Hermetic compressor

The invention relates to a small, efficient hermetic compressor for refrigeration wherein reduction in size and minimization of parts is emphasized. The motor compressor unit is mounted within a sealed outer housing and comprises a cast crankcase, which is connected to the stator of the electrical motor by means of only three connecting screws that extend through the stator and are threadedly received in sockets in the downwardly depending legs of the crankcase. The crankshaft is pressed into the motor rotor and is journaled within the crankcase for rotation about a vertical axis. The crankcase includes a slot extending into the cylinder so that the connecting rod can be inserted laterally into the cylinder at the same time that it is slipped over the end of the crankshaft, and the wrist pin is then inserted through the same slot, through the piston and connecting rod, and is held in place by a spring clip.

BACKGROUND OF THE INVENTION 
The present invention relates to a hermetic motor compressor unit, 
particularly to such a unit which is intended for use in small capacity 
applications, such as small refrigerators. 
One of the primary concerns in designing refrigeration compressors for use 
in small capacity applications is that of minimizing the overall size of 
the unit without sacrificing efficiency or the capacity which is required. 
A further design consideration is that of minimizing the number of parts 
required and the assembly time. This is particularly important in small 
compressors because the manufacturing volume of such compressors is 
normally quite high and even small savings in material and labor reaches 
considerable proportions when high production levels are attained. 
One of the assembly operations performed in manufacturing such a compressor 
is that of assembling the connecting rod to the crankshaft and piston. 
Because the connecting rod articulates about the piston wrist pin only in 
directions transverse to the axis of the crankshaft, it is impossible, 
when using most conventional techniques, to insert the connecting rod over 
the end of the crankshaft when the connecting rod is attached to the 
piston. One technique for assembling the connecting rod to the crankshaft 
is the use of a split sleeve-type connecting rod wherein the sleeve halves 
are assembled around the crankshaft and secured together by means of 
bolts. The problem with this technique is that additional parts are 
required and there is a substantial amount of labor in assembling the 
connecting rod around the crankshaft. Furthermore, the split sleeve is a 
difficult part to manufacture due to the necessity for accurate machining 
of the mating surfaces thereof. 
A further solution to the problem would be to initially install the piston 
and connecting rod assembly into the crankcase and then insert the 
crankshaft through the open loop bearing end of the connecting rod. This 
solution is not feasible in the case of the compressor in question, 
however, wherein the crankshaft is disposed vertically and must have a 
relatively large bearing surface in contact with the supporting surface of 
the crankcase. This would require a correspondingly large opening in the 
connecting rod, which is not practical in very small compressors wherein 
the connecting rod is generally small. Although the connecting rod could 
be lengthened to accomodate the larger opening, this would increase the 
overall size of the compressor in the direction of the connecting rod. As 
mentioned earlier, minimizing the overall size of the unit is one of the 
design criteria of compressors of this type. 
U.S. Pat. No. 3,903,752 discloses yet another solution to the problem of 
assembling the piston, connecting rod and crankshaft. The wrist pin and 
connecting rod form a unitary assembly, which is inserted into the 
cylinder through a slot in the sidewall thereof at the same time that the 
integral, open loop bearing end of the connecting rod is slipped over the 
end of the crankshaft. There is a corresponding slot in the piston which 
enables the connecting rod-wrist pin assembly to be inserted. The primary 
difficulty to this technique is that the wrist pin portion of the 
connecting rod-wrist pin assembly is not permitted to bear fully on the 
openings in the piston. Because a slot in the piston is necessary to 
permit insertion of the assembly, the wrist pin assembly bears only on the 
top and sides of the opening in the piston, rather than around the entire 
periphery of the wrist pin as in conventional designs. This presents a 
series problem in low temperature compressors wherein the compression 
ratio is much higher and, consequently, the forces between the wrist pin 
and piston are high. It will be appreciated that the loss of part of the 
bearing surface will result in higher forces per unit area on the 
remaining bearing surfaces. Another difficulty is the complicated 
structure of the connecting rod and wrist pin assembly, which makes 
machining more difficult. Moreover, maintaining squareness of the 
connecting rod relative to the crankshaft and piston is much more 
difficult to achieve than in the case where the connecting rod is joined 
to the piston by a separate, cylindrical wrist pin. 
