US2423719A - Motor-compressor unit lubrication - Google Patents

Description

8, 1947. G, MUFFLY 25423,?19

IOTOR-COIIPRBSSOR UNI'I' LUBRiGA'l'ION Filed Jan. 5, 1940 2 Sheets-Sheet 1 IN VEN TOR by 67191 Muff/y. M .y'g; sya' Patented July 8, 19 41 UNITED STATE s PATENT OFFICE the provision of a motor-compressor unit in which the refrigerant introduced into the unit is caused to flow around the periphery of the motor stator.

before being liberated in the interior of the unit;

the provision 'of a construction as above described in which the refrigerant after circling the periphery of the motor stator is then caused to flow downwardly through the rotor and betweenithe rotor and stator to further effect a cooling of the same; and the provision of a construction as above described in which means are provided for separating out oil from the refrigerant before it is passed upwardly over the motor, and delivering such separated oil directly to the lower part of the housing.

Other objects of the invention include the pro,- vision of 'a novel form of lubricating means for the various parts of a motor-compressor unit; the provision of. a sealed, motor-compressor unit having means for lubricating the parts thereof so constructed and arranged as to keep the lubricant substantially out of contact-with the rotor and stator of the driving motor; the provision of means for lubricating a sealed motor-compressor unit in which definite quantities of lubricant may be fed to different moving parts of the unit; the provision of a lubrication system for a sealed motor-compressor unit which eliminates the necessity of requiring any separate lubricant circulating mechanism; and the provision of a construction as above described in which a portion of an entrapped mass of lubricant is fed to the interior of one of the rotating parts of the mechanism and acted upon by centrifugal force therein to distribute the lubricant in measured quantities to desired points of discharge.

Further objects of the invention include the provision of a sealed motor-compressor unit having certain novel features of construction facili- 8 Claims. (Cl. 230-206) and emciently serviced and is relatively economical to manufacture.

The above being among the objects of the present invention the same consists in certain novel features of construction and combinations of parts to be hereinafter described with reference to the accompanying drawings, and then claimed, having the above and other objects in .view.

In the accompanying drawings which show a; suitable embodiment of the present invention and in which like numerals refer to like parts throughout the several different views,

Fig. 1 is a vertical sectional view taken axially through a motor-compressor unit of my improved design;

Fig. 2 is a fragmentary transverse sectional view taken on the line 2-2 of Fig. 1;

Fig. 3 is a fragmentary transverse sectional view taken on the line 3-3 of Fig. 1;

. Fig. 4 is a plan view of the supporting member for the thrust washer for the motor shaft in its original blank form and before being bent to shape;

Fig. 5 is an enlarged vertical sectional view taken transversely through one of the cylinders as on the line 5--5 of Fig, 1; and,

Fig. 6 is an enlarged fragmentary horizontal sectional view taken on the line 88 of Fig. 1.

Referring to the accompanying drawings and particularly to Fig. 1 it will be noted that the motor compressor unit includes a cast main body portion or housing I having an open top end which is closed by a cover 2 through theuse of suitable bolts or screws as shown. The housing I has an integral bottom wall centrally provided with an upstanding hollow boss to the bore of which extends through the bottom wall and is normally closed by means of the plate 22 in conjunction with suitable bolts or screws as shown. While thedrawings show a unit having a vertical axis, it is to be understood that most of the featating the manufacture and assembly of the entire structure whereby a more efficient, more reliable device is provided that may be readily tures of this invention apply equally to an assembly having its shaft disposed at any other angle, in some cases employing means other than gravity for moving oil to the point from which centrifugal force moves it.

The upper end of the housing I is slightly larger than the lower end and is provided with a cylindrical bore in over the area where the stator 3 for the electric driving motor is adapted to be received. As will hereinafter be more fully explaineda refrigerant circulating passage is formed' between the periphery of the stator 3 and I the housing I and for this reason the periphery of the stator 3 is preferably arranged to form a substantially fluid tight seal with the walls of the bore Ia. This may be accomplished in several a light press fit in the bore Ia where the periphery of the stator is of a continuous and unbroken nature; it may be accomplished by pressing a sheet metal or other sleeve into the bore Ia and then pressing the stator 3 into such sleeve; or it may be accomplished by surrounding the exterior of the stator with a light sheet metal or other sleeve of the required size to have a light press fit into the bore Ia. Where such sleeve is employed it is to be considered as a part of the stator 3 for the purpose of the present invention. The last described form is shown by way of illustration and the surrounding sleeve is indicated at 3a. Its location axially of the housing I isdetermined by means of a small step or shoulder Ib formed in the bore Ia and against-which the lower end of the sleeve 3a is adapted toabut.

