US811665A - Fluid-pressure motor. - Google Patents

Description

PATBNTED PEB. 6, 1906.

I'. SAGE. FLUID PRESSURE MOTOR.

APPLICATION FILED DEC. 5. 1904.

2 SHEETS-SHEET 1.

Fraga PATENTED PEB. 6, 1906.

I. SAGE. FLUID PRESSURE MOTOR.

APPLICATION FILED 1130.5. 1904.

' z sHEnTs-SH'BBT 2.

rr STATES parleur opinen.

FREDERICK SAGE, OF REDROOK, PENNSYLVANIA, ASSI'G-N OR, BY DIRECT AND MESN E ASSIGNMENTS, OF FORTY-FIVE ONE-I-IUNDRED'II-IS TO Hlh/ SELF, TI-IIRTY ONE-HUNDREDIHS TO ENOS B. SAGE, OF REDROOK, PENN- SYLVANIA, AND TVVENTY-FIVE ONE-HUNDREDTHS TO OYRUS H. SAGE, OF JOHNSONBURG, PENNSYLVANIA.

FLUID-PRESSURE MOTOR..

ivo. 811,665.

Specification of Letters Patent.

Patented Feb. 6, 1906.

Original application tiled October 29, 1904, Serial No. 230,595. Divided and this application filed December 5, 1904. Serial No; 235,551.

To all whom, it may concern:

Be it known that I, FREDERICK SAG-E, a

resident of Redrock, in the county of Mc* Kean and State of Pennsylvania, have invented a new and useful Improvement in Fluid-Pressure Motors; and I do hereby declare the following to be a full, clear; and eX- act description thereof.

. My invention relates to Huid-pressure motors, and more especially to vertically-arranged fluid-pressure engines for use on pumps and the like.

The object of the invention is to provide an engine of this character which does away or.

reduces to a minimum the clearance, so as to prevent the Wastage of live motive fluid, which automatically throttles the inlet to the upper end of the cylinder and automatically opens a free exhaust therefrom, which is so constructed as to take up the shocks and strains placed on the pump-rod in its upward movements, and in general to modify and render more efficient pump-motors.'

In deep-Well pumping, such as oil-wells and the like, the present practice is to connect the pump-rod, sucker-rod, or polish-rod, as the case maybe, to awalkingbeam mounted or trunnioned in suitable rig-timbers or derricks and operate said oscillating beam by means of an ordinary engine. In an applicationfiled October 29, 1904, Serial No. 230,595, I have shown and claimed a Huid-pressure motor or cylinder mounted directly on the pump-tubing and provided with a hollow piston-rod, into which the polish-rod, suckerrod, or pump-rodprojects and to whichit is secured.

The present application is a division of the application above referred to, and has for its object to claim the specific form of fluid-pressure motor or engine shown and described in said application.

The invention consists in the construction and arrangement of cylinder, piston, valves, and valve-operating means hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a side elevation of my pumping head or engine. Fig. 2 is a vertical section through the cylinder, taken transversely of the main valve. Fig. 3 is a vertical section taken lonposition.

gitudinally of the main valve. Fig. 1l is a similar view showing the valve in its opposite Fig. 5 is a horizontal section taken. on the line 5 5, Fig. 1 Fig. G is a vertical section taken on the line 6 6, Fig. 5. Fig- 7 is a vertical section taken on the line 7 7, Fig. 1. Fig. 8 is a vertical section on the line 8 8, Fig. I; and Fig. 9 is a detail showing the manner of connecting the polish-rod to the piston-rod.

In the drawings the well-casing is shown at 1 and the pump-tubing at 2. The latter at its upper end is provided with an outlet and with the usual stuffing box or gland 3Q Passed through the latter is the rod 4, which is the pump-rod and may be either a suckerrod or a polish-rod, as is now used in deepwell pumping.

