US1212998A - Fluid-motor drill. - Google Patents

Description

0. H1 PECK. FLUID MOTORDRILL.

'APPLICATION FILED MAR- 7, l9l2.

Patgnted Jamlfi, 1917.

4 SHEETS-SHEET I.

C. BECK. v FLUID MOTOR DRILL. APPLICATION HLE p MAR. 7. 1912. 1,212,998.- Patented Jan.16,1917.

' 4 SHEETS-SHEET 2.

/ Q s g My I C. H. PECK.

FLUID MOTOR DRILL.

APPLICATION HLED M'AR. 7.4912.

Patented Jan. 16,1917.

4 SHEETS-SHEET. 3.

C. H. PECK.

FLUID MOTOR DRILL.

APPLICATION FILED MAR.7.19I2.

Patented Jan. 16, 1917;

K IIIIIII 4 SHEETS-SHEET 4.

. STATES CAID H. PECK, OF ATHENS, PENNSYLVANIA, ASSIGNOR TO INGERSOLL-RAN D COMPANY,

, OF NEW YORK, N. Y., A CORPORATION OF NEW JERSEY.

, 'rLn n-moron DRILL.

Specification of Letters Batent.

Application filed March '7, 1912; Serial No.'682,173.

To all whom it may concern:

Be it known that I, Can) H. PECK, of Athens, in the county of Bradford, and in the State of Pennsylvania, have invented a certain new and useful Improvement in Fluid-Motor Drills, and do hereby declare that the following is a full, clear, and exact description thereof. I

The object of my invention has been to provide a fluid motor drill, and particularly a pneumatic drill, which shall have,

among others, the advantages of being light in weight, of small dimensions, and of a comparatively small number of parts, and which shall have other advantages, more particularly referred to hereinafter, and to such ends my invention consists of the fluid motor drill hereinafter specified.

\Vhile my invention is capable of embodiment in many different forms, for the pur pose of illustration I have shown only one form thereof in the accompanying draw.- ings, in which Figure 1 is a vertical section of 'a drill made in accordance with my invention; Fig. 2'is a horizontal section of the same; Fig. 3 is a plan view of a tool used for detaching the plates used for holding the connecting rods attached to the pistons; Fig.4 is a plan view of one of said plates; Fig. 5 is a sectional view showing the valve arrangements; Fig. 6 is a horizontal sectional view of one of the valves; Fig. 7 is a horizontal section of the same taken in another position; Fig. 8 is a vertical section of one of the valves showing two of the cylinders also partly in section; Fig. 9 is a vertical section through the inlet ports; and Fig. 10 is a diagram showing the operation of the engine.

In the accompanying drawings, I have illustrated one embodiment of my invenpistons drive a double crank shaft, the

cylinders being arranged in two pairs substantially at right angles to each other so as to avoid a dead center, and the drill being driven from said crank shaft. illustrated embodiment, I provide a main casing 1, having upper and lower cylinders 2 and 2 in the same radial plane, and having a similar pair of cylinders 3 and 3 respectively, in a radial plane substantially at right angles to the first mentioned pair. Pistons in these cylinders drive a double crank shaft 5, which is journaled in upper and lower bearings 6 and 7, the latter being preferably of the ball type and being preferably clamped between-the main casing l,

in which the cylinders are formed, and. a

crank shaft casing 8.

Each cylinder contains a single-acting piston 9 having a spherical socket 10 in which is seated a ball ,1]. on one end of a connecting rod 12 whose opposite end engages one of the cranks. The ball llis held inits socket 10 as by a split washer 13, the latter being sprung into a groove 1% within the trunk piston. For convenience, the washer may be provided with holes 15 on each side of the split, which may be engaged by the prong 16 of a tool like a pair of pliers, which is shown in Fig. 3, so that by means of said tool the said holes may be forced toward each other and the washer contracted so as to free it from the groove and piston. As the pressure of the air forces the piston toward the rod on the outer stroke and the pressure of the rod forces the piston back on the iii-stroke, the tendency is always to force the rod and piston together and thus to force the ball into its socket so that the simple split washer fastening admirably serves its purpose.