The rotor 4 for the driving motor is, of course,

- positioned within the stator 3 and concentric to it and is pressed upon the upper end of the drive shaft 5 which extends downwardly therefrom to a point within andadjacent thelower end of the hollow boss Ic on the bottom wall of the housing 1. Immediately below the rotor 4 the shaft 5 is mounted in a removable. bearing 6 supported through its integral and oppositely extending lugs I upon the irmer end of a .pair of opposed and inwardly extending brackets or arms 8 formed integrally with the housing I at their outer'ends. The peripheral surfaces of the lugs I are machined concentrically with the axis of-the bearing 6. and the arcuate inner surfaces of shoulders on the arms or brackets 8 are machined to form a flat surface and an arcuate shoulder 84: or locating surface to insure the concentricity of the bearing 6 with respect to the axis of the housing I at all times. The lugs I are secured to the brackets 8 by means of screws 68 passing down through the lugs and threading into the brackets. The rotor 4 is provided with a plurality of vertical holes 61 extending downwardly therethrough, each disposed with its axi at the same distance from the axis of the shaft 5 as the axis of the screws 68 so that any one of the holes 61 may be brought into alignment with any one of the screws 68 and a screw driver projected down through any one of such aligned holes 61 to en- 'able the screws 68 to be manipulated. As indicated in Fig. 2, the lefthand screw 68 is located on a line passing through the axis of the shaft 5 disposed at an angle A with respect to the vertical center line of such figure, while the righthand screw 68 is located on a similar line disposed at an angle B to the right of such vertical center line. Corresponding screws 68 which pass through the remaining lug I are similarly disposed, that is, the lefthand screw is disposed on a line extending at an angle A to the left of the vertical center line and the remaining screw 68 on a line disposed at an angle B to the right of the vertical center line. The angles A and B being different, it will be appreciated that there is 4 In on the bottom wall of the casing with its shoulder or flange abutting the upper end of the boss and overlying the same.

The shaft 5-is provided with an eccentric 3 and a counterweight I0, preferably formed integrally therewith, as indicated. The counterweight III is shaped to permit it to be passed downwardly with the shaft 5 between the right- -hand margins of the brackets 8, as viewed: in Fig.

2, and its radially outer surface is disposed at a smaller distance from the axis of the shaft 5 than,

the bore of the stator 3, so as to permit it to be passed through the stator 3. The angle between the lefthand margin of the brackets 8, as viewed in Fig. 2, is such and the inner ends of the brackets 8 are so shaped as to permit the eccentric 8 to be passed vertically through them with the shaft 5 positioned concentrically of the housing I.

The weight of the shaft 5 and its rigidly connected parts, including the rotor 4, eccentric 9 and counterweight I0, is carried on a thrust disc or bearing I5, which is firmly clamped against the annular shoulder formed in the bottom portion of the bore of the hollow boss Ic by means of a deformable sheet metal part 23 and is prevented only one position in which the bearing 6 may be assembled to the brackets 8 and this feature is of importance in view of the fact that the bearin 6 is preferably bored while secured in position in the casing I and may, therefore, be always rev turned to its original position after removal.

from turning by a .pin I511. The part 23 as originally blanked out is indicated in Fig. 4 and the various fingers thereof are then upwardly and inwardly bent as indicated in Fig. 1. Originally the vertical dimension of the part 23 is greater than that capable of permitting it to be received between the thrust disc I5 and the cover 22 so that when the cover 22 is screwed into place the fingers of the part 23 are sumciently crushed down to .permit its reception in the space provided. The material from which the part 23 is constructed is preferably of sufficient resiliency or deformability as to allow it to bend and to maintain the thrust disc I5 firmly pressed up against its coaxial shoulder in the bore of the boss Ic after repeated disassembly and re-assembly.