My improved pumping-head comprises a Huid-pressure cylinder 5, arranged vertically and directly above the pump-tubing, being supported directly from the tubing by means of vertical rods 6 and a split clamp-collar 7, which is fastened around the pump-tubing. In this manner the cylinder 5 is supported above and in axial line with the pumptub ing. The cylinder 5 is provided With a piston S, secured to ahollow piston-rod 9, which pro- `jects through both heads of the cylinder. The pump or polish rod 4 passes up through this hollow piston-rod and is secured to the upper end thereof by means of the coil-spring 10, which is fastened to both the upper end of the hollow piston-rod 9 and to a collar .l l on the pump-rod 5, so that said spring will act both as a tension and compression spring. The object of this spring is to lessen the shock and jar which occurs when the pumprod begins to lift and the weight of the fluid comes onto the same. The object of making the piston-rod 9 hollow is to adapt the motorhead to existing oil-well rigs. custom to connect the pump or polish rod ill to o ne end of a walking-beam, and conse quently said rods project a considerable dis-' It is nowthe;`

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head of the cylinder.

valve-casing. The exhaust-ports are shown at 20 and 21. The walls of the valve-casing are cored out, so as `to vprovide ,passagesfor the duid-pressure, one of which passages communicates, through'theport 22, with thelower end ofthe cylinder 5 and another port 23 of which communicates, 'through Vthe pipe 24, with the upper end of the cylinder 5. The end '26 of the valve-chamber communicates,

through a port 27 ,with another port 28, leading to the :lower end ofthe cylinder. The

port 28 is controlled by a check or poppet valve 29, which normally is held closed by means of a spring 30, but is Aprovided with a stem 31, projecting up .into the cylinder, so that when the mainpiston 8 reaches the limit of its downward stroke 'it will contact with this stem and open the poppet-valve 29. `In a similar manner the end 33 of the valve-casing communicates, through aport 34 and pipe 35, with a port'36, which opens into the upper end of the cylinder 5. This port 36 likewise is controlled by a poppet or check valve 37,

whichiskept normally seated lby a spring 38 and has a stem 39, projecting down yinto the lcylinderin positionito have the main piston 8 contact therewith at the limit of its upward movement to open the poppet-valve. Both 'the ypoppet- valves 29 and 37 have spiral springs 40 surrounding their stems'and projecting slightly 'beyond their ends, these springs serving as cushions to lessen the shock when the main piston 8 strikes the stems of said valves and also to hold the valves 29 and 37 open for a longerperiod of time than would y otherwise be the case in order to give a more 'positive movement to the main valve 14. j

In the port 23, communicating with Ythe pipe 24, leading to the upper end of the cylinder, T .place an automatically-operating throttle and check valve, vthis comprising an ordi- 'nary disk valve 42, which seats toward the upper end of the cylinder and which is carried bya manually-adjustablethreaded stem 43. The valve 42, however, is not Vrigidly connected tothe stem, but is slidable thereon between'the collars 44and 45 on said stem.`

A coiled spring 46 'holds A.the valve normally vagainst .the collar or head 44. `By turning 'the stem 43 the vvalve 42 can'be drawn away 4from its seat the required distance'to admit the necessary quantity of motive fluid to the to than is determined by the position of the adjustable stem 43.

The main valve 14 is made hollow and is perforated from end to end. Through this projects a bolt 48, which serves not only jto secure in place the ends or heads 49 of the valve-casing, but also as a guide for the main valve. This through bolt does not completely iill the openings in the ends of the main valve, so that fluid-pressure can `leak through to both ends of the valve-casing. The interior of this main valve is constantly open to the inlet 19 through a port 5() in the valve-shell.

My pumpingengine will operate with either steam, compressed air,.gas,hydraulic pressure, or the like; but preferably steam or compressed air will be used. Its operation will be as'follows: When the main valve vis in the position shown in Fig. 3, the fluid pressure entering at the pipe 19 will pass, yby means of `the passage 17 in the valve and corresponding cored-out passage lin the casing, vto the port 23and thence when the throttle-valve 42 is openby'means of the pipe 24 to the upper end of the cylinder. This `will force the main piston downwardly, and at the limit of its downward movement said piston will contact with the stem 31 ofthe poppet-valve 29, thus opening the end 26 of the valve-chainber to the lower end of the cylinder 5. The lower end of this cylinder is already opened through the port 22 and passage 16 yin the vmainvalve to the exhaust-port 20. As a consequence when the poppet-valve 29 is opened the'pressure in the end 26 of the valve-chamber will be exhausted, so that the fluid-pressure in ythe opposite end 33 lof the yvalveohamber willforce the main valve over tothe position shown in Fig. 4, In this position the passage 17 of the main valve will connect the inlet-pipe 19 with the port 22 leading to the lower end of the cylinder, thus forcing the .mainpiston upwardly. At'the same time the 'passage 18 of the main valve will connect the port 23 with the exhaust-port 21, thus connecting the upper end of the cylinder with the atmosphere, so `that the fluid-pressure will escape down through the -pipe 24, past the throttle-valve 42 to the port 23, and thence to lthe atmosphere. This escaping `fluid-pressure will force the throttle-valve 42 downwardly against the tensionof the spring 46, thus giving a very large opening for the IOO exhaust and preventing the retention oi any resisting fluid-pressure against the iii'ree upward movement of the main piston. The upward movement of the main piston will continue until it strikes the stem of the poppetvalve 37. This will open the valve and put the upper end of the cylinder in communication with the pipe 35, which is connected to the port 34 leading to the end 33 ofthe valvechamber. As the upper end of the cylinder is in free communication with the atmosphere, it follows that as soon as the poppetvalve 37 is opened the pressure in the end 33 ci the valve-chamber is reduced, thus permitting the pressure in the opposite end 26 of the valve-chamber to force the main valve back to the position shown in Fig. 3, when the first mentioned operation will be repeated.

