US1238190A

US1238190A - Gas-engine.

Info

Publication number: US1238190A
Application number: US2644515A
Authority: US
Inventors: Jean Pichoud
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-05-06
Filing date: 1915-05-06
Publication date: 1917-08-28
Anticipated expiration: 1934-08-28

Description

J. PECHOUD.

GAS ENGINE,

APPLICATION FILED MAY 6, I915.

Patented Aug. 28,

mm i a UNITED STATES PATET FT @FFIGE.

' JEAN PICI-IOUD, OF NEW YORK, N. Y.

GAS-ENGINE.

To all whom it may concern.

Be it known that I, J EAN PICHOUD, a citizen of the Republic of France, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Gas-Engines, of which the following is a specification.

My invention relates to improvements in internal combustion engines, and is designed for the purpose of providing a balanced high-speed engine or motor which is efiicient in operation, compact in arrangen1ent, and economical in the consumption of fuel in proportion to the power developed.

By the utilization of my invention, I am enabled to produce a high-speed and powert'ul motor, and at the same time relieve the crank-shaft of strains, and in other ways reduce the wear and tear on the motor as will be hereinafter pointed out.

The invention consists in certain novel combinations and arrangements of the cylinders and pistons, and in certain details of construction relating thereto, as will be hereinafter claimed.

In the accompanying drawings, I have illustrated an upright gas engine, constructed accordiii gq-to the best mode I have so far devised forgthe practical application of the principles of my invention, but it will be understood that changes and alterations may be made: therein without dcparting from my claims; v.VVhile I have illustrated a twin or combination upright engine, it will be understood that one section only may be used if desired, and the invention may be embodied in a horizontal engine or motor, as

will be apparent to those skilled in the art.

Figure 1 is a partial side elevation and partial vertical central sectional view of the twin motor.

Fig. 2 is a top plan view with the cover removed of one of the units or sections of the motor.

In the preferred embodiment of the invention, as shown in the drawings, I have utilized the standard form of motor, in which the base 1 is of suitable construction and forms- 5 closes the housing 4. Inasmuch as the Specification of Letters Patent.

Patented Aug. 28, 1917.

Application filed May 6, 1915. Serial No. 26,445.

construction inclosed within the two housings 4 and 4, is identical, a description of one unit will sufiice for both units.

IVithin the housing 4 a water-jacket 6 is arranged, and within the water-jacket four cylinders 7, 8, 9 and 10 are fixed. In Fig. 1, it will be seen that the four cylinders are arranged in working pairs, that is the upper pair 7 and 8 work together and the lower pair 9 and 10 work together. There are four pistons, as 11, 12, 1'5 and 14, arranged to reciprocate in the cylinders, 11 and 12 working in the upper cylinders, and 13 and 14 reciprocating in the lower cylinders. The

lower pistons 13 and 14 are provided with the usual connecting rods 15 and 16, and the upper pistons 11 and 12 are equipped with longer connecting rods 17 and 18. It will be noted that the wrist pins 19 of the pistons 13 and 14 are arranged at right angles to the wrist pins 20 of the pistons 11 and 12. This arrangement is provided so that the structure comprising the four connecting rods is rendered more stable and regular in its movements. The two connecting rods 17 and 18 are connected at their upper ends by a yoke 21,and the connecting rods are loosely attached at the ends of the yoke or cross-head 21, as usual. This cross-head 21 is provided with a pair of depending arms 22, to which the wrist pins 20 of the upper pistons are connected.

Within the crank case 2, the crank shaft 23 is journaled at 24, and the cranks 25, it will be seen, are cut at an angle of 90. The connecting rods 15 and 16 are attachedjointly to the crank-shaft but the connecting rods 17 and 18, as will be seen are connected singly to their cranks 25, and the fly-wheel 26 is shown at the right of Fig. 1 on the crank-shaft. The cranks and the connecting rods of the other unit are indicated in dotted lines in Fig. 1, but as these parts are the same as the other parts already described, further description is deemed unnecessary.

The admission of fuel to the cylinders of the motor is controlled from the cam-shaft 27 which is driven from the crank-shaft through the pinion 28, and the gear-wheel 29, which is shown in dotted lines, and is on the shaft 27. There are two cam-shafts 27, one at each side of the motor, and they are designed to control the admission of fuel to the ports29, 30, 31 and 32, of the cylinders 7, 8, 9 and 10. At the right in Fig. 1, I have indicated the valve mechanisms by the numerals 29, 30, 31, 32, and in Fig. 2, I have indicated the inlet valves for one unit by the numbers 29', 30", 31 and 32 while the outlet valves for said unit are indicated by the numbers 29 30, 31 and 32 In Fig. 2, casings P and 43 are indicated for housing the valve mechanism, and the water inlet to the water-jacket is indicated at 6 in Fig. 2, while the outlet is indicated at 6 in Fig. 1.

In order that the yoke 21 may reciprocate, the upper ends ofthe two cylinders 7 and 8 are slotted at 7 8. In Fig. 1, the four arrows indicate the direction of the working strokes of the pistons. Thus, fuel is admitted through the ports 29 and 30, and the explosion in cylinders 7 and 8 causes a working stroke in an upward direction, and the admission of fuel in the ports 31, 32, which is exploded in the cylinders 9 and 10 causes the pistons 13 and 14 to exert their working stroke in a downward direction. In this manner, the strain upon the crank-shaft is equalized, because the oppositely working strokes apply the strain to the shaft in different directions.

The valves for admission and exhaust are timed as usual, and they are operated in any suitable manner as by the cams on the cam-shaft 27. These valves are of the regular puppet type, and they are constructed and connected with the units of the motor at both sides thereof, for the control of admission of fuel and exhaust. From this construction, it will be seen that I have provided a compact, simple, and efiicient, well-balanced motor, which may be fashioned as a four-cylinder motor, and that similar units may be added thereto, as desired.

In Fig. l of the drawings is shown in elevation and in section a gas engine constructed according to my improvements and having 8 cylinders, the upper cylinders having their working pistons moving upward and lower cylinders having their pistons moving downward as indicated by the arrows, and I have given the upper pistons the numbers 1, 3, 5, and 7 while the lower pistons are designated by the even numbers 2, 4., 6,-and 8.

What I claim is:

The combination of a crank case, a crank shaft mounted therein, a housing mounted on the crank case, two pairs of cylinders arranged in said housing with their open ends outward and their closed ends inward, inlets and exhaust ports at the said closed ends of each cylinder, a pair of oppositely working pistons in each pair of cylinders,

.connections between the pistons and crank shafts, inlet and exhaust valves for said cylinders, cams for operating said valves, a pair of shafts carrying said cams and mounted in the crank case, and connections between the cam shaft and crank shaft for operating said cam shaft, said valves being timed to cause the explosions to occur in rotation in the separate cylinders.

In testimony whereof I affix my signature in the presence of two witnesses.

JEAN PIGHOUD.