A pair of cylinders 52 and 53, here shown as diametrically opposed, are carried by the housing I at opposite sides thereof, the cylinders 52 and 53 are shown aligned with each other and with their common axis passing through the eccentric 9 midway the height thereof. The cylinder 52 in the construction shown is formed separately from the housing I and has a reduced inner end closely received in a corresponding opening formed for its reception in the wall of the housing I. Two or more cylinders may be used and all removably attached like 52 if desired. The cylinder 53 in the particular construction shown is formed integrally with the housing I. Each cylinder 52 and 53 is provided with a conventional valve plate 48 and cylinder head '46. In the case of the cylinder 53, its corresponding valve plate 48 and cylinder head 49 is secured to it by means of bolts 50 passing through the cylinder head and valve and threaded into the cylinder. In the case of the cylinder 52, bolts 5| passing through the corresponding cylinder head 48 and valve plate 48 also pass through the cylinder 52 and are threaded into the housing I not only to secure the cylinder head and valve plate to the cylinder. but also to secure the cylinder to the housing I.

Each of the cylinders 52 and 53 is provided with a piston I4 reciprocally received therein and each piston is connected by means of a wrist pin 46 and connecting rod to the eccentric 8. The connecting rod I2 which connects the lefthand piston I4 with the eccentric 9. as viewed in Fig. 1,

- big end of the connecting rod I2 bears upon and is supported by the upper flanged face of the bearing II, while the equivalent face of the rod I3 bears upon and is supported by the upper face of the lower forked arm of the rod I2.

of the housing I at one end of the passageway '43. The housing I adjacent the port I is pro-' of the housing I is cut away to provide a vertical There may be two or more forked. rods with or without the one straight rod, but preferably each forked rod has a bearing that straddles the cen ter line of its piston on the eccentric 9. one rod having a thrust bearing on bushing II andleach other one on another rod.

Although the particular type of piston and valve mechanism employed in connection with the cylinders 52 and 53 forms no part of the present invention and may be of.any conventional type as, for instance, the type wherein the heads of the pistons are solid and a passage independently of the pistons communicates the compression space of each cylinder with the interior of the housing I, for the purpose of illustration each piston I4 is shown as of the type having a gas passage I4a through the head thereof and, as best illustrated in Fig. 5, the head of each piston is fitted with a thin valve member 41 overlying the outer end thereof including a readily flexible portion 41a covering the corresponding gas passage I40. and cooperating with the gas passage I4a to provide a suction port. The valve members 41 are fixed to the head of the corresponding pistons I4 by means of screws 54 which, as illustrated in Fig. 1, project beyond the end of the corresponding piston. It will be understood that the valve plates 48 are preferabLv recessed for reception of the heads of these screws 54 so as to provide for minimum clearance between the heads of the pistons and their corresponding valve plates at the outer ends of the piston stroke in accordance with the conventional practice. The discharge valve plate 48 may be similarly or otherwise fitted with suitable or conventional valves, and gas is pumped by the pistons through these valves into the cylinder heads 49 from which it may be conveyed by pipes or tubes 55, as illustrated in, Fig. 2, through a suitable condenser and to an evaporator ,(not shown) of a refrigerating system in accordance with conventional practice.

After the refrigerant has been introduced into and expanded in the evaporator, it is conducted back into the housing I and delivered to the suction side of the piston I4 for recompression. In returning this expanded refrigerant vapor to the interior of the housing I, it is caused to flow into the housing I in such a manner as to absorb heat from both the stator 3 and rotor 4 of the driving motor thus to prevent possible overheating of the same. In order to eflect this result, the bore Ia which receives the stator 3 of the motor is centrally cut away to form a relatively wide and shallow groove or passageway 63 almost completely annular in form but interrupted in its circular continuity by means of a vertical wall or abutment 86, as best illustrated in Fig. 2, thus imparting to the passageway 63 the form of a split ring or circle. The housing I is provided with an inlet or suction port ill extending therethrough which communicates with a short vertical recess OI on the inner surface passage 64 providing open communication between such end of the passage 63 and the upper I end of the housing I at a point above the stator 3. This is best shown in Figs. 1 and 3. Thus, re frigerant entering the port 60 is delivered to the recess II and then flows in a clockwise direction as viewed in Fig. 2 through the passage 63 between the stator 3 and the housing I until it reaches the abutment 68 and then flows upwardly through the passage 64 to the interior of the housing I above the stator 3 and rotor 4. This refrigerant then flows over the upper end of the stator and then downwardly through the space between the stator 3 and rotor 4 as well as through the openings 61 in the rotor 4 and into theiower portion of the housing I, where it is again in position to be drawn through the pistons I 4 and recompressed.

