US1382334A - Liamsj - Google Patents

Description

L. WILLIAMS.

FLUlD COMPRESSOR.

Armcmon mu) 11.23. 1920.

1,3 2,334, 1 mm June 21, 1921.

' 4 SHEETS-SHEET 1.

INVENTOR LM WAAW A TTORNEY.

L. wnums. FLUID CUIPBESSOI. APPLICATHII "LID APl-23.'\i20- Patentad-Iune 21, 1921.

INVENTOR.

ATTORNEY.

L. WILLIAMS.

FLUID COMPRESSOR.

urucmon men APR. 23. I920.

4- SNEUFSREET 3.

\ I0 INVEY TUR BY I )4 TTORNE Y.

L. WILLIAMS.

FLUID COMPRESSOR.

APPtlCATlON mu; APR.23. 1920.

1,382,334. Patented June 21,1921.

4 SHEETS-SHEET 4- I N VEN TOR.

UNITED STATES PATENT OFFICE.

LLEWELLYN WILLIAMS. OF HOLLIS, LONG ISLAND, NEW YORK. ASSIGNOR TO YORK MANUFACTURING COMPANY. OF YORK. PENNSYLVANIA.

FLUID-COMPRESSOR.

Application filed April 23,

To (1/! #1: fr om if 7/10 concern Be it known. that l. Lnnwnnnrx WIL- LIA .us. a citizen of the United States of America. and a resident of Hollis, Long Island. in the State of New York, have invented certain new and useful Improve mcnts in Flu'iil-Clnnpressors. of which the following is a specification.

My invention has reference to fluid compressors in which compression is carried to an exceedingly high degree, say from 800- to 1200 pounds per square inch, as in the compression of carbon dioxid (C0 and kindrcd gases to liquefy the same for refrigerating purposes.

Under my invention the CO compressor is of inclosed type" so-called, with the cross-head clmmber-that is to say, the chamber in which the cross-head that connects the compressor piston with the connecting rod on it operating crank shaft is housed and moves-in free communication, on the one hand with the suction side of the compressor, and on the other hand with the interior of the air tight crank case in which the crank portion of the driving shaft is contained.

This and other features of my invention will first be described in connection with the accom ninyinp, drawings, forming part of the specification, and will then he more particularly pointed out in the claims.

In the drawings:

Figure 1 is a front elevation of a double cylinder, inclosed-type CO compressor embodying my improvement-thc right hand one of the cylinders, its piston, piston operating means and portion of the crankcase containing the same bein shown in section in the plane of the axis 0 the cylinder.

Fig. 2 is an end elevation of the same.

Fig. 3 is a sectional working drawing on enlarged scale illustrative of the structural details of the piston, the iston packing rings, separating rings or filing pieces between which they are carried, and piston end cage which holds these parts in place being represented in fragmentary outline as also are the sectional top heads. and the conventional safety head of the compressor cylinder (not shown in this figure).

Fig. 4 is a detached view in plan and axial section of the piston end cage.

Fig. 5 is a similar view of the piston lock out Specification of Letters Patent.

Patented J nuc 21, 1921.

i920. Serial No. 376,039.

Fig. (5 is a section on enlarged scale of one of the crank case hearing heads and a portion of the crank shaft and the packing therefor.

A a castmetal housing formed internally in this instance with two cylinder chambers B side by side, to receive each its own piston. and also formed below the cyl indcrs B with a chamber C into which the cylinders open. said chamber constitutinga crank case for reception of the double crank piston of the shaft/D for operating the two compressor pistons. The crank case and compressor cylinder housing are in this instance formed by a single casting. They may, however, be formed separately and secured together by airtight. joints, as in ammonia compressors of inclosed type-c. g., Shiplev's Patent No. 1,250,037 of December ll. 1917. The two compressor cylinder chambers 13 have a common suction inlet and a common discharge outlet, as shown more plainly in Fig. 2, and their internal structural details and fittings are identical, so that a description of one will answer for both.

The piston is of a double trunk type, made with two different diameters. and in that respect hears a certain superficial resemblance to the stepped piston used in multiple stage compressors. The lower and large cylindrical portion E of it, which is of considerable diameter to afiord a large peripheral bearing surface, is designed. however, to form a crosshead of such mass and dimensions as to permit of receiving and holding, a wrist pin G of the enlarged diameter and length required to withstand the severe piston thrust, and to afford sufficient open space within the body of the cross head to receive, and allow of the free action of the head of the connecting rod hung: on the wrist pin and connecting the same with its appropriate crank cl on the double crank shaft D, as indicated in Fig. 1. The upper portion F of much smaller diameter forms the piston proper. The double trunk piston thus formed is received in its appropriate cylinder chamber B in the housing A. The lower and large cylinder cross head portion E is received in the lower portion of the cylinder 13 which serves as a. guide within which it fits and can move smoothly and easily. The upper portion F constituting the piston proper, is con ained in the upper part of the ryliuder ehamlier 15. \Vlllt'il is eonvenientlv redueed to proper size to rereire the piston h v means of a rvliyulrieal steel hashing. or lining 13'. of proper dimensions to fit elosely within the upper portion of the evliuder ehaiuher H. where it is held seeurely lrv suitable means as shown. and of an internal diameter and length to adapt it to serve as a working e vliuder for the piston F.

