US2180674A - Internal combustion engine - Google Patents

Description

Nov. 21, 1939.

J. H. GEISSE INTERNAL COMBUSTION ENGINE Filed July 24, 1957 Sheets-Sheet 1 \QEMI Nov. 21, 1939. J. H. GEISSE 2,180,674

INTERNAL COMBUSTION ENGINE Filed July 24/1957 3 Sheets-Sheet 2' fl p a 55? l s I 5 559 umnmmnnm Nov. 21, 1939. J H. GEISSE INTERNAL COMBUSTION ENGINE Filed July 24, 1937 3 Sheets-Sheet 3 Patented Nov. "21, 1939 UNITED STATES PATENT OFFICE INTERNAL 2231 Enema John Harlin Gcisse, Washington. D. 0. Application July 24, 1937, erlal No. 155,533

4 Claims. (01. vs-so) My invention relates to displacement pumps and power units and has for its object the simpliflcation of such units.

I attain this objective by employing a novel combination of transmission mechanism, cylinders, and pistons in which the cylinders are arranged in the form of a polygon and a single, solid transmission member converts the simple harmonic motion of'the pistons to the rotary motion of the crank shaft. I

One form of construction as applied to an internal combustion engine is illustrated in the accompanying drawings, in which:

Figure I is a section in the plane of the center 1 lines of three cylinders; Figure 11 is" a typical section through a cylinder at its exhaust ports; FigureIII is a typical section'through a cylinder at its intake ports; Figure IV is an end view with the cover plate removed showing the crank mech- 20 anism; Figure V is a vertical section through the complete engine; Figure V1 is the cover plate;

and Figures VII and VIII are sections similar to Figures IV and V but showing an alternate mechanism.

25 Similar numerals refer to the same or identical .parts throughout the several views.

The casting I incorporates the cylinders and crankcase. The center lines of the cylinder bores 2 form anequilateral triangle. The combustion so chambers 3 located at the corners of the triangle communicate with the two cylinder bores 2 whose center lines form the adjacent legs of the triangle. Each cylinder is provided with both inlet and exhaust ports 6, the exhaust ports serving the com- 35 bustion chamber at one end of the cylinder and 1 the intake ports serving thevcombustion chamber at the opposite end of the cylinder. The ports 6 are controlled by the double ended pistons 4. Exhaust manifolds have exhaust outlets 9. In-

0 let manifolds 5 circling the cylinders communicate with an inlet manifold 8 running adjacent and parallel to the cylinders.

Each double facedpiston l is provided with a square piston pin III which extends through the wall of the cylinder and into cross-head slots l2.

The piston pin extension outside of-the piston is Element II is provided with ports [5 which register at the proper time'with ports I] in the cover plate 20. Ports l'l communicatewith inlet manifold l9 provided with an opening I8 to which a carburetor may be attached. .5

Openings It in the crankcase section communicate with the inlet manifolds I. g In Figures VII and VIII, 2! is the wrist pin whichis provided with a flatdish end 22. 23 is a pin fastened in element II and passing through 1 the dish extension 22 of the wrist pin 25, The wrist pin is free to slide hand out ofthe piston. 24 is the usual type of vane for a vane pump.

The operation of the engine is as follows: I

Element l I moving in the cylindrical crankcase section of casting I, in conjunction with the extensions of the piston pins 10, operates as the rotor of a vane .type pump with three pumping Y chambers.

Each chamber on its suction stroke draws in a charge through ports l5. On its ex- *h'aust stroke itpumps thechargethrough ports I8 and manifold 8 tothe inlet port of the cylinder next succeeding the chamber in the direction of crank rotation. This piston in this cylinder opens and closes its ports in correct relationship with 25 the discharge stroke of the pump chambers.

On entering the cylinder the charge is compressed between the pistons, reaching its minimum volume when the leading piston has passed beyond its top position and the lagging piston 30 I transmitted through the mediums of the pistons and pistoriepins to element I l which in turn causes the shaft to, rotate. The exhaust piston then un- 3 covers the exhaust ports and the burned charge is expelled; While the exhaust ports are still open the inlet ports are opened and the scavenging completed. The inlet ports remain open after the exhaust ports close topermit the cylinder to be'supercharged. The cycle then repeats for this cylinder. The cycles of the other combustion chambers follow and lead by 120".

In the operation of the mechanism shown in Figs. VII and VIII the functions of the crossheads in the other views are performed, by the rotation of the pistons, rotation of the pistonpin a 25 around pin 23 and a slight reciprocating mo- It will be obvious-to one skilled in the m that numerous deviations from the mechanisms described can he made without departing from the general principle herein disclosed. In the'mechanisms described the piston pins are depended upon to prevent rotation of element ll about its own axis. It might be preferable to prevent this rotation by providing more than one eccentric. A gear reduction can-be readily incorporated by fixing a spur gear to element II and providing an internal gear on the power shaft to mesh therewith.

It willalso be apparent to one skilled in the art I that the three cylinders shown herein could be combined in. one torus with the same results.

I am aware that prior to my invention two pistons operating in conjunction with one combustion chamber have been used. I am also aware that four cylinders have been arranged in rectangular form with combustion chambers at the corners. However, I am not aware of any attemptto arrange the cylinders as shown herein and it is only by such arrangement that. the pistons may all be satisfactorily operated directly from one crank.

areas".

Therefore, I claim:

1. In combination, cylinders arranged in the form of a polygon, pistons operable in said cylinders, a crankshaft, and a single functionally solid transmission member interconnecting thepistons and crankshaft.

2. In combination a plurality of cylinders arranged ln the form of a polygon,-pistons operable in said cylinders, a crankshaft, and a functionally single crosshead element interconnecting the pistons and crankshaft.

3. In combination, three cylinders whose axes lie in the sides of an'equilateral triangle, three double acting pistons operable therein, and a functionally single crosshead interposed betweenthe pistons and one or more crankshafts operating in unison. I

4. In combination, three. cylinders whose axes intersect in one plane, three double acting and interacting pistonsvoperable therein, and a functionally single crosshead element interposed between the pistons and one or more crankshafts operating in unison. 1

JOHN HARLIN GEISSE.

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