It will be appreciated that in drawing the relatively cold refrigerant in gaseous form from the evaporator and causing it to flow substantially completely around the outside of the stator 3 in relatively thin sheet-like form, and then causing it to flow up over the stator and then down between the stator and rotor and through the rotor,

it will absorb a considerable amount of heat from the stator and rotor and eillciently serves as a means for preventing possible overheating of the motor.

Means is preferably provided for draining from passage 83 any liquid oil which is being carried through the system with the refrigerant and delivering it to the lower portion of the housing I without necessitating its being carried upwardly over the stator 3. This is desirable not only to prevent such lubricant from building up into a relatively solid body in the passage 83 and thereby interfering with theproper flow of refrigerant through the passage 63, but also to keep it out of contact with the windings of the motor. Separation of oil particles from the refrigerant and collection thereof on the housing wall in passage 63 is effected by centrifugal force. The draining is accomplished by providing a groove 65, shown in Figs. 1 and 2, in the interior wall of the housin I and connecting the discharge end of the passage 83 with the interior of the housing below the stator 3. In other words, the groove or passage 85 short circuits the discharge end of the passage 63 to the lower portion of the interior of the housing I. Any liquid particles of oil in the refrigerant introduced into the passageway 83 tend to become separated out of the refrigerant vapor by coming into contact with and tend tooling to the interior walls of the passage 63, and gradually work around to the discharge side thereof and, upon reaching the area of the groove 35, will simply flow by gravity'down the groove 65 and into the lower portion of the housing I. The

size of the passageway 35 while suillciently large to take care of any usual volume of lubricant that might find its way into the passageway 33 still is sui'flciently small as to permit only a limited volume of gaseous refrigerant to flowthereresponding with the level of the present invention and is accomplished as follows.

The bottom of the housing I, and particularly that portion thereof below the lower edges of the cylinders 52 and 53, constitutes a lubricant reservoir and holds a body of oil I8 therein. The drive shaft is provided with a bore I6 of relatively large diameter therein which extends from the lower end of the shaft 5 to a point preferably within the upper bearing 3. The upper end of the bore I 3 is vented to the interior of the housing I by means of a vertical vent passage I1 extending upwardly to a point between the upper end of the bearing 3 and the lower end or the rotor 5 and which communicates with a transverse vent passage I1 which leads to the exterior of the shaft 5 at that point. The vent passages I1 and I1 are particularly brought out in Fig, 2. The

bore of the boss Ic in which the bearing II is received is provided with a vertical groove 33 therein which extends from the shoulder against which the disc I5 abuts to the upper end of the boss. The groove 33 is communicated with the 011 body I8 by means of a passage 32 through the boss. Adjacent its upper end the bearing II is provided with a hole or passage 34 therein in 8 thus has the effect of forming the lower end of the bore I3 of the drive shaft 5 into a standpipe from which no oil below the top of the tube may flow downwardly through the tube 25 and back into the reservoir -I8.

The bore of tube 25 may be of such diameter as to regulate the rate of oil flow into bore I6 of shaft 5, particularly in case the shaft is horizontally disposed. The centrifugal pumping of oil is effective in a shaft disposed at any angle.

When the unit is operating and the shaft 5 therefor rotating, this oil within the bore I6 is acted upon by, centrifugal force and caused to assume the shape indicated at 21 in Fig. 1. That is, it is caused to climb the sides of the bore It in shell-like form of gradually decreasing thickness. It is this body of oil 21 that is employed to lubricate the wearing surfaces of the unit above the bearing II, and provides a means bywhich a metered amount of lubricant may be fed to these other wearing surfaces. This metering of the body of oil 21 to the various wearing surfaces is accomplished by the use of metering or port tubes such as 28. These metering or port tubes 28 may be employed at any position in the bore I3 where it is desired to lead off lubricant to a wearing or other surface, except that none is required at the alignment with the groove or passage 33 and the exterior surface of the drive shaft 5, is provided a with a spiral groove in its surface, the upper portion of, which sweeps over the passage 34. The