In order to enable the connecting rods from the two cylinders at the same level to engage the same crank, and especially to make a construction in which no parts can work loose, and one which shall be simple, the following construction is provided: Each connecting rod 12 is provided with a sleeve 12*, which is preferably formed of one piece and integral with the connecting rod. Each sleeve is preferably slotted to provide two.

Patented Jan. 16, 1917.

In the separated rings 12 and 12, respectively, s0 Y i that the rings of the two connecting rods en- BEST AVAILABLE gaging the same crank-pin may be placed alternately with one ring of each sleeve occupying the slot of the corresponding sleeve. This arrangement permits a wide bearing of the sleeves along the crank-pin, and yet permits that the two connecting rods shall be substantially opposite the center of the crank-pin. A steel liner or bushing, 12 is placed within the sleeves which surround 1 the single crank-pin, such liner having the some length as the crank-pin, and a series ct rollers 12 is placed between the crankpin and the liner thus forming an effective roller hearing. The crank-cheeks 12 on the 15' rear or center side of the crank-pin are wide enougl'i to overlie the connecting rods and the liner and to prevent their displacement along the era k-pin. The rollers are put in place through. a hole 12 formed in the crank, such hole being normally closed a screw 12". A wire 12, or other form 6 lock, en

gages the screws and prevents their turning after they had been properly screwed home. The said wire is sprung into holes drilled in each of the said screws in assembling the cranks and their yokes {formed by their rings) on the crank-shaft, x are first worked along over the shaft from one end thereof to the 3e proper crank-pin, and then the rollers are afterward put in place, after which the screws 12 are screwed home and are fastened by the wire 12. I prefer to make the screws long enough so that they will pro 55; ject through the eranlrcheeks, and then to grind them oil? flush with such cheeks in order that they may form a smooth bearing for the ends of the rollers as they pass around.

4.6 t will seen that the construction of my connecting rods with the crankshaft is exceedingly simple and yet very eflicient. here is no pert to come loose, the parts are very simple to manufacture, and yet the hearings are long and of ample area.

The line of division between the crank shaft cup 8 and the main casing may take any direction so long as it passes through the crank-shaft bearings. By making a division through such bearings it is only necessary to remove the said cap in order'to be able to take not only the crank-shaft outof its bearings, but all of the connecting rods and their pistons, and this without any further disassembling than taking oil" such cranleshzgft cup. This construction is a very great advantage for purposes of cleaning and repairing and also makes it unnecessary to provide removable cylinder-heads for the ing the end of the cylinders opposite the crank-shaft.

The method which I have illustrated, of

cylinders, there being no necessity for opem cap and easing are formed parts of an an,- gular boss 29, which, in this instance, s threaded and upon which is screwed a cap '30. At the lower end of the crank-shaft-a gear-case or cap 31 is bolted to the casing sembled and be carriedrwit the shaft in taking the shaft out of theorising, I provide the up r end of the'ffirank-shaft with a nut 32 w 'ch overlies the inner ball race of the upper bearin and on the lower end of the crank-shaft that it overlies the lower ballrace, the pinion being held on to the crank-shaft by a screw 34 (and of course's key). The usual handle 35 may be screwed into the crankshaft cap.

It has been one of my objects to make ava'lve gearing which is exceedin 13' simple and efficient. The vdlves, as ilustrated, consist each of n cylindrical plug 36,-iheving a inion 37 formed. on its lower end', the

valve ody being seated in a bushing 38 end forming a journl both for itself and for the pinion. The pinion bears against the lower end of the bushing, and the-lower end of the valve-body bears against the'gearcase 31, so that to put the valve-body and pinion in place it is only necessary to drop the valve-body into the bushing and secure the gear-case in place. The upper-end of the bore in which the bushing and valve are seated is closed as byfa ca') 39. Motion is transmitted to the pinions'3 from the crank pinion 33 by a gear 4O mounted on the drill .spindle, as later d ibed. Each bushing has a groove 41 in it outer periphery whic is in communication with. live air duct 42 from the throttle. The said groove '41 is cut' through the bushin at one point to form a live air port 43, t at communicates alternately with live air grooves'44 and 45 110,

formed in the periphery of the valve-body. The groove 44 extends vtro'mthe live air port downward tocarry live air to the port 46 of the lower cylinder of the pair, for in-( stance, the cylinder 3".v The groove 45 extends upward to carr live air to the port 45 of the upper cylin er of the pair, for instance, the cylinder 3. For the purposes of exhaust, upper and lower orts 48 and 49 are cut through the valve-b0 y to communicate with :In interior bore, the air escaping from such bore to the upper end 50 of the bore in i which the bushing and valve-body are seated, and thence by; duct 51,, which communicates with the upper port 54 from the 126 throttle valve. I .1

