Search Images Maps Play YouTube News Gmail Drive More »
Sign in
Screen reader users: click this link for accessible mode. Accessible mode has the same essential features but works better with your reader.

Patents

  1. Advanced Patent Search
Publication numberUS20100269789 A1
Publication typeApplication
Application numberUS 12/698,438
Publication date28 Oct 2010
Filing date2 Feb 2010
Priority date2 Mar 2000
Also published asCA2537925A1, CA2537925C, EP1660960A2, EP1660960B1, US7111460, US7654084, US20040033140, US20070028612, WO2005019633A2, WO2005019633A3
Publication number12698438, 698438, US 2010/0269789 A1, US 2010/269789 A1, US 20100269789 A1, US 20100269789A1, US 2010269789 A1, US 2010269789A1, US-A1-20100269789, US-A1-2010269789, US2010/0269789A1, US2010/269789A1, US20100269789 A1, US20100269789A1, US2010269789 A1, US2010269789A1
InventorsEric R. Jensen, Christopher C. Langenfeld, Scott W. Newell, Michael Norris, Jeffrey D. Renk, Andrew Schnellinger
Original AssigneeNew Power Concepts Llc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Metering fuel pump
US 20100269789 A1
Abstract
A device and method for controlling the flow of a gaseous fuel from a fuel supply to a pressurized combustion chamber. A fuel pump is included in the gas train from supply to chamber. The fuel pump increases the pressure of the gas to allow efficient injection into the chamber. The pump is modulated to control the fuel flow. Both alternating current and pulse-width-modulated direct current signals may be used to control the flow. The pump may be a piston pump or a diaphragm pump. Feedback may be provided from sensors that determine operating parameters of the engine and such sensor signals may be used by the controller to maintain a parameter, such as temperature, at a specified value. An acoustic filter can be included in the gas train to significantly reduce gas flow pulsations generated by the pump. This filter improves the uniformity of the combustion process.
Images(8)
Previous page
Next page
Claims(20)
1. A pump system for controlling a flow of a gaseous fuel from a fuel supply into a pressurized combustion chamber, the system comprising:
a. a pump, the pump having an inlet and an outlet, the inlet connected to the fuel supply and the outlet connected to the combustion chamber; and
b. a controller in signal communication with the pump, the controller modulating the pump with a control signal to control the flow to the chamber.
2. A pump system according to claim 1, wherein the pump is a linear piston pump and the controller modulates the pump with a half wave alternating current control signal to control the flow to the chamber.
3. A pump system according to claim 2 wherein the amplitude of the control signal varies.
4. A pump system according to claim 2, wherein the control signal further includes a fixed direct current bias.
5. A pump system according to claim 2, wherein the control signal further includes a variable direct current bias.
6. A pump system according to claim 2, wherein the frequency of the control signal varies.
7. A pump system according to claim 1, wherein the pump is a linear piston pump and the controller modulates the pump with a pulse-width-modulated direct current control signal to control the flow to the chamber.
8. A pump system according to claim 7, wherein the control signal further includes a fixed direct current bias.
9. A pump system according to claim 7, wherein the control signal further includes a variable direct current bias.
10. A pump system according to claim 7, wherein the amplitude of the control signal varies.
11. A method for controlling a flow of a gaseous fuel from a fuel supply into a pressurized combustion chamber, the method comprising:
a. providing a pump, the pump having an inlet and an outlet, the inlet connected to the fuel supply and the outlet connected to the combustion chamber; and
b. modulating the pump with a signal.
12. A method according to claim 11, wherein the pump is a linear piston pump, and modulating the pump includes modulating the pump with a half wave alternating current signal.
13. A method according to claim 12, wherein modulating the pump includes varying the amplitude of the signal.
14. A method according to claim 12, wherein modulating the pump includes apply a direct current bias to the signal.
15. A method according to claim 12, wherein modulating the pump includes varying a direct current bias for the signal.
16. A method according to claim 12, wherein modulating the pump includes varying the frequency of the signal.
17. A method according to claim 11, wherein the pump is a linear piston pump, and modulating the pump includes modulating the pump with a pulse-width-modulated direct current signal.
18. A method according to claim 15, wherein modulating the pump further includes applying a direct current bias to the signal.
19. A method according to claim 15, wherein modulating the pump further includes varying a direct current bias for the signal.