passage 34 is below the normal level of the oil body I3 so that oil from the body in seeking its level flows under gravity through the passage 32, channel 33 and through the passage 34 to the surface of the drive shaft 5 within the bushing II and rotation of the shaft 5 causes the oil to be fed to the spiral groove 35 and carried downwardly between the shaft 5 and the bore of the bushing II, thus providing a lubrication for the drive shaft 5 in the lower bearing I I and also aiding in preventing the escape of oil from the bore I6 of the shaft 5 past the lower end of the shaft and the thrust disc I5, as will hereinafter be more apparent. The hand or pitch of the spiral or helical groove 35 will depend upon the direction of rotation of the shaft 5, the shaft 5 in the case shown being considered as turning in a clockwise direction as viewed looking down on top of the unit, and in such case the grooves 35 will be lefthanded or will have a lefthand pitch.

The lower portion of the boss It: in which the bearing II is received, is provided with a passage 20 therethrough connecting the lower portion of the 011 body I8 with the chamber 2I formed between the lower face of the thrust disc I5 and the closure plate 22 so as to provide for the free flow of oil to the chamber 2|. -The thrust disc I5 centrally carries an upstanding tube 25 which projects upwardly into the bore it of the drive shaft to a point materially above the lower end of the shaft 5 but preferably upwardly to a point somewhat below the minimum level of the lubricant body I3. The tube 25 is suitably fixed and sealed to the disc I5. Thus, the oil in the reservoir or oil body I8 may flow freely through the passage '20 into the chamber H and then up through the tube 25 into the hollow interior of the lower end of the drive shaft '5 where, when the shaft 5 is not rotating, it will find a level coroil body I8 at a point above the top of the tube extreme top of the oil body 21, but in the present case only one such metering or port tube 28 is shown by way of illustration. This is shown at a position where it will lead off lubricant from the oil body 21 to the wearing surfaces between the eccentric 9 and the connecting rods I2 and I3 at an area adjacent the upper side of the connecting rod I3 and the uppersfork of the connecting rod I2. The eccentric 9 for this purpose is provided with, a radial passage-29 communicating the bore I3 with the exterior surface of the cocentric 3 at the point indicated and described. The port tube 28 is fitted into the inner end of the passage 23. As best indicated in Figs. 1 and 6, the metering or port tube 28 is in the form of an apertured plug pressed into the inner end of the passage '29 and its inner end is enlarged to provide a shoulder 28a which engages the walls of the bore I3 and limits radially outward movement of the tube 28 in the passage 29.

The amount of oil from the body 21 which may flow through the tube 28 is dependent upon two things, namely, the size of the bore in the tube 28 and also the depth which the radially inner end of the tube 28 is submerged radially inthe body of oil 21. This last feature is controlled by the axial thickness of the shoulder 28a and usually will be such that it will lie slightly under the inner surface of the oil body 21 and the oil which passes through it will thus be more or less skimmed from the inner surface of the oil body 21 during operation of the unit. The oil which is skimmed off of the oil body 21 by the metering or port tube 28 will pass through the passage 29 to the wearing surfaces between the connecting rods and the eccentric and will also bethrown off radially into. the bore of the cylinders 52 and 53 whereit will lubricate the wearing surfaces of the pistons and cylinders and also the wearing surfaces between the pins 46 and the pistons I4 and the outer end of the rods I2 and I3 and the piston bosses. The oil that is fed out through the port tube 28 or other lubricant discharge opening from the oil body 21 is continuously replaced in the bore I6 by oil flowing into the bore I'B by gravity from the oil body I8. The port tube 23 may be 25. The tube 25 :5 readily inserted in place in the passage 29 from the bore I8 by means of a suitable tool prepared for that purpose.

The size-of the bore I6 is preferably so proportioned with respect to the speed of rotation of the shaft and its vertical. angularor horizontal arrangement that the oil body;2| will be elevated or moved to a point within the bearing 6, and within the portion of such bearing nearer its oil inlet the shaft '6 is provided with a radial passage 80 therethrough communicating the bore I6 with the exterior surface of the shaft within the nearer end of the bearing 6. The exterior surface of theshal't 5 within the length of t hear. ing 6 is preferably provided with a righthand (when the shaft turns in the direction previously assumed) spiral groove cut therein into which the passage 30 discharges and, accordingly, lubricant from the farther end of the body 21 will pass out through the passage 30 and into the groove 3| which will thus carry the lubricant over the wearing surface between the shaft 5 and bearing 6 to insure ample lubrication of the same.