The cylinders have piston exhaust ports 51 which open from the sideof each cylinder into the space inclosed by-the casing,

and air exhausted through suchports esform the pinion 33 so 80 capes from the casing through holes 51 and preferably under hoods 51 which d1- rects the air downward toward the throttle.

In-the operation of my valve, the live air in the groove 41 passes through the live air port ready to enter the grooves 44 or &5 in the valve-body as the valve rotates. The groove 44:, when communicating wlth the port e3, carries live air to the port 47 of the upper cylinder, forcing the piston forward. At the same time the port 49 connects with the port %6 of the lower cyl1nder, allowing exhaust through the port n the interior of the body of the valve, the air escaping through the port 51 and through the throttle valve. The continued rotation of the valve brings the groove 45 into com-- munication with the port 43, and carries live air to the port 46 of the lower cylinder, at the same time permitting the upper cylinder to exhaust through the port 48. The piston port 51 is uncovered by each piston as it approaches the end of its stroke, and most of the exhaust occurs through such ports, the trapped air only being exhausted through the ports 46 and 47, and the ports 4.8 and 49 in the valve; The air passing through the piston ports 51 expands into the valve casing, cooling thecasmg and then passesout through the openings 51 and beneath the hoods 51 to the outer atmosphere.

It will be observed that the live air groove $1 in the bushing is formed in its outer periphery and that such groove only communicates with the valve-body through the live air port, whichextends but a small fraction of the way around the circumference of the valve'body. This construction reduces to a minimum the leakage between the valve-body and the bushing. In previous constructions the live air groove in "the bushing has been on the inner periphery of the bushing, and leakage. therefore, has occurred throughout the entire circumference of the valve-body, leakage flowing toward whichever cylinder may be exhausting at one time or the other. This is a very sub stantial advantage of my valves.

In order to control the supplyof air to the valves. and to enable the drill to be readily reversed in motion. 1 provide a throttle and handle mechanism as follows: A valve stem 52 is fitted in a sleeve 01' bore formed in the casing 1 and is provided .with an'upper duct 54- and a lower duct 55.'

.the valve stem forming a port 57 while the a passage 5 forms a corrcspoinling and oppositc port 58; the hose connection having the usual slave therein. is screwed on the outer end of the valvestcm and communi cates with a central passage '60 in such stem, such passage opening through the periphery of the valve-stem by ports 61 and 62, which are respectively adjacent to the ports '57 and 58. A rotatable valve sleeve 63 is journaled 0n the valve-stem, preferably on a may be effected between the ports 61 and 57 or between the ports 62 and 58, according tov the position of the sleeve 63 upon its journal. When communication is efiectedbetween the ports 6land 57, the drill is driven normally forwardin the manner previously described. \Vhen, however, the sleeve 63 is rotated to a position in which its by-pass affords communication between the ports 62 and 58, then the live air passes through what are normally the exhaust ducts, namely, the ducts 56 and 51, into the interior of the valve and the ports -18 and 49 then become the live air ports of the valve while the ports 44 and 45 act as exhaust ports and send the exhaust air through the groove 41 and duct 42 to the passage 55, and thence out through the port 57 to the atmosphere.