20. A method according to claim 15, wherein modulating the pump further includes varying the amplitude of the signal.
Description
    CROSS REFERENCE TO RELATED APPLICATIONS
  • [0001]
    The present application is a continuation of U.S. patent application Ser. No. 11/534,979, filed Sep. 25, 2006 now Publication No. US 2007/0028612 published on Feb. 8, 2007 and entitled Metering Fuel Pump (Attorney Docket No. 2229/165), which application is a continuation of U.S. patent application Ser. No. 10/643,147, filed Aug. 18, 2003, now issued U.S. Pat. No. 7,111,460 and entitled Metering Fuel Pump (Attorney Docket No. 2229/134), which application is a continuation-in-part of U.S. patent application Ser. No. 09/853,239, filed May 11, 2001, now issued U.S. Pat. No. 6,705,081 and entitled System and Method for Sensor Control of the Fuel-Air Ratio in a Burner (Attorney Docket No. 2229/119), which application is a continuation-in-part of U.S. patent application Ser. No. 09/517,686, filed Mar. 2, 2000, now issued U.S. Pat. No. 6,247,310 and entitled System and Method for Control of Fuel and Air Delivery in a Burner of a Thermal-Cycle Engine (Attorney Docket No. 2229/112), all of which are incorporated herein by reference in their entireties.
  • [0000]
    U.S. patent application Ser. No. 11/534,979 is also a continuation-in-part of U.S. patent application Ser. No. 10/361,354, filed Feb. 10, 2003, now issued U.S. Pat. No. 6,857,260 and entitled Thermal Improvements for an External Combustion Engine (Attorney Docket No. 2229/144), which is a divisional application of U.S. patent application Ser. No. 09/883,077, filed Jun. 15, 2001, now issued U.S. Pat. No. 6,543,215 and entitled Thermal Improvements for an External Combustion Engine (Attorney Docket No. 2229/118), both of which are incorporated herein by reference in their entireties.
  • FIELD OF THE INVENTION
  • [0002]
    The present invention relates to metering fuel pumps for pressurized combustion chambers.
  • BACKGROUND
  • [0003]
    Engine burners, such as those used in Stirling engines, have one or more heat exchangers that produce significant back pressure at the air and fuel injection points. This back pressure can exceed 0.5 pounds per square inch gauge (“PSIG”). Gaseous fuels in most buildings and homes are supplied at pressures well below 0.5 PSIG. A fuel pump in the gas supply train may be used to raise the fuel pressure high enough to allow efficient mixing with of fuel with air. Prior art engines include some type of valve or throttle plate or other restrictive device to meter fuel into a combustion chamber. This restrictive device adds to the parts count and complexity for these engines. Elimination of such restrictive devices would simplify engine design.
  • SUMMARY OF THE INVENTION
  • [0004]
    In an embodiment of the present invention, there is provided a system for controlling the flow of a gaseous fuel from a fuel supply into a pressurized combustion chamber. The system includes a pump whose inlet is connected to a fuel supply. The pump outlet is connected to the combustion chamber. A chamber controller signal modulates the pump's action to control the fuel flow to the chamber. The controller signal may be based on a sensor that monitors an operating parameter of the system containing the chamber. The controller can, for example, maintain a head temperature constant, where the pressurized chamber is part of an external combustion engine. The controller may also maintain a fuel/air mixture ratio for the burner at a constant value. The pump may be a piston pump or a diaphragm pump driven by linear motors. The pump may also be a rotary pump such as a vane pump or a crank-driven diaphragm pump. The controller signal may be an alternating current signal that varies in amplitude to control the fuel flow. Alternatively, the controller signal may be a pulse-width-modulated direct current signal. The signal duration or frequency or both may be varied to control the fuel flow to the chamber. Alternatively, the controller signal may control the speed of a rotary pump. The speed of the rotary pump may be actively controlled using a speed sensor, tachometer or the back-EMF on the windings.
  • [0005]
    The system may be used advantageously to both control the fuel flow and increase the pressure of the gas supplied to the combustion chamber. The system advantageously eliminates the throttle plate or valve or other restrictive device that is used to control the flow of fuel to the chamber in prior art systems.
  • [0006]
    These aspects of the invention are not meant to be exclusive and other features, aspects, and advantages of the present invention will be readily apparent to those of ordinary skill in the art when read in conjunction with the appended claims and accompanying drawings.
