US661686A - Engine for rock-drills. - Google Patents

Description

Nn. 661,686. Patented Nov. I3, |900. A. BALL &IT. OFFICER.

L ENGINE F0l'1 ROCK DBILLS.

(Application led Mar. 22, 1900.)

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ma Nonms PETERs co. PHoTcLLrrno.. WASHINGTON. n. c.

UNTTED STATES PATENT OFFICE.

ALBERT BALL AND THOMAS OFFICER, OF CLAREMONT, NEW HAMPSHIRE, ASSIGNORS TO THE SULLIVAN MACHINERY COMPANY, OE SAME PLACE AND CHICAGO, ILLINOIS.

ENGINE FOR ROCK-DRILLS.

SPECIFICATION forming part of Letters Patent N o. 661,686, dated November 13, 1900.

Application led March 22, 1900. Serial No. 9,678. (No model.)

To all whom it may concern: auxiliary valve upon which such compressed o Be it known that We, ALBERT BALL and air acts, such a means being set forth in Pat- THOMAS OFFICER, residents of Claremont, in ent No. 603,358, granted to the Sullivan MathecountyofSnllivanandStateofNeWHampcllinery Company May 3,1898, as assignee 5 shire, have invented a new and useful Imof Albert Ball. In Parents Nos. 615,234 and provement in Engines for Rock-Drills; and 615,236, granted to the Sullivan Machinery 55 we do herebydeclare the following to be afull, Company December 6, 1898, on applications clear, and exact description thereof. filed by us are set forth other means for regn- Our invention relates to direct-acting fluidlating and governing the operation of pistons io pressure engines--such, for example, as those of engines of the type to which our present employed for operating drills or other recipinvention pertains, and reference may be. had 6o rocating tools; and has for its object to proto the said patents for detailed description of vide a simple and efficient means for so govsuch parts of the engine as are not specificerning the speed of travel of the piston when ally described herein. i

the tool is doing no Work as to avoid injury In an application lled of even date hereto the engine and discomfort to the user of with We haveset forth and claimed agovern- 65 the saine, such means being readily applied ing means in which live iiuid at approxito engines of the construction heretofore used mately the normal working pressure is utilwithout any material reorganization of the ized for actuating agoverning-valve to throt- 2o mechanism. tle the supply of air to the main cylinder of The type of engine to which our present the engine when the main piston exceeds its 7o invention is applicable embodies a fluid-presnormal stroke. Our present invention also sure-actuated device for operating the main contemplates the employment of agoverningvalve which controls the admission of air to valve operated by live iiuid at approximately z5 and the exhaust of air from the main cylinthe normal working pressure; but instead of der. throttling the supply of air to the main cyl- 75 Our invention consists in a means for so inder we propose to throttle the supply of air controlling the {luid-pressure applied to the to, or the exhaust from, the cylinder in which device for actuating the main valve as to the actuating-piston for the main valve opregulate the supply of live Huid to the main erates, thus retarding the movement of such cylinder, and thus prevent the engine from main valve, and consequently retarding the 8c racing when it is doing no useful Work. The movement of the main piston. means employed for regulating the fiuid-pres- Our invention is illustrated in the accomsure applied to the device for operating the panying'drawings, in Whichmain valve is preferably actuated by live Figure 1 is a vertical longitudinal section fluid at approximately4 the normal working of an engine provided with one form of our 85 pressure. invention. Fig. 2 is a rear end elevation of The fluid employed for operating engines the engine, the outer cap-plate being removed in accordance With our present invention may in order to show the reversing-valve mechan- 4o be either steam, air, or other gas under presism, the main valve, its operating device, and

sure; but for convenience ofv description we the casing for said parts being also removed. 9o shall designate the operating iiuid as airy, Fig. 3 is an end elevation similar to Fig. 2, since that is the agent most generally embut showing the easing for the main valve ployed in engines of this general character. and its operating device in position and em- It has been proposed prior to our present bodying a modified construction. Fig. Llis a `invention to automatically govern the speed vertical longitudinal section of the rear end of the main operating-pistons of direct-actof an engine embodying the form of our ining engines by means of the air compressed vention shown in Fig. 3. Fig. 5 comprises a in front of the piston in uconnection with an rear and a side elevation of the reversingthe engine comprises the following parts,y

which are substantially the same, except as=` will be speci lically pointed out, as those shown and described in our Patent No. 615,236, hereinbefore referred to: The main'cylinfler' 1 of the engine contains a reciprocating piston 2, from which projects a piston rod or stem 3, to the outer end of which is attachedr the drill or ot-her tool which is operated by, the engine. rlhe rifle-bar 4, of the usual` construction, is provided at its outer endl with a pinion 5, which operates a reversingvalve 6 by means of arack 7 on the upper?.

