time The platform provided in FIG. 23 may be advantageous to increase heat adsoφtion on the backside 498 to maintain more constant tube temperature for gas flowing in the direction of arrow 492 since more fin area is exposed on the downstream side where heat transfer is less efficient

PRESSURE BALANCING

As in conventional Stirling cycle engines employing multiple double acting cylinders, in the case of the four cylinder engine shown in connection with this invention, four distinct isolated volumes of working gas such as hydrogen or helium are present in the engine One of the volumes is defined by the expansion space above piston dome 364 which in turn flows through heater tubes 478, regenerator 444, cooler assembly 400, and cylinder block passageway 334 to the lower end of an adjacent cylinder bore 328 In a similar manner, three additional discrete volumes of gas are defined. Each of the gas volumes undergo shuttling between a compression space defined at the lower end of piston cylinder bore 28 in cylinder block casting 320, and an expansion space defined within tubular cylinder extension 420 Thus, the gases are shuttled between these spaces as occurs in all Stirling engines Gases passing through heater assembly 16 absorb heat and expand in the expansion space and are cooled by cooler assembly 400 before passing into the compression space.

In order to minimize imbalances in the operation of engine 10, the mean pressure of the four distinct gas volumes needs to be equalized This is achieved through the use of working fluid ports 500 positioned at the lower-most end of cylinder block cooler bore 332, best shown in FIG 10, each of which are exposed to the separate gas volumes Fitting 502 is installed in a port and from it are three separate tube elements A first small capillary tube 504 communicates with pressure transducer block 506 having individual pressure transducers for each of the gas volumes, enabling those pressures to be measured Capillary tube 508 communicates with manifold block

510 having an internal cavity which connects each of the individual capillary tubes 508 together The function of manifold block 510 is to "leak" together the volumes for equalization of any mean pressure imbalances which may occur between them A low restπction passageway connecting these cycle volumes together would unload the engine and would constitute an efficiency loss. Therefore, tubes 508 have a restncted inside diameter and thus the flow rate through these tubes is restncted However, over time, pressure imbalances are permitted to equalize through fluid communication between the volumes

UNLOADER VALVE In the event of a mechanical failure or other condition which leads to a leakage of working gas from the engine, a severe imbalance condition can result For example, if only one or more of the enclosed gas volumes leaks to atmosphere, potentially destructive loads would be placed on the mechanical components of engine 10 In order to preclude this from occurring, conduits 518 communicate with unloader valve 520 as shown with reference to FIG 24 As shown, unloader valve includes housing 522 within internal stepped bore 524 A series of pipe fittings 526 are provided which communicate with individual diameter sections of stepped bore 524 via passageways 528 Each of fittings 526 communicates with the separate gas volumes via conduits 518 Spool 530 is positioned within stepped bore 524 and is maintained in the housing by cap 532 A seπes of grooves 534 provided on the various diameter sections of spool 530 and retain O-πngs 536 Spool 530 is urged in the right-hand direction as viewed in FIG 24 by coil spπng 538 An additional port is provided at fitting 540 which communicates with manifold block 510 via conduit 541 and is exposed to the engine mean pressure This pressure signal passes through passageway 542 and acts on the full end area of spool 530 Duπng normal engine operation, individual diameter sections of stepped bore 524 are exposed to the mean pressure of the four enclosed gas volumes Each of these pressure signals produces a resultant net force on spool 530 urging it toward the πght-hand direction which is assisted by the compliance of spπng 538 In a normal operating condition, these pressures produce forces added to the spnng compliance pushing shuttle spool 530 to the right-hand position as shown However, in the event of the mechanical failure of engine 10 causing a leakage of working fluid, one (or more) of the passageways 528 expenences a loss in pressure In this event, the net force acting to retains spool 530 in position is reduced and the equi bπum condition is unbalanced to move the shuttle in the left-hand direction under the influence of the engine mean cycle pressure through passageway 542 When this occurs, the vanous O-πngs 536 unseat from their associated sealing surfaces and thus all of the gas volumes are vented together inside housing 522, rendenng the engine incapable of producing mechanical output power and thus protecting the engine from destructive imbalance forces

AIR PREHEATER

Combustion gases which pass through heater tube inner and outer banks 480 and 482 still are at an elevated temperature and have useful heat energy which can be recovered to enhance the thermal efficiency of engine 10. This is achieved through the use of air preheater 550 which has an annular ring configuration and surrounds heater tube outer bank 482. Air preheater 550 is formed from sheet metal stock having a high temperature capability. The stock first begins with a flat sheet 552 which may have local deformations as shown in FIG. 26 such as dimples 554, and is bent in an accordion-like fashion about fold Iines 556. After sheet 552 is corrugated, its ends are welded to define the annular preheater configuration shown in FIGS. 25, 27, and 28. FIG. 28 shows that these corrugations are pinched together and welded at the axial ends of the preheater. Upper end 558 is formed with adjacent layers pinched together and welded as shown. Bottom end 560 has layers which are pinched together but altemate with those pinched together at top end 558 This arrangement provides the gas flow direction shown in FIG 1A in which combustion gas flow is shown by cross-hatched arrows and fresh combustion air by clear arrows. Combustion gases passing through heater assembly 16 are deflected by baffle 562. The hot gases then enter the inside diameter of air preheater 550 Since the upper end 558 of these wraps are sealed, the gas is forced to flow downwardly as shown by the arrows After passing through air preheater 550 these gases are vented or are further treated downstream Fresh combustion air enters at the radially outer side of air preheater 550 and is constrained to flow in an axial direction through baffle 564. Combustion inlet air travels upwardly in an axial direction as shown by the upward directed arrows and is thereafter conveyed to a fuel combustor (not shown) Heat is transferred through the thin sheet metal forming air heater 550

As a means of further enhancing thermal efficiency of engine 10, the inside surface of air preheater 550 exposed to combustion gases can be coated with a catalyst material such as platinum or palladium, or other catalyst materials This thin layer 566 encourages further combustion of hydro-carbons within the combustion gases which has the two-fold benefits of reducing emissions as well as increasing the combustion gas temperature thereby increasing combustor inlet air temperature and efficiency.

While the above description constitutes the preferred embodiments of the present invention, it will be appreciated that the invention is susceptible of modification, variation and change without departing from the proper scope and fair meaning to the accompanying claims.