  • BRIEF DESCRIPTION OF THE DRAWINGS
  • [0007]
    The foregoing features of the invention will be more readily understood by reference to the following detailed description, taken with reference to the accompanying drawings, in which:
  • [0008]
    FIG. 1 is a block diagram showing a system for controlling a pressurized combustion chamber of an engine according to an embodiment of the present invention;
  • [0009]
    FIG. 2 shows a piston pump according to an embodiment of the invention;
  • [0010]
    FIG. 3 shows an alternating current waveform suitable for driving the piston pump of FIG. 2;
  • [0011]
    FIG. 4 shows a pulse-width-modulated direct current waveform suitable for driving the piston pump of FIG. 2, according to an embodiment of the present invention;
  • [0012]
    FIG. 5 is schematic diagram of a diaphragm pump according to an embodiment of the present invention;
  • [0013]
    FIG. 6 is a schematic diagram of a center-tapped coil for a diaphragm pump according to an embodiment of the present invention;
  • [0014]
    FIGS. 7A-B shows pulse-width-modulated direct current waveforms suitable for driving the center-tapped coil of FIG. 6, according to embodiments of the present invention; and
  • [0015]
    FIGS. 8A-8D show embodiments of the invention that include a filter between fuel pump and combustion chamber.
  • DETAILED DESCRIPTION OF SPECIFIC EMBODIMENTS
  • [0016]
    The fuel flow to a pressurized combustion chamber may be metered by varying the operating parameters of a fuel pump. Desired performance may be achieved without the throttle plates or valves or other restrictive devices that are normally used to meter the fuel flow to the combustion chamber.
  • [0017]
    FIG. 1 shows a metering pump system providing gaseous fuel to a pressurized combustion chamber 58 of an engine 22 according to an embodiment of the invention. A gas train, labeled generally as 5, includes a fuel pump 14, interconnecting lines 38, 42 and may include a pressure regulator 18. The fuel pump 14 raises the fuel pressure in line 38 to a higher pressure in line 42. The gas train delivers fuel from the gas supply to the burner 10, where it is mixed with air and burned in a combustion chamber 58. The fuel pump is controlled by a controller 34 that modulates the fuel flow rate by varying one or more parameters of an electrical signal sent to the fuel pump 14. The controller may also regulate a blower 60 that provides air to the combustion chamber 58 and may receive signals from sensors that report engine-operating parameters.
  • [0018]
    In an embodiment of the invention, the delivered fuel pressure in line 38 is 6 to 13 inches water column for liquefied petroleum gas. Natural gas may be supplied in line 38 at even lower pressures of 3 to 8 inches water column. Alternatively, pressure regulator 18 can supply the fuel at lower pressures, even negative pressures. Typical fuel pressures in line 42 may range from 0.5 to 5 PSIG.
  • [0019]
    In a preferred embodiment of the invention, fuel pump 14 is a linear piston pump. A linear piston pump is shown in FIG. 2. The pump includes a cylinder 100, a piston 102, a winding 104, a spring 106 and check valves 108, 112. When an electrical signal is applied to winding 104, the winding pulls the ferrous metal piston 102 to the left, compressing the spring 106. Check valve 108 in the piston allows fuel to flow into compression volume 110. When the electrical signal is turned off and the electromagnetic force on the piston begins to decrease, the piston 102 is forced to the right by the spring 106. Gas is forced out check valve 112 into the receiver volume 114 at a higher pressure.
  • [0020]
    The flow rate of the pump can be modulated by varying the stroke of the piston 102. In one embodiment of the invention, the signal from the controller to the pump is a half-wave alternating current (“AC”) signal, as shown in FIG. 3. Circuitry to produce this signal is well known in the art. The piston stroke and, thus, the flow rate increases as the amplitude of the AC signal increases. In a preferred embodiment of the invention, low amplitude signals are biased slightly higher to improve repeatability and linearity of flow versus the driving signal. The force applied to the piston 102 by the windings 104 is inversely proportional to the distance from the windings to the piston. At low signal levels, the piston does not get very close to the windings and small changes in the friction and inertia of the piston will produce significant changes in the resulting piston stroke and flow. A bias voltage is applied to bring the resting-position of the piston closer to the windings, so that small changes in the controller signal that drives the piston dominate the frictional forces and the inertia of the piston. For example, the bias voltage added to the signal is highest at the lowest driving signal (10% signal in FIG. 3) and may drop to zero before the drive signal reaches 50%. The bias is reduced at higher flow levels to take advantage of the full pump stroke.