edge thereof, this pinion and valve being lo-l cated in a chamber 8, formed by a cap 9,v bolted to the rear end plate 10 of the cylinder 1. The rotation or partial rotation of thel rie-bar4 is effected by means of a nut in theA piston 2 as the-piston is moved back and'forth in the cylinder, as is usual in engines of this` character. The live air for operating the piston is admitted to an air-chest 11 through a port 12 and from the air-chest 11 through a port or passage 13 to the fron t end of the cylinder, a spring-actuated valve 14 beingso located in this passage as to be raised by the air admitted through the port o'r passage 13, but preventing the return of air through that passage, and thus insuring the formation of a compressed-air cushion for the piston at the front end of the cylinder. Admission of live air from the air-chest 11 to the rear end of the cylinder is through ports 15 and 16,7

and the exhaust from the front end is through ports 17 and 18 and the main exhaust-port 19 and from the rear end of the cylinder through the ports 2O and 21 and the main exhaustport 19. The valve 22 for controlling the admission and exhaust is connected to and operated bya differential piston device 23, the end 23 of which operates in a cylinder 24, formed at one end of the air-chest 11, and the smaller end 23b of which operates in a cylinder 25, formed in the other end of the valve-chest 11. The chamber 8 receives live air from the chest 11 through a passage 26,l and air is'supplied to the cylinder 24 from the chamber 8 through a passage 27. The exhaust from the cylinder 24 is through a passage 28, a bridging-groove in' the reversing-valve 6, and an exhaust-passage 29, opening to the atmosphere. The plate 30, provided with a port 31 and a longitudinal groove 32, communicating therewith, is the same in construction and operation as the corresponding device shown in our Patent No. 615,236,

and the same means for setting the plate in order to regulate the normal stroke of the main piston may be employed,-such means being indicated at 33 in Fig-1 and shown in part in Fig. 2. All of the parts thus far described are constructed and arranged to operate in the manner set forth in therpatent just mentioned, and their operation need not, therefore, Ibe here described. to govern the speed of the vnna'in piston when the tool operated thereby is doing no Work, we propose to regulate the speed of the double piston 23 by the following means: A plug-valve 34, preferably having a conical or truste-conical inner end,vas indicated in the drawings, is'located in such position as to be project-ed into the exhaust-passage 29 and thus throttle the exhaust from the cylinder 24, whereby the return of the piston23 to the reverse position to that which it occupies in Fig. 1 of the drawings will be retarded. This valve34 is actuated by live, fluid introduced Abehind it through the passage 35, the opening between which and the chamber 8 is uncovered 7by the reversing-valve 6 when the vlatter is moved to a point beyond the normal limit of its movement by reason of a stroke of the main piston beyond its normal.

Referring now to Figs. 3, 4, 5, and 6, the several parts of the engine, except as hereinafter specied, are the same as in those illustrated in Figs. 1 and'2, and the description of the duplicate parts heretofore given may be read in connection with these iigures. lnstead of vemploying a differential piston device for operating the main valve 22 we here Vemploya double piston 36, the ends 362L and 36b of which are ofthe same diameter, as are also, of course, the corresponding cylinders 37 and 38. A passage 39 extends from the cylinder 37 to the chamber 8, and a similar passage 40 extends from the cylinder 38 to the chamber 8, the former opening into the chamber through a port 39L and the latter through a similar port 40, The passages 26 and 28'are the ,same in location and function as the parts designated by the same reference-numerals in connection with the figures already described. For the purposeof controlling the application of duid-pressure to the piston 36 We provide a reversing-valve hfth'at has on its upper edge Figs. 1 and 2. The slide-plate 41, employed in connection with the reversing-valve 6, is provided at its respective ends on one side with shoulders or lugs 4la and 41b and in the kside opposite these lugs with a bridging groove or recess 42. As'the reversing-valve is moved in the one direction or the other by thepinion 5 it strikesagainst the correspond- Aing lug on the'slide-plate 41 and moves the said plate so as to admit live air to the corresponding cylinder 37 or 38, as the case may be, through the corresponding port 39a or 40 in the passage 39 or 40, at the same time closing the other of these ports. When the plate 4l is moved so as to close the port 39% it puts the passage 28 in communication with the exhaust-passage 29, and thus exhausts the cylinder 37 and permits the live air admit-ted to cylinder 38 through port. 40a and passage 40 to move the piston to its rearward position,