Preferably some means is provided for constantly filtering the lubricant as it flows from the reservoir I8 through the passages 32 and 2II.-

For this purpose a conical screen I9 may be provided between the boss I c and the lower wall of the housing. The screen I9 may be fixed in position and in sealed relation at both upper and lower ends thereof with respect to the boss Ic and to the lower wall of the housing I by means of a split spring ring 36 snapped into a complementary groove formed in the exterior surface of the boss Ic. Ifdesired, further filtering elements may be employed and one of these may take the form of an annular screen 24 of outwardly facing C-like section pressed between the outer lower mar ins of the thrust disc I5 and thecover plate 22. The height of the screen 24 in free state is greater than the space provided for it in the final assembly so that its opposite edges are crushed or sprung into dirt tight re-' lation with respect to the disc l5 and cover plate 22 when the plate 22 is tightened into position. An additional filter element may take theform of a screen 26 surrounding the upper end of the tube within the bore I6.

In order to provide electrical connection between power leads exteriorly of the unit and the windings of the motor, a hole is drilled through the housing I adjacent the upper'end thereof as illustrated in Figs. 1 and 2 for each of the leads. An electrical conductor II projects through each of the holes. Each conductor II is imbedded and sealed in a sleeve I2 of suitable electrical insulating material which in turn is received and sealed centrally within a threaded plug 13. Each plug I3 is threaded in gas-tight relation into the outerend of the corresponding opening. The construction thus providing a gas-tight electrically insulated connection between the exterior and interior of the housing I. The outer ends of the connectors II maybe threaded or otherwise formed for connection to the usual electrical leads. Over the area where the inner ends of the conductors II project into the interior of the housing I, an angle sectioned electrical insulating strip I8 is preferably provided through which the inner ends of the conductors proiect to the space between the windings of the responding leads I5 of the motor may be soldered or otherwise secured. t

It will, of course, be appreciated that suitable gaskets are provided between all matching surfaces through which leakage might otherwise occur between the interior of the. housing I and the atmosphere. The gasket 83 betweencylinder Handhousing I is made in various thicknesses. of which the proper one is selected to provide the desired clearance space between the piston and' the cylinder head. A suitable set of gaskets is provided to permit this adjustment to be made.

- Additionally provided are a gasket such as 8I between the cover 2 and the housing I, gaskets 82 between the valve plates 48 and the corresponding cylinders and cylinder heads, gasket 88 between the cylinder 52 and the housing I and the gasket 84 between the plate 22 and the bottom wall of the housing I. The construction thus affords a hermetically sealed motor compressor unit in which an efllcient means is provided for absorbing heat from the driving motor to prevent possible overheating of the same in service, means for separating out liquid particles of lubricant from that portion of the stream of gaseous refrigerant employed for cooling the motor and delivering out the separated particles of liquid lubricant and short circuiting the passage thereof around the motor to the lower portion of the unit. It also provides a means by which an ample and fully controlled amount of lubricant maybe fed to the various working parts of the unit without requiringthe addition of any moving parts to the essential operating parts 01' the mechanism.

In assembling the motor compressor unit above described, it will be appreciated that the stator 3 may be pressed into place either before or after the rotor and its associated parts have been inserted. Before the rotor I is pressed upon the shaft 5 the bearing 6 is positioned on stator 4 and the bore of the housing I. The in-',

ner ends. of the conductors II inwardly of the insulating strip 16 are preferably notched to receive connector spring clips 14 to which the corthe shaft and the screws 68 inserted through the lugs I. The pistons I4 and their respective connecting rods I2 and I3 are inserted into place and then the rotor l and shaft 5 are fed downwardly into the housing, the lower end of the shaft 5 is introduced into the bearing II and the eccentric 9 is guided into the large-end of the connecting rods I2 and I3. The inner ends of the brackets 8are sufficiently spaced from one another to permit the passage of the eccentric 9 therethrough when turned toward the left-hand cylinder 53, and the space between the opposite sides of the brackets 8 is sufliciently wide to permit the passage of'the counterweight I0 therebetween as previously mentioned. As the parts are set into position the lugs I of the upper bearing 6 are brought into pcsitionvabove the inner ends of the brackets 8, the screws 68 are aligned with their corresponding openings in the ends of the brackets 8 and a screw driver is then introduced down through one or more of the holes 61 and the screws 63 are threaded into place. In this respect it will be recalled that because of the particular spacing of the screws 68 previously described there is only one rotatable position of the bearing 6 with respect to .the housing I in which the screws 68 may all the construction the stator 3 will be allowed to remain in position unless it is desired to remove it for repair or replacement.