  • [0021]
    In another embodiment of the invention, the controller signal that drives the pump is a pulse-width-modulated (“PWM”) direct current (“DC”) voltage signal. FIG. 4 shows an exemplary DC waveform that may be used to drive the pump. Circuitry to generate the PWM DC signal in FIG. 4 is well known in the art. Three different drive signals are plotted versus time. These signal modulations correspond to 10%, 50% and 90% duty cycles, which are shown for purposes of illustration and not for limitation. Applying the rectangular wave voltages of FIG. 4 to the windings 104 of FIG. 2 will cause the piston 102 to move to the left and compress the spring 106. The stroke and, therefore, the flow will be roughly proportional to the voltage times the duration of the signal. The lower signals, 10% and 50%, include bias voltages between signal pulses. As in the case of the AC drive signal, the bias voltage moves the piston closer to the windings to provide greater piston response to small changes in the signal and overcome the frictional and inertia forces of the piston. This bias voltage may be varied with the duration of the drive signal. The bias voltage is highest at the minimum drive signal duration and may drop to zero before the drive voltage pulse duty cycle reaches 50%.
  • [0022]
    Other embodiments of the invention may use different controller signal waveforms to drive the piston. Use of all such controller waveforms is within the scope of the present invention as defined in the appended claims. In another embodiment of the invention, the piston pump of FIG. 2 can be driven without the bias voltages shown in FIGS. 3 and 4.
  • [0023]
    In another embodiment of the invention, both the frequency and the duration of the PWM DC controller signal modulating the pump can be varied to linearize the flow through the pump with changes in the driving signal.
  • [0024]
    In a further embodiment of the invention, pump 14 is a diaphragm pump as shown in FIG. 5 In the diaphragm pump, one or more solenoidal coils 200 drive the shaft of the pump 202 back and forth. The shaft 202 deflects two diaphragms 204 that alternatively pull gas into the chambers 212 and then expel it. The two wire coil is driven with an AC signal connected to wires (234, 236) that drives the piston 202 back and forth by reversing the flow of current through the coil 200. The solenoid has a permanent magnet so that a reversing magnetic field can drive the solenoid in opposite directions. The pumping force on the two chambers 212 is phased 180 degrees apart so that as one chamber is filled, the companion chamber is emptied. Check valves 208 upstream of the pumping chamber 212 allow gas flow in, while the downstream valves 210 allow flow out of the chambers and into the receiver volume 216. The solenoidal coil 200 can be driven with a full wave AC signal. In similar fashion to the piston pump, varying the amplitude of the AC signal will vary the stroke and, therefore, the fuel flow through the diaphragm pump.
  • [0025]
    In another embodiment of the invention, the electrical coil 200 in the diaphragm pump 14 of FIG. 5 can be center-taped by adding a third wire 232 to the center of the coil 200. Wires (234 & 236) connect to each end of the coil. This three wire connection allows the piston 202 to be driven back and forth with a DC source. The DC source connects to the center wire 232 and the other connecting wires (234 & 236) are alternatively connected to ground or a negative voltage, causing current to flow in one half-coil or the other.
  • [0026]
    A three-wire coil 302 and devices (304, 306, 308) to control the DC current flow to the coil are shown schematically in FIG. 6. The coil may be used to drive a diaphragm pump solenoid, as in FIG. 5. Devices (304, 306, 308) may be relays, field effect transistors (“FET”), bipolar transistors or other similar devices. The controller can vary the flow of fuel through the diaphragm pump by varying the amplitude of applied DC voltage signal 312 using device 304. Devices 306, 308 can be driven as shown in FIG. 7A, where first one device is closed, then opened and then the other device is closed and then opened. The vertical axis of the figure corresponds to a normalized driving voltage, where a signal equal to “1” means a device is closed (i.e., shorted). Control strategies using PWM signals, as illustrated in FIG. 4, albeit without the bias described previously for the piston pump and with suitable phasing, can be applied to each of devices 306, 308 in FIG. 6.
  • [0027]
    In another embodiment of the invention, the amplitude and frequency of the diaphragm pump stroke of FIG. 5 can be controlled using the three devices (302, 304, 306) shown in FIG. 6. The amplitude of the pump stroke is controlled by the average voltage at wire 312. This voltage can be modulated by fast pulse-width-modulating device 304. The stroke frequency may be controlled as before by devices 306 and 308. Alternatively, device 304 can be eliminated and switches 306 and 308 can be pulse-width modulated at a high frequency during their “on” state, as illustrated in FIG. 7B. In other embodiments of the invention, the center-tapped coil can be replaced by a full bridge or a half-bridge, as known to those skilled in the art.