In prior art compressors of this type, the crankcase typically has been 
secured to the stator laminations by means of four bolts or screws 
positioned at the four corners of the stator. Although this provides a 
very stable support, it necessitates a crankcase which extends laterally 
over the full area of the top surface of the stator. This increases the 
amount of material which is required to produce the crankcase, and 
necessitates a generally larger crankcase. 
In U.S. Pat. No. 4,115,035, a compressor utilizing a two point support is 
disclosed. In this case, the crankshaft extends through a central sleeve 
portion and downwardly extending legs at the opposite end thereof are 
secured to the stator by means of screws extending through the stator. It 
has been found that this provides a very weak support resulting in a loss 
of stability between the crankcase and stator. Since the rotor is secured 
to the crankshaft, which in turn is supported within the crankcase, any 
loss of stability will result in loss of integrity of the air gap. In 
order to maintain optimum efficiency, it is extremely important that the 
air gap be maintained within very precise limits around the entire 
periphery of the rotor. 
In hermetic compressors, the motor-crankcase assembly is generally 
resiliently supported within the outer housing by means of spring 
supports. This not only isolates vibration and noise generated by the 
compressor, but provides some degree of isolation between the 
motor-crankcase assembly and shocks imparted to the housing during 
shipping and use. 
One prior art mounting arrangement comprises a plurality of mounting spuds 
pressed over the heads of the screws or bolts extending through the stator 
laminations and resiliently retained within a plurality of respective coil 
springs secured to the lower surface of the outer housing. The springs are 
mounted to the housing by means of metal mounting spuds welded or brazed 
to the housing and extending axially within the coil springs. In addition 
to serving as the connectors to the coil springs, the spuds serve as 
shipping stops to limit the vertical movement of the motor-crankcase 
assembly within the housing. 
Generally, the sockets in the upper spuds that are pressed over the heads 
of the connecting bolts or screws are concentric with the central axis of 
the spud. Because the connecting bolts or screws are necessarily disposed 
inwardly of the sides of the stator laminations to provide the required 
degree of structural integrity between the bolts and laminations, the 
support base for the assembly, as defined by the four support spuds, is 
also disposed inwardly of the sides of the laminations to the same extent. 
If the geometrical centers of the spuds could be relocated outwardly, then 
a more stable support base for the motor-crankcase assembly could be 
provided. 
The mounting spuds and their associated coil springs present a problem in 
that they often intefere with the end turns of the field windings, which 
extend out of the slots of the stator and form a mass on the lower surface 
thereof. This necessitates that the end turn configuration for the field 
winding be carefully controlled so that the end turns do not come into 
contact with the springs, which may result in wearing through of the 
insulation and shorting of the winding. 
Generally, compressors of this type are designed such that there will be no 
contact between the motor-crankcase assembly resiliently supported within 
the housing and the inner wall of the housing during normal use. During 
shipping of the unit, however, it is often subjected to severe shocks 
thereby causing the motor-crankcase assembly to strike the inner wall of 
the housing and cause damage to the compressor or rupturing of the 
hermetically sealed housing. Undue movement of the motor-crankcase 
assembly is also necessary to prevent overstressing of the mounting 
springs and discharge gas shock loop. 
SUMMARY OF THE INVENTION 
The above-discussed disadvantages and problems of prior art compressors are 
overcome by the compressor according to the present invention. 
Regarding the difficulty of assembling the connecting rod to the piston and 
crankshaft without resorting to a two-piece, split end connecting rod is 
accomplished by inserting the connecting rod over the free end of the 
crankshaft and at the same time inserting the opposite end of the 
connecting rod in the cylinder through a slot in the sidewall thereof. 
Rather than forming the connecting rod and wrist pin as a separate 
assembly which is then inserted through a slot in the cylinder side wall 
and through a slot in the piston, the present invention provides for first 
inserting the connecting rod and then inserting the piston over the top of 
the connecting rod. Following this, the wrist pin is inserted through the 
same slot in the cylinder wall through the aligned openings in the piston 
and connecting rod end. A wrist pin is secured in place by means of an 
internally disposed spring clip. 