Formal changes may embodiment of the invention described .without departing from the spirit or. substance of the broad invention, the scope of which is commensurate with the appended claims.

he made in the specific below the level to which said sump is filled with oil audits opposite end above said oil level, said shaft having a lengthwise hole therein extending from its lower end to a distance above said oil same, and compressor mechanism driven from said shaft.

4. In a motor-compressorunit of a refrigerating system, a gas-tight. housing enclosing the working parts of said unit, a vertical shaft forming a driving connection between said parts, said shaft, having an axially located longitudinal hole therein, a closure for the lower end of said hole. and a fixed tube leading into said hole through said closure axially of said shaft, said shaft, hole. closure and tube being so constructed and arranged as to lift oil within the shaft bore by virtue of centrifugal force.

5. A motor-compressor unit comprising, in combination, a housing, a motor and a compressor driven therefrom sealed in said housing, a common vertically directed shaft for said motor and level, a wall extending across and closing said hole at a position below said oil level, said wall having an oil inlet port therein adjacent the axis of said shaft in communication with said sump, a conduit extending upwardly within said hole from said port to 'a point below said oil level, a bearing of said unit located at least partly above said oil level, an oil outlet e from said hole to said bearing, a motor in the upper portion, of said housing connected to said shaft for driving the same, and compression mechanism in the lower portion of said housing receiving driving movement from said shaft.

2. Amotor-compressor unit comprising, in combination, a sealed housing, an oil sump in a lower portion of said housing, a vertical shaft rotatably mounted in said housing and having one end below the level to which said sump is filled with oil andits opposite end above said oil level; said shaft having a hole therein extending lengthwise thereof from its lower end to a distance above said oil level, a wall extending across and closing said hole at a position below said oil level, said wall having an oil inlet port therein adjacent the axis of said shaft and communicating with said sump, a conduit extending upwardly within said hole from said port to a point below said oil level. a plurality of bearings of said unit located at least in part above said all level and at different heights with respect to said oil level; an oil outlet passage from said hole to a lower one of said bearings, -a second outlet passage from said hole to a higher one of said bearings, a motor in the upper portion of said housing connected to said shaft for driving the same, and compressor mechanism driven from said shaft.

3. A motor-compressor unit comprising, in combination, a housing, an oil sump in a lower portion of said housingm. shaft rotatably mounted in said housing and having one end below the level to which said sump is filled with oil and its opposite end above said 011 level, said shaft having a hole therein extending lengthwise thereof from its lower end to a distance above said oil level, a wall extending across said hole at a position below said oil level, an oil inlet port in said wall adjacent the axis of said shaft in communication with said sump, a plurality of bearings of said compressor, an oil sump in a lower portion of said housing, said shaft rotatably mounted in said housing and having one end below the level to which said sump is filled with oil and its opposite end above said oil level, said shaft having a lengthwise hole therein extending from its lower end to a distance above said oil level and a vent passage leading from the first mentioned hole to an exterior surface of said shaft for the purpose of relieving gas pressure produced in said hole by the separation of vapor from the oil, a wall extending across said hole at a position below said oil level, said wall having an oil inlet port therein adjacent the axis of said shaft in communication with said sump. a conduit extending upwardly within said hole from i said port to a point below said oil level, a bearing of said unit located at least partly above said oil level, an oil outlet passage from said hole to said bearing, a motor in the upper portion'of said housing connected to said shaft for driving the same, and compression mechanism in the lower portion of said housing receiving driving movement from said shaft.