  • [0028]
    In other embodiments of the invention, for use in applications where a constant flow of fuel is important, a filter 801 may be added between pump 800 and burner head 806, where the fuel is mixed with the combustion air, as shown in FIG. 8A. One embodiment of the filter 801 is an RC filter comprising a capacitance (volume) 802 and an orifice 804. The to volume and orifice are sized to allow the required fuel flow and reduce fluctuations in flow to a desired level. Mathematical techniques that are well known in the art may be used to determine these filter parameters.
  • [0029]
    An acoustic filter using a volume and an orifice restrictor has the electrical circuit analog shown in FIG. 8B. The analog of gas flow is electrical current, the analog of gas pressure is electrical voltage, the analog of volume is electrical capacitance, the analog of flow resistance is electrical resistance and the analog of gas inertia is electrical inductance. The orifice restrictor does not translate directly into this model because the orifice flow resistance is proportional to the gas flow squared (non-linear) instead of being proportional to the gas flow as the model suggests. The model can be used through the process of linearization of flow resistance for small signals. The pump gas flow ripple is attenuated by the factor of 1/(1+2.pi.fRC). Where “f” is the frequency component of the gas flow entering the filter from the pump. Due to the orifice restrictor non-linear characteristics, the acoustic filter has a lower attenuation at low flow causing a high burner flow ripple as a percentage of average flow. The higher ripple can cause flame instability and higher emissions of pollutants. This non-linearity also causes a high resistance to average gas flow at the higher flow rates reducing the pump maximum flow capability.
  • [0030]
    The addition of a long thin tube to the acoustic filter provides ripple attenuation through the gas mass acceleration, as shown in FIG. 8C. The diagram for the electrical analog is shown in FIG. 8D. The pump gas flow ripple is attenuated by the factor of 1/[l+(LC)(2.pi.f).sup.2]. Since L and C are not a function of flow, the filter attenuation is not affected by the flow rate and does not have the disadvantages of the filter of FIG. 8A. Attenuation of the ripple also increases the pump's flow rate.
  • [0031]
    Referring again to FIG. 1, in another embodiment of the present invention, controller 34 modulates the output of fuel pump 14 to control the temperature of the heater tubes 26 of the engine. The temperature of the heater tube 26 may be measured with a temperature sensor 54, such as a thermocouple, that is attached to a heater tube 26. When the engine increases speed, the engine draws more thermal energy from the heater tubes 26. The tubes cool and the thermocouple 54 reports this temperature drop to the controller 34, which in turn increases the fuel flow until the measured temperature is restored to a specified level. Any of the devices and methods for metering the fuel through the fuel pump, as described above, may be employed in this embodiment of the invention. Various fuel pump types including rotary vane pumps, piezoelectric pumps, crank driven piston pumps, etc., may be employed. In other embodiments of the invention, various operating parameters of a system, of which the pressurized chamber is a part, may be controlled by controlling the fuel pump to meter the fuel flow to the chamber. For example, the speed of an internal combustion engine or the power output of an engine may be determined by the controller. Alternatively, a fuel/air mixture ratio to a burner may be maintained by the controller.
  • [0032]
    The devices and methods described herein may be applied in other applications besides an engine, in terms of which the invention has been described. Any system which includes a pressurized combustion chamber may employ embodiments of the invention to control the flow of fuel and, thus, the rate of combustion. The described embodiments of the invention are intended to be merely exemplary and numerous variations and modifications will be apparent to those skilled in the art. All such variations and modifications are intended to be within the scope of the present invention as defined in the appended claims.
  • [0033]
    While the principles of the invention have been described herein, it is to be understood by those skilled in the art that this description is made only by way of example and not as a limitation as to the scope of the invention. Other embodiments are contemplated within the scope of the present invention in addition to the exemplary embodiments shown and described herein.
  • [0034]
    Modifications and substitutions by one of ordinary skill in the art are considered to be within the scope of the present invention.
Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US55516 *12 Jun 1866 Improvement in steam-engines
US124805 *19 Mar 1872 Improvement in apparatus for converting reciprocating into rotary motion
US321313 *24 Mar 188530 Jun 1885 Steam-engine
US646406 *17 May 18993 Apr 1900Charles A AndersonHot-air fan-motor.
US1089651 *23 Oct 191310 Mar 1914Gregory KovalavichMotion-converter.