The piston 21 shown in structural detail in Fig. 2%. is preterahly eoniposed of a rentral tuhular stem F closed at its lower end. \vhirh is inserted and held fast in the luhular ueelt E of the erosshead E. To the stem are titted annular separating rings or till pieees f, and metallir pat-king rings f. The parking rings are arranged in pairs. carried hetvveen the separating rings or till ier-es. having suitable peripheral reeesses in their upper fares to reeeive Said pal-hing rings as shown. The lmvermost fill pier-e f is seated upon an annular flange e surroundiug the upper open end of the net-k E. and upon the uppermost till pier-e f is plaeed the annular end rage ll \Yl'lltlt tits around and is stt'ltl'tll to the upper end of the Stern F and holds the fill pier-es and parking rings in plat-e. The parking rings are prel'erahl v made narrow and of heavy eross seetion and are niarhiued to the exact hore of the working eylinder. thus assisting by their added it'r'ness in supporting the high internal gas pressures The annular end ease if in this instanre is held in plaee by the piston lo('l( not i. the serewthreaded shank of \vhirh passes down through the annular rage and serm into and closes the internally nerewthreaded upper eud of the tuhular stem l". drawing down the head of the nut to rest tightly upon a raised annular rim f: surrouuding the ventral opening in the top of the piston end rage ll. In that portion 01' the upper fare of the ("a e surrounding the rim l1. and overhung hv the head of l(l('l out I. is formed an annular series of holes 11' eonimunieating with the interior of the rage. whieh in turn ronnnuuieates through lateral holes f" in the stem F with the interior of said stem. The suction gas \vhieh enters the lower portion of the tulullar valve stem through registeriu lateral openings i". in said stem and the portion in whit-h said stem is held. passes theni'e upward through the stem out through the lateral openings therein into the interior of the piston end rage H. and thenre up through the annular series oi outlet. hoies .l'i" in the upper fare of the rage to the disel .irge side of the piston. The slu tion gas is led from the suetiou inlet through suitable passages into that portion of" the eylinder ehamher B heloiv the hashing or Working cylinder proper B. and thence passes through the registering holes in the neek of the eross head valve stem F and net-k oi the eross head into the interior of the stems where it passes up and out through the head of the piston as just explained. l ull eonunnnieation het\\'eeu said portion of the e vlinder rhainher l3 and the interior ol the 'lillllt ease is provided l v passag s i (Fig. 3) in the top of the rross head. thus maintaining the intet'ioroi the era uk ease at suc ion pressure whenexer the surtion inlet is open.

()n the exterior of the working eyliuder are annular laterally projeeting end llanges \vhirh serve to support the same in the per tion oi the evliuder ehaniher uhirh it oerupies. leaving hettveeu these two flanges an annular spaee f around the working evliir der \vhieh eouuuuuieates with the surtion inlet. s that the i-old suetion gas entering the eompressor. on its way to the disehargo side thereof. is eaused to pa s. around and in runturt nith the llarrel ot' the roirpresi-zor rylinder proper. and thus to ahsorh the ex eess heat of eornpressiou. Upenin a. or pas-- sagesf are formed in the lower hinge of the working eviinder. for the passage ot the siu-tion gas therethrough to the portioi: ot' the evlinder ehaiuher It heloa. The sum lion valve I mounted on and rarri d or the. piston. is a simple. plain steel plate annulus having a slightly rout-ave under ha r. which rests upon and rovers that portion of the top of the piston end rage in \vhieh the aunular series of outlet passages fl found. and is eapahle of up and down play between the la of the. piston end eage helow and the overhang of the head of the piston loel: nut above. it heing guided in this univenient hy the annular rim A of the rage H vvhieh it. t'lu'ilt'les.

llaeh evlinder has a top head consisting of two suitahlv seenred and separately renunahle seetions .l. J phu-ed one over the other as indieated in Figs. l and 2. thus making it possihle to remove the top seetion for removal and iuspeetiou oi the safety head. diseharge valve, suetion valve and. piston paelting rings without disturbing the pipe eonneetions. none of which is attached to the upper top head seetiou J. in the top headand rineipally in the lower seetion J are loeated the diseharge valve j and its seat. the eonveutioual steel safety h ad K. and their elosing springs as shown.