6. A motor-compressor unit comprising, in combination, a sealed housing, an oil sump in a lower portion of said housing, a vertically directed shaft rotatably mounted in said housin and having one end below the level to which said sump is filled with oil and its opposite end above said oil level, a bearing for said shaft, said shaft having a lengthwise hole therein ex- "tending from its lower end to a distance above said oil level, ascreen surrounding said bearing, a disc providing a thrust bearing for the lower end of said shaft forming a wall closing said hole at-the lower end ofsaid shaft, said thrust disc having an oil inlet port therein adjacent the axis of said shaft in communication with said sump, a conduit extending upwardly within said unit located at least in part above said oil level and at different heights with respect to said 011 level, an oil outlet passage from said hole to a lower one of said bearings, a second outlet passage from said hole to a higher one of said bearings, said second passage having its inlet end at a greater radius from the axis of said shaft than the inlet of the first said passage, a motor in said housing connected to said shaft for driving the hole from said port to a point below said oil level, a bearing of said unit located at least partly above said oil level, an oil outlet passage from said hole to said last mentioned bearing, a motor in the upper portion of said housing connected to said shaft for driving the same, and compression mechanism in the lower portion of said housing receiving driving movement fromsaid shaft.

7. Refrigerating mechanism comprising, in combination, a compressor, a motor for, driving said compressor, a vertical shaftconnecting said motor and compressor, a gas-tight housing enclosing the moving parts of said motor and compressor, a bearing at the bottom of said housing for the lower end of said shaft, an oil reservoir in said housing surrounding said bearing, a screen surrounding said bearing, said shaft having a hole therein extending from the lower end thereof Number upwardly therein, a disc closing the lower (and 2,138,093 of said shaft and providing a. thrust, bearing 2,113,691 therefor, said shaft having a helical groove in 1,081,159 that portion thereof embraced by the firstmeu- 3 1,738,104 tioned bearing whereby to feed oil downwardly 1,696,436 against said thrust disc to assist in sealing the 1,727,049 Joint between it and said shaft, and. an oil pas- 2,125,645 sage leading into said first mentioned bearing 2,062,052

from the annular space within said screen. 2,134,936 8. In a sealed motor-compressor assembly, in 1,934,482 combination, a gas-tight housing enclosing the 2,200,222 working parts of said assembly, a motor including 2,045,014 a rotor located in said housing, a compressor 2,033,437 having working parts driven by d motor and 2,035,276 sealed from atmosphere by said housing, a. ver- 2,199,486 tically directed shaft connecting said motor and 1,673,157 compressor for driving the latter, a bore in said 1,892,332 shaft extending lengthwise of it for at least part 2,065,162 of itslength, a stationary wail closing an open 591 137 end of said bore, an oil conduit extending through 1,733,104, said .wall into said bore at approximately the 2 43315 axis of rotation of said shaft. means fo s np 970,487 ing oil to said bore through said oil conduit, and 1,840,045 an oil outlet port leading from said bore for ad 0 delivery 0! oil to a bearing surface of said as- 5 4 sembly. 2,228,364 GLENN MUFFLY. 1 7 03 4 REFERENCES crrnn I I 113121332 The following references are of record in the flleof this patent: Numb'er UNI'IED STATES PATENTS 734 91 Number I Name Date 2,146,097 Touborg Feb. 7, 1989' 14 Name Date Feldbush et al, Nov. 29, 1938 Heller Apr, 12, 1938 Shipley Dec. 9, 1913 Hall Dec. 3, 1929 'Gray Dec. 25, 1928 Cobb Sept. 3, 1929 Money Aug. 2, 1938 Horlacher Nov. 21, 1936 Getcheii et a1. Nov. 1, 1938 Bixler Nov. '7, 1933 Tarleton y 7, 1940 Kenney et al. June 23, 1936 McCune et ai.- r. 19, 1936 Replogle Mar. 29, 1936 Doeg May 7, 1910 Powei1 June 12, 1928 Des Roches Dec. 27, 1932 Trask Dec, 22, 1936 Miles Oct. 5, 1697 Hall Dec. 3, 1929 Smith et a1. June 2, 1936, Gardner Sept. 20, 1910 McCormack Jan. 5, 1932 Johnson Feb. 16, 1937 McCune Jan. 25, 1938 Philip Jan. 14, 1941 6mm Nov. 4, 1930 Blood et a1. Aug. 9, 1932 Rataiczak Sept. 10, 1940 FOREIGN PATENTS Country Date mince Feb. 5. 1932

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