US1769375 *17 Dec 19231 Jul 1930Leary John CPiston-guiding means
US1840389 *18 Feb 193012 Jan 1932Charles E EubankMechanical movement
US1866702 *15 Apr 193012 Jul 1932Cooper Bessemer CorpDriving connection
US2170099 *30 Nov 193722 Aug 1939Tilling Stevens LtdEngine having diametrically opposed cylinders
US2289984 *12 Jul 194014 Jul 1942Westinghouse Electric & Mfg CoAir cooler for power tubes
US2419234 *11 Mar 194422 Apr 1947Scovill Manufacturing CoCooling unit
US2564100 *7 Aug 194714 Aug 1951Hartford Nat Bank & Trust CoHot gas apparatus including a regenerator
US2595457 *3 Jun 19476 May 1952Air PreheaterPin fin heat exchanger
US2862482 *7 Sep 19492 Dec 1958Hart David KennedyInternal combustion engine
US3431788 *1 Mar 196711 Mar 1969Philips CorpPiston rod guide for rhombic drive stirling cycle apparatus
US3577735 *5 Nov 19694 May 1971Bolkow Ges Mit BeschrankterLiquid fuel rocket engine construction
US3651641 *18 Mar 196928 Mar 1972Ginter CorpEngine system and thermogenerator therefor
US3742578 *16 Apr 19713 Jul 1973Philips CorpMethod of manufacturing a regenerator
US3782120 *24 Feb 19721 Jan 1974Philips CorpThermodynamic reciprocating machine with temperature-controlled fuel supply to burner
US3782457 *26 Oct 19711 Jan 1974Rohr CorpRecuperator and method of making
US3798901 *9 May 197226 Mar 1974United Stirling Ab & CoMeans and method for regulating fuel combustion in an external combustion engine
US3860384 *25 May 197214 Jan 1975Intelcon Rad TechMethod to control NOX formation in fossil-fueled boiler furnaces
US3861223 *30 Apr 197321 Jan 1975Braun AntonFixed stroke piston machines with improved counterbalancing and driving mechanism
US3909188 *12 Feb 197430 Sep 1975Wallace W VelieFuel burner for liquid and gaseous fuels
US3940933 *17 Oct 19742 Mar 1976Forenade FabriksverkenMethod for regulating the output of a stirling-type hot gas engine and device for the same
US3942327 *25 Mar 19749 Mar 1976Thermo Electron CorporationControl system for external combustion engine
US3956892 *13 Nov 197418 May 1976Forenade FabriksverkenFuel-air regulating system for hot gas engines
US3969899 *27 Aug 197420 Jul 1976Sadaharu NakazawaFuel burning apparatus and heat engine incorporating the same
US4008039 *16 May 197515 Feb 1977International Harvester CompanyLow emission burners and control systems therefor
US4008573 *9 Dec 197522 Feb 1977General Electric CompanyMotive fluids for external combustion engines
US4009695 *18 Nov 19741 Mar 1977Ule Louis AProgrammed valve system for internal combustion engine
US4020635 *19 May 19753 May 1977Automotive Products Ltd.Power plants
US4041592 *24 Feb 197616 Aug 1977Corning Glass WorksManufacture of multiple flow path body
US4067191 *10 Oct 197510 Jan 1978Forenade FabriksverkenSystem for supplying fuel and combustion air to an external combustion engine
US4085588 *5 Apr 197625 Apr 1978Ford Motor CompanyConcentric crossflow recuperator for stirling engine
US4191241 *20 Dec 19784 Mar 1980Wing Industries, Inc.Energy exchange wheel and method of fabrication
US4212163 *16 Jun 197815 Jul 1980Mikina Stanley JHeat engine
US4231222 *18 Sep 19784 Nov 1980Ford Motor CompanyAir fuel control system for Stirling engine
US4313080 *22 May 197826 Jan 1982Battery Development CorporationMethod of charge control for vehicle hybrid drive batteries
US4330260 *31 Jan 197918 May 1982Jorgensen Lars L SMethod and apparatus for regulating the combustion in a furnace
US4330992 *11 Apr 198025 May 1982Sunpower, Inc.Drive mechanism for Stirling engine displacer and other reciprocating bodies
US4343350 *4 Aug 197810 Aug 1982Uop Inc.Double wall tubing assembly and method of making same
US4384457 *30 Oct 198024 May 1983Harvey Roger OHot gas engine convertor
US4387568 *14 Jul 198014 Jun 1983Mechanical Technology IncorporatedStirling engine displacer gas bearing