The interior of the erank ease heing in full rtuunumieation through the passages o in the top of the erosshead with the evlinder ehainher B above the rross head. is maintained at suetion gas pressure While the marhiue is running. In eompresstn's of the halos-ed type. the tar end of the crank shaft*-that is to say. that end of it whirh is farthest from the erank shaft aetuating mo tor----has hitherto. so far as I am informed. stopped short ol' the end of the :lnnli ease. and has been inelosed within the same. In

these circumstances, that end of the crank shaft outside of the crank case is exposed, to atmospheric pressure only, while the end that is inclosed in the crank case is exposed to the pressure /that prevails therein, resulting in one ual end thrusts upon the crank shaft, whic increase in violence with the increase in difference between the two pressures and measurably impair the efiicient action of the machine. To remove this trouble, I extend each end of the crank shaft beyond the crank case, so that both ends shall be subject to atmospheric pressure, for which purpose, as represented in Fig. l, the far end of the crank shaft D is supported in and protrudes through and beyond a bearing head, shown in elevation, closin the lefthand end of the crank case, simi ar to that shown' in section at the opposite end of the crank case, for the proper support of the crank shaft at that point. Inequalities in pressure on the opposite ends of the crank shaft being thus removed, objectionable end thrust on the crank shaft consequent upon such inequalities necessarily ceases.

As to lubricationthe crank pins and piston wrist pins receive their lubrication from the splash produced by the connecting rods striking the oil carried in the lower section of the crank case as usual in machines of this general type. For the main crank shaft bearings a force feed system is preferably employed, more especially in the larger sized compressors. Such an arrangement is here shown, the oil being circulated by means of a small ilunger pump L driven direct from the lefthand end of the crank shaft D in Fig. 1, which is provided with a wrist pin d," connected by a connecting rod l to the pump plunger l as shown. The oil flows from the lower section of the crank case through the connection m to the oil reservoir M from which it is'drawn by the pump and forced into the two main crank shaft bearing heads, passing from the pump through pipe 14 to the oil header T 0 shown in dotted lines in Fig. 1, whence it is conducted thunugh the branch pipes 11, p to the crank shaft bearing heads at opposite ends of the crank case as indicated in Figs. 1 and 2. The construction of the bearing heads, crank shaft packing. lubricating means. etc., is the same at both ends of the crank case, so that a description of one will serve for both. Fig. 6 shows thepreferred construction on enlarged scale. The crank shaft packing is made-up of a succession of rings of steel and soft metal :11- rangcd alternately. The first or innermost ring r, termed a neck ring. forms a base for the first soft. metal ring o and also provides an annular space in around the shaft into which oil fed to the bearing head, through the pipe p into the oil basin r formed for its reception in the bearing head,

is constantly supplied through a suitable duct .1 leading from the basin, thus keeping the space to constantly fillcd with oil, forming an oil seal under crank case pressure or, in other words, suction pressure-which effectively prevents the leakage and escape of the (10,, gas at that point. The soft. metal rings r and of H section and fit the shaft and stuffing box neatly. The interposed steel rings 8 have a double wedge shaped cross section. The last or outermost ring 2% is a fibrous composition ring of standard make used as a final sealing ring and serving also to render the system of pack ing rings more or less elastic. hen the packing gland is drawn up, the pressure on the series of steel rings tends to spread the soft metal of the soft metal rings-the packing rings properand to form tight ]oints between the crank shaft, soft metal, and walls of the stufling box.

Manifestly, the working cylinder can be reduced in size as compared with the cross head chamber, by means other than the introduction of a steel bushing into the cylinder chamber of the surrounding housing. It is also obvious that my improvements are applicable to compressors of the incloscd type herenbcfore indi fated whether the suction valve is carried by the nston, as in the present instance, or is mounted on the head of the cylinder surrounding the piston. Either of these well-known arrangements of the suction valve may he used as preferred.

Having dcscribed my improvements and the best way now known to me of carrying the same into practical effect, I state in corn clusion that I do not restrict myself narrowly to the structural details hereinbefore described in connection with the accompanying drawings in illustration of my invention, since manifestly the same can be varied considerably without departure from the spirit of the invention; but what I claim herein as new and of my own invention and desire to secure by Letters Patent is as follows 1- 1. In a high pressure fluid compressor of incloscd type. the combination with the coinpressor cylinder, piston, suction and discharge valves, and gas tight crank case and crank shaft mounted therein, of a crosshead chamber of greater diameter than the compressor cylinder interposed between, and having a gas-tight connection with, said cylinder and crank case, and in free communication at all times on the one hand with the suction side of the compressor cylinder, and on the other hand with the interior of the crank case, a crosshead fitting and reciprocahle in the crosshead chamber. and directly connected to the compressor piston, and driving connections between the crank shaft and the crosshead, substantially as and fov the purposes hercinbet'ore set forth.

2. The combination with the elements specified in claim 1 of an annular chamber surrounding the compressor cylinder and communicating with the suction inlet; coinmunicating openings between said annular chamber and the crossheud chamber through which the suction guts after passing around the CUIHPIPSSOI cylinder is led into that portion of the crosshead chamber above the reciprm-nhle crosshearl therein; and a tubular axial stem for the compressor piston provided at 01' near its lower end with passages through which the suction gas in the crosshead chamber is led into the interior of the stem and at its upper end with suction-valve controlled passages through which the thus-admitted suction giis passes to the discharge side of the compressor piston.

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

LLEWELLYN WILLIAMS.

Witnesses WILLIA1\[ H. ORR, RALPH R. VVARDELL.

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