In order to control the movements ofthe sleeve 63, so as to make the same drill 1 formed two holes 52 and 52 in the valvestem 52, in order that a pin 52 may be driven into either of said holes to limit the rotatable movements of the sleeve 63, by striking shoulders formed on the said sleeve. I preferably form the said shoulders by milling away the forward edge of the said sleeve for approximately the distance of a semi-circle, as shown at 63*. The said shoulders and the said pin-holes are so formed, relatively to each other, that when the pin ,is driven in the hole 52 the throttle sleeve in one extreme position has its by-pass 66 in com-- munication with-the live air port 57, and in the other extreme position. incommunication with the exhaust port 58, thus enabling the drill to be reversed by throwing the sleeve into either of the two said positions. When the pin is in the hole 52 the extreme positions of the sleeve are ones in which the bypass is not in communication with either port, the by-pass only in an inter mediate position being in communication with the-live air port 57. the pin preventing the bypass from being thrown into communication with the'exhaust port at all. This simple and convenient construction enables my drill to be manufactured in large change necessa -versible or non-reversible drills,

I in one or the ot er holes 52 or 52". It will thus be seen that simply by rotating the valve-sleeve 63 from one position to 3. diametrically opposite one, rny'drill can be caused to rotate backward.

My drill, although reversible, has the unusual quality of being practically as powerful when running backward as itis when running forward. In order to illustrate this, I have shown in Fig. 10 a diagrammatic representation or" the cycle taklng place in the engine, when it is running forward. The piston, when the machine is running right-handed, takes live air for 1 20 degrees of the crank revolution. The live air port then closes and the air expands for about 25 degrees, after which the cylinder or piston exhaust 51 exhausts for approximately (55 degrees of the crank revolution. Most of the air is exhausted at this time and what remains and is trapped escapes through the ports 46, i7, 48 and elf) and passes to the throttle, the said ports remaining open to the end of the stroke.

When the machine is reversed the diagram is exactly the opposite and the ma chine is practically as strong as when moving forward or right-hauled, except for the fact that during the 25 degrees of the crank revolution, when expansion occurred on the forward rotation, compression occurs on the reverse rotation. It will be understood that the valve diagram can be largely varied and 7 that the one illustrated is onlv to be taken as typical, the advantage gained being by the use of the cylinder exhaust port 51 in its relation with the other parts.

The manner in which the drill spindle, which carries the drill, is mounted in my said machine and in which it is driven, is as follows: The gear case 31 is provided with a sleeve (37 preferably having a bushing 68 therein, which bushing forms the sole jourml for the drill spindle or chuck 69. The said drill spindle is formed with a shoulder 70 at its upper end, on which is seated the lower race 71, of a bal bearing whose upper race 72 rests against the lower end of screw in the bore.

. spindle is provided with studs 78 a hollow screw 73. The said screw is provided with a cylindrical portion 74 which is received in a bore in, ,the main ('asin and which has a flange 75 that is adapted to over-lieand rest against the casing, a key 76 being provided to prevent-rotation of the The shank of the screw 73 is preferably extended downward in the form of a sleeve 77, which extends withih the upper end of the drill spindle. The drill which are carried on a disk or spider-arm 79 on the drill spindle, the said studs having pinions 8O journaled thereon. These pinions mesh witlrteeth forming a, pinion 81 on a sleeve 82 which is secured -to and preferably in tegral with the gear 40 before mentioned, by which motion is communicated from the crank pinion 33 to the valve pinions. The lower end of the gear case is preferably provided with a stufiing-box 83,50 that the gear case, and, if esired, the entire casing of the drill, may he lied with oil.

The screw 7 3 isengaged by an internally threaded sleeve 84, having near its upper end a hand-wheel 85, and also having a hardened center 86 screwed into the upper end of said sleeve. The said center 86 is preferably provided with a long shank which is threaded for some distance below its hardened point so that thesllank may be screwed out beyond the sleei'e and thus lengthen the height of the hardened center above the drill, if desired. The shank of. the center 86 is also preferably extended downward, through the hollow screw, and into the drill socket 87 of the drill spindle so that, when the sleeve 84 is screwed to its lowest position, the said shank will strike the butt end of the drill and loosen it in the socket.