US4434617 *27 Jul 19826 Mar 1984Mechanical Technology IncorporatedStart-up and control method and apparatus for resonant free piston Stirling engine
US4441573 *4 Sep 198010 Apr 1984Advanced Energy Systems Inc.Fuel-efficient energy storage automotive drive system
US4442670 *12 Jul 198217 Apr 1984Jacob GoldmanClosed-cycle heat-engine
US4445570 *25 Feb 19821 May 1984Retallick William BHigh pressure combustor having a catalytic air preheater
US4511805 *20 Jul 198216 Apr 1985Bertin & CieConvertor for thermal energy into electrical energy using Stirling motor and integral electrical generator
US4520763 *6 Jun 19844 Jun 1985Ergenics Inc.Fuel injection system
US4527394 *17 Jan 19849 Jul 1985Corey John AHeater head for stirling engine
US4553988 *22 Nov 198219 Nov 1985Matsushita Electric Industrial Company, LimitedHigh-temperature furnace having selectively permeable membranes for oxygen enrichment
US4573320 *3 May 19854 Mar 1986Mechanical Technology IncorporatedCombustion system
US4633667 *11 Mar 19866 Jan 1987Aisin Seiki Kabushiki KaishaBurner for Stirling engines
US4638633 *22 Oct 198527 Jan 1987Otters John LExternal combustion engines
US4662176 *14 Apr 19865 May 1987Mitsubishi Denki Kabushiki KaishaHeat exchanger for a Stirling engine
US4676202 *5 May 198630 Jun 1987Johnson Kenneth AEngine cooling system
US4736586 *14 Aug 198612 Apr 1988Mitsubishi Denki Kabushiki KaishaSeal mechanism for a Stirling engine
US4824149 *14 Mar 198825 Apr 1989Man Technologie GmbhGenerator set
US4898041 *4 May 19876 Feb 1990Islas John JDrive linkage for reciprocating engine
US4901790 *22 May 198920 Feb 1990Stirling Thermal Motors, Inc.Self-heated diffuser assembly for a heat pipe
US4996841 *2 Aug 19895 Mar 1991Stirling Thermal Motors, Inc.Stirling cycle heat pump for heating and/or cooling systems
US5003777 *25 Jun 19902 Apr 1991Sunpower, Inc.Asymmetric gas spring
US5005349 *28 Sep 19899 Apr 1991Aisin Seiki Kabushiki KaishaStirling engine
US5020315 *8 Aug 19894 Jun 1991United Technologies CorporationMultiple function fuel valve and system
US5065579 *12 Oct 199019 Nov 1991Gas Research InstituteFeedback air-fuel control system for Stirling engines
US5092301 *13 Feb 19903 Mar 1992Zenith Fuel Systems, Inc.Digital fuel control system for small engines
US5095701 *26 Mar 199117 Mar 1992Aisin Seiki Kabushiki KaishaApparatus for controlling rotational speed of Stirling engine
US5199722 *3 Jul 19916 Apr 1993Kabushiki Kaisha RikenSeal assembly for stirling engine
US5203170 *17 Mar 199220 Apr 1993Aisin Seiki Kabushiki KaishaStirling engine generating system
US5228293 *6 Jul 199220 Jul 1993Mechanical Technology Inc.Low temperature solar-to-electric power conversion system
US5293853 *12 Feb 199315 Mar 1994Robert Bosch GmbhSystem for controlling an internal combustion engine
US5369948 *5 Oct 19936 Dec 1994Mak System Gesellschaft MbhMethod of operating a gas turbine and a process and apparatus for starting a gas turbine
US5494135 *3 Oct 199427 Feb 1996Brackett; Douglas C.Lubrication system for a conjugate drive mechanism
US5522214 *30 Jul 19934 Jun 1996Stirling Technology CompanyFlexure bearing support, with particular application to stirling machines
US5590526 *8 May 19957 Jan 1997Lg Electronics Inc.Burner for stirling engines
US5590626 *7 Jun 19957 Jan 1997Mazda Motor CorporationReciprocating engine of a spark ignition type
US5596262 *31 Oct 199421 Jan 1997Mercedes-Benz AgProcess for monitoring the charge level of a battery, and for informing the user of the battery when the monitored charge level is no longer reliable
US5616021 *19 Sep 19951 Apr 1997Nippon Soken Inc.Fuel burning heater
US5642618 *9 Jul 19961 Jul 1997Stirling Technology CompanyCombination gas and flexure spring construction for free piston devices
US5715797 *21 Jun 199610 Feb 1998Nippondenso Co., Ltd.Fuel supply system for internal combustion engine and method of adjusting it
US5735681 *19 Mar 19937 Apr 1998The Regents, University Of CaliforniaUltralean low swirl burner