In order to retard the movement of the main piston when its stroke exceeds the normal, we provide a differential valve 43 for partially closing either the passage 39 or the passage 40, the valve being shown in Figs. 3

and 4 as located so as to throttle the air in the passage 40. This valve is of the dierential type, because the pressure actuating it to effect the throttling of the air-supply to the cylinder 37 or the cylinder 38, as the case may be, is substantially the same as that which it throttles. This pressure of live air is applied to the rear of the valve through a passage 44, the end of this passage which opens int-o the chamber 8 being uncovered by the reversing-valve when the latter moves to a greater than the normal distance, as is indicated in Fig.3. The utilization of this form of the invention may be made in connection with either of the live- air passages 39 and 40, as has already been stated, or it may be employed in connection with both of them if desired, though its utilization wit-h one of the said passages only will probably be all that is required in any case.

Referring now to Figs. 7 and 8, the valves, ports, and passages are the same as those shown in Figsl and 2,except that adiierential valve 45 is employed in connection with the passage 28, leading from the cylinder 24 to the reversing-valve 6. The passage 46, leading to the space behind the valve 45, is in communication at its other end with the chamber 8 when the valve 6 moves an abnormal distance, so as to uncover such opening. The throttling action in'this case is substantially the same as thatin the construction shown in Figs. l and 2, except that it takes place between the cylinder and the reversing-valve, whereas in the construction iirst described the throttling takes place in the passage 29, leading from the valve 6 to the atmosphere. In each of the modilications described a small opening 47 is preferably provided from the chamber in which the throttling-valve is located to the atmosphere, in order that when the supply of live air lo such chamber is cut off the air previously introduced therein to actuate the valve may exhaust therefrom and permit the return of the throttling-valve to its inoperative position.

The form and location of the parts utilized in practicing our invention may be varied from what is specifically shown and described Without departing from our invention, and we therefore desire it to be understood that the invention is not limited in these respects except in so far as limitations are specifically embodied in the claims.

What we claim as our invention, and desire to secure by Letters Patent, is-

l. In a direct-acting, fluid-pressure engine, the com bination with a cylinder provided with inlet and exhaust ports, of a main valve for controlling the same, a piston working in said cylinder, a tluid-pressure-actuated device for operating said main valve, a controller for said duid-pressure-actuated device and means for rendering said controller active when the piston exceeds its normal stroke.

2. In a direct-acting, fluid-pressure engine, a cylinder provided with inlet and exhaust ports, of a main valve for controlling the same, a main piston working in said cylinder, an auxiliary piston' for operating said main valve, means for applying fluid-pressure to said auxiliary piston, a controller for said auxiliary piston and means for actuating said controller when the main piston exceeds its normal stroke.

3. In a direct-acting, fluid-pressure engine, the combination with a cylinder provided with inlet and exhaust ports, of a main valve for controlling the same, a main piston working in said cylinder, an auxiliary cylinder having inlet and exhaust ports and a piston in said auxiliary cylinder for operating the main valve, means operated by the main pist-on for controlling the inlet and exhaust ports of said auxiliary cylinder and means for partially closing one of said ports when the main piston exceeds its normal stroke.

4. In a direct-acting, fiuidpressure engine, the combination with a cylinder provided with inlet and exhaust ports, of a main valve, a main piston Working in said cylinder, an auxiliary cylinder having inlet and exhaust ports and a piston in said auxiliary cylinder for operating the main valve, a governing-valve for said auxiliary piston and a reversing-valve and ports and passages for effecting the operation of the governing-valve when the main piston exceeds its normal stroke.

In testimony whereof we, the said ALBERT BALL and THOMAS OFFICER, have hereunto set our hands.

ALBERT BALL. THOMAS OFFICER.

Witnesses:

FRANK A. BALL, JOHN H. CossITT.`

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