It will be observed that all of the inlets into the valve-chamber and into the cylinder are from below, so that the parts can be easily drained oi" condensation and the freezing of the valve prevented. Furthermore, the main valve is located on the lower head of the cylinder, and consequently there is only a slight amount of clearance at the port 22. Also the throttle and check-valve 42 is located in proximity to the main valve. this arrangement the wastage of motive fluid at a high pressure is reduced to a minimum.

The automatically acting throttle and check-valve 42 is of importance, as thereby I can accurately regulate the downward thrust of the piston-rod. It will be obvious that greater power is required to raise the pumprods than to depress the same, and as a consequence less fluid-pressure need be admitted to the upper end of the cylinder than to the lower end. Also that on the upstroke of the main piston all pressure above the same should be relieved, so as to o'fl'er no resistance to the upward travel of the piston. The automatically-acting throttle and check-valve described secures these desirable results. By properly adjusting the stem 48 I can regulate the opening, and consequently the amount of fluid-pressure passing to the upper end'oiE the cylinder. As soon as the exhaust occurs this valve will slide downwardly upon its stem, thus making the opening very large and preventing the retention of any pressure in the upper end of the cylinder. As soon, however, as the Huid-pressure is again admitted to the upper end of the cylinder the valve 42 will automatically move upwardly against the head 44 of its stem, and thus throttle the passage to the upper end of the cylinder and regulate the amount of fluid-pressure passing thereto.

The pumping-head described is entirely automatic and self-contained, is very simple of arrangement, cannot easily get out of order, can be attached directly to the pumptubing, and by reason ol this hollow pistonrod is adapted to beapplicd to existing pumping-rigs without necessitating any alteration in the rods now in use. All oi: the rig-timbers, walking-beam, derrick, and usual engine are dispensed with.

1. In a pumping-engine, the combination of a power-cylinder, a piston therein, passages leading to the opposite ends ci' the cylinder, a main valve for controlling said passages, said main valve beingadapted to be moved by huid-pressure, and means for exhausting' fluid-pressure alternately from opposite sides of said main valve, said means comprising valves controlling exhaust-passages, actuating means for such valves projecting into the cylinder on oppositte sides of the piston, and springs on said actuating means and extending beyond the ends thereof.

2. In a pumping-engine, the combination of a power-cylinder, a piston therein, passages leading to the opposite ends of the cylinder, a main valve for controlling said passages, said main valve being adapted to be moved by fluid-pressure, and means for exhausting fluid-pressure alternately from opposite sides of said main valve, said means comprising valves controlling exhaust-passages and provided with stems projecting into the cylinder on opposite sides of the piston, and cushioning means carried by said valve-stems.

3. A iiuidcontrolled valve for engines comprising a casing, a piston-valve slidably mounted therein and provided with an opening extending therethrough to both ends and having a port through its walls connecting the opening therein with a fluid-supply passage, and a guide-rod extending through the opening in the valve but only partially filling the same, whereby motive l'luid may pass to the ends of said piston-valve.

4. A fluid controlled `valve for engines comprising a casing, a piston-valve slidably mounted therein and provided with an opening extending axially therethrough to both ends and having a port through its walls connecting the axial opening therein with a Huidsupply passage, a bolt extending through the axial opening of the valve but only partially filling the same, whereby motive iluid can pass to the ends of said piston-valve, and

eads for said valve-casing secured in place by means of said bolt.

In testimony whereof I, the said FREDER- ICK SAGE, have hereunto set my hand.

FRED. SAGE.

Witnesses:

G. H. RANKrN, F. W. WINTER.

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