US5740783 *15 Nov 199621 Apr 1998Walbro CorporationEngine demand fuel delivery system
US5743091 *1 May 199628 Apr 1998Stirling Technology CompanyHeater head and regenerator assemblies for thermal regenerative machines
US5755100 *24 Mar 199726 May 1998Stirling Marine Power LimitedHermetically sealed stirling engine generator
US5761985 *5 Nov 19969 Jun 1998Festo KgFluid power cylinder
US5771694 *26 Jan 199630 Jun 1998Stirling Thermal Motors, Inc.Crosshead system for stirling engine
US5786640 *2 Feb 199628 Jul 1998Nippon Soken, Inc.Generator control system for a hybrid vehicle driven by an electric motor and an internal combustion engine
US5864770 *14 Mar 199626 Jan 1999Ziph; BenjaminSpeed and power control of an engine by modulation of the load torque
US5875863 *22 Mar 19962 Mar 1999Hyrum T. JarvisPower system for extending the effective range of hybrid electric vehicles
US5878570 *7 Apr 19959 Mar 1999Reithofer; KlausApparatus for operating and controlling a free-piston stirling engine
US5881800 *3 Apr 199816 Mar 1999Chung; Kuang-HuaHeat sink fastener
US5920133 *29 Aug 19966 Jul 1999Stirling Technology CompanyFlexure bearing support assemblies, with particular application to stirling machines
US5921764 *18 Jul 199713 Jul 1999Stirling Thermal Motors, Inc.Heat engine combustor
US5929538 *27 Jun 199727 Jul 1999Abacus Controls Inc.Multimode power processor
US6050092 *28 Aug 199818 Apr 2000Stirling Technology CompanyStirling cycle generator control system and method for regulating displacement amplitude of moving members
US6062023 *14 Jul 199816 May 2000New Power Concepts LlcCantilevered crankshaft stirling cycle machine
US6247310 *2 Mar 200019 Jun 2001New Power Concepts LlcSystem and method for control of fuel and air delivery in a burner of a thermal-cycle engine
US6253550 *17 Jun 19993 Jul 2001New Power Concepts LlcFolded guide link stirling engine
US6347453 *24 May 199919 Feb 2002Matthew P. MitchellAssembly method for concentric foil regenerators
US6380637 *8 Jul 199930 Apr 2002Ztek CorporationOff-board station and an electricity exchanging system suitable for use with a mobile vehicle power system
US6381958 *2 Mar 20007 May 2002New Power Concepts LlcStirling engine thermal system improvements
US6382935 *3 Feb 20007 May 2002Nitto Kohki Co., LtdElectromagnetic diaphragm pump
US6536207 *2 Mar 200025 Mar 2003New Power Concepts LlcAuxiliary power unit
US6543215 *15 Jun 20018 Apr 2003New Power Concepts LlcThermal improvements for an external combustion engine
US6705081 *11 May 200116 Mar 2004New Power Concepts LlcSystem and method for sensor control of the fuel-air ratio in a burner
US6708481 *5 Mar 200323 Mar 2004New Power Concepts LlcFuel injector for a liquid fuel burner
US7124714 *10 Mar 200324 Oct 2006Hitachi, Ltd.Fuel supply apparatus using low boiling point fuel and its control method
US7654084 *25 Sep 20062 Feb 2010New Power Concepts LlcMetering fuel pump
US7934926 *5 May 20053 May 2011Deka Products Limited PartnershipGaseous fuel burner
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US975344317 Apr 20155 Sep 2017Synerject LlcSolenoid systems and methods for detecting length of travel
Classifications
U.S. Classification123/446
International ClassificationG05D7/06, F23N1/02, F23N5/00, F02G1/055, F02G1/047, F23N3/08, F23D14/60, F23N1/00, F02G1/043, F02M57/02
Cooperative ClassificationF02D19/027, F02M21/0245, F02M21/0212, F02D19/023, F23N5/006, F02G2255/00, G05D7/0676, F23N3/082, F02G2244/00, Y02T10/32, F02G1/047, F23K2401/201, F23N2027/04, F23N2033/08, F23N2021/08, F23N2027/02, F23N2025/14, F02G1/055, F23D14/60, F02G2254/10, F02G1/043, F23K5/007, F23K2900/05003, F02B77/085, F23N1/002, F23N1/022
European ClassificationF23N3/08B, F23N5/00B2, F02G1/043, F23K5/00B11, G05D7/06F4D, F23D14/60, F23N1/02B, F02G1/055, F02G1/047, F23N1/00B, F02B77/08F, F02M21/02