\ The operation of the drill carrying and driving mechanism is as follows: The crank shaft rotates the crank pinion 33, which rotates the gear 40, causing the pinion 81. to

rotate the pinions 80. and these latter are thus caused to travel like planets around the axis of the drill spindle, carrying the spider arms or disk 79 and thus rotating the drill spindle at a reduced rate of sieed. \V hen it is desired to feed the drill forward, or in other words, to force it into the work, the hand-wheel is rotated in such a way as to unscrew the sleeve 84 on the screw 73 and thus to cause said sleeve to rise (so to speak) and to carry uppcrward with it the hardened center 86, this operation causes the screw 73 to be forced downward and by its pressure on the ball-race to force the drill spindle downward. a

It will be observed that my drill spindle is controlled entirely by the single journal bearing formed in the sleeve 67, its thrust being taken by the ball-hearing". This means ;that it is only necessary to form a single journal-bearing to contain and guide nrv drill spindle and that the difiicult operation of forming two journal hearings exactly in line with each other, and especially two such hearings in two separate parts, is avoided. It will also be observed my drill is directly communicated to the screw feed mechanismland is not transmitted to the casing and therefore does not strain such casing. It will also he observed that the gearing for reducing thespeed of the crank-shaft to that of th' drill' is exceed ingly simple g'a nd that the same geuiling or to state it differently.

that the thrust of serves to drive the valves. It is further to he noted that alh-the gearing may be ancovered by simply removing the gear-case and that then each part of such gearing and both valves may be taken out without unfastening any more parts, It will also he noted that my arrangement of crankshaft bearings and gearing is compact; that my machine has a relatively small height and can be gotten into cramped places, which are inaccessible to largerdrills, and yet that the vertical reach ofmy drill can be increased, if desired, by simply unscrewing the center 86 so as to cause it to project higher than the sleeve 84. This decrease in vertical dimensions results in a corresponding decrease in. the weight of the machine.

A further advantage of the illustrated embodiment of my invention may be mentioned as follows: The causing of the exhaust air to escape into the central casing cools the entire drill and tends to prevent the considerable rise in temperature, which would otherwise occur;

I claim:

1. In a fluid pressure engine the combination of a casing, a crank-shafthaving bearings therein, a plurality of sets of cylinders radiating from said crank-shaft, and pistons having connections with said crankshaft, said casing being divided substantially through said bearings, said casing having a cap inclosing the ends of the divided casing.

2. In a fluid pressure engine, the combination of a casing, a crank-shaft havin hearings'therein, a plurality of sets of cy inders in said casing radiating from said vcrankshaft, said sets forming an angle to'each other, and pistons having connections with said crank-shaft, said casing being divided through said bearings arid across said Inedian line of said angle, said casing having a cap inclosing the ends of the divided casing.

3. In a fluid pressure engine, the combination of a casing, a crankshaft having bearings therein, a plurality of cylinders in said- -casing radiating from said crank-shaft and forming an angle with each other, and pistons and connections with said crank-shaft, said casing having a division substantially through said hearings and outside of said angle, said casing having a cap inclosing the ends of the divided casing.

, t. In a fluid pressure engine, the combina-- tion of a casing, a crank-shaft having bean ings therein, a plurality of cylinders in said casing radiating from said crank-shaft and. forming an angle with each other, and Ipistons and connections with said crank-shaft, said casing being divided'on a line through said hearings and substantia ly per pendicular to the median line of said anglev said casing having a cap inclosing the ends of the divided casing.

5. In a fluid pressure engine, the combina tion of a divided casing, 21 crank-shaft hav ing bearings therein, cylinders in said cas ing radiating from said crank-shaft and-at an angle to each other, said. casing having a cap covering said crank-shaft bearings and inclosing the ends of the divided casing.

6. In a fluid pressure engine, the combination of a divided casing, a crank shaft havpassing ing bearings therein, cylinders in said casing radiating from said crank shaft and at an angle to each other, said casing having a cap inclosing the ends of the divided casing.

7. In a fluid pressure en no, the combine tion of a casing, a crank s aft having bear ings therein, cylinders in said casing ra diating from said crank shaft and at an angle to each other, said casing having acap covering said crank shaft bearings and also acting as a gear case.

8. In a fluid pressure engine, the combination of a divided casing, a crank shaft having bearings therein c linders in said 63w ing radiating from sai crank shaft and at an angle to each other, said casing having a cap covering said crank shaft bearings and also acting as a gear case, said casing havin another cap covering bearingsof sald cranli shaft and inclosing the ends of the divided casing.

In testimony that I claim the foregoing I have hereunto set my hand. CAID H. PECK. Witnesses J PAUL J. MoOAR'rHY, L. M. SAIIhh

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