This arrangement is advantageous because it permits the wrist pin to bear 
against the surfaces of the aligned openings in the piston about its 
entire periphery at all times, as opposed to one of the prior art 
techniques wherein a slot in the piston to accommodate the connecting rod 
and wrist pin assembly reduces the bearing surface. This is particularly 
important in low temperature compressors of this type wherein the 
compression ratio and, accordingly, the loading of the wrist pin, is quite 
high. This arrangement is also advantageous because it utilizes simply 
constructed parts which are easy to manufacture and assemble and 
squareness of the connecting rod relative to the piston and crankshaft can 
be maintained without difficulty. Additionally, the crankshaft eccentric 
on which the connecting rod is journaled can be made small and can be 
positioned very close to the main bearing. 
The compressor according to this aspect of the invention comprises a 
crankcase having a cylinder therein, a crankshaft rotatably received in 
the crankcase, a piston slidably received in the cylinder, and a 
connecting rod. The connecting rod comprises a first closed loop end 
received over a journal portion of the crankshaft and a second closed loop 
end wherein the second end is in register with a slot provided in the 
sidewall of the cylinder when the crankshaft and connecting rod are in 
their bottom dead center positions, whereby the connecting rod second end 
can be inserted into the cylinder at the same time that the first end is 
slid over the end of the crankshaft. A cylindrical wrist pin is journaled 
in the second closed loop end of the connecting rod and in aligned 
openings in the piston, and is completely encircled by the openings and 
second closed loop end of the connecting rod. The wrist pin is in register 
with the slot in the cylinder sidewall when the connecting rod and 
crankshaft are in the bottom dead center position whereby the wrist pin 
can be inserted through the cylinder sidewall into the piston. 
The invention also relates to a method of assembling a piston and 
connecting rod in a compressor comprising a crankcase having a cylinder 
therein, a cylinder sidewall including a slot therein, and a crankshaft 
rotatably connected to the crankcase. The method comprises the steps of 
slipping a connecting rod having a first closed loop end over a free end 
of the crankshaft such that the closed loop end is journaled on the 
crankshaft while at the same time inserting an opposite second closed loop 
end of the connecting rod through the cylinder sidewall slot into the 
cylinder, then inserting a piston through the cylinder and over the second 
closed loop end of the connecting rod. The wrist pin is inserted through 
the cylinder sidewall slot and then through an opening in the piston and 
through the second closed loop end of the connecting rod into an aligned 
second opening in the piston so as to connect the connecting rod and 
piston together. 
In accordance with a further aspect of the compressor, the crankcase is 
supported on the stator of the motor by means of three downwardly 
depending mounting legs, which are connected to the stator by three screws 
extending through the stator and received in threaded sockets in the 
mounting legs. This arrangement provides the smallest crankcase size 
possible yet without sacrificing the stable support which is necessary to 
ensure integrity of the rotor-stator air gap around the entire periphery 
of the rotor at all times. It is advantageous over the four point support 
utilized extensively in prior art compressors because the crankcase can be 
much smaller thereby reducing weight and amount of material required. 
The three supporting legs are spaced apart by 90.degree. about the central 
axis of the compressor with the two end legs being separated by 
180.degree.. It has been found that, by positioning the cylinder between 
two of the legs which are angularly separated by 90.degree., very stable 
mounting of the crankcase can be achieved even without the fourth 
supporting point which has customarily been employed in the past. 
The hermetic motor compressor unit according to this aspect of the 
invention comprises an outer housing, a stator disposed within the outer 
housing and including a central opening therethrough, an electrical field 
winding disposed within slots of the stator, a crankcase including a 
cylinder, and a piston slidably received in the cylinder. A crankshaft is 
rotatably mounted in the crankcase and includes a rotor secured thereto, 
which is concentrically disposed within the central opening of the stator. 
A connecting rod is journaled over the crankshaft and is connected to the 
piston. The crankcase includes three only mounting legs having respective 
lower surfaces which are in engagement with the stator and are secured to 
the stator by means of three threaded connecting members which extend 
through the stator and are secured to the mounting legs. The crankcase is 
resiliently mounted within the outer housing in order to isolate vibration 
and shocks. 
The crankcase includes a central opening through which the crankshaft 
extends, and the three mounting legs are preferably positioned to 
intersect three coplanar radii perpendicular to the axis of rotation of 
the crankshaft and spaced 90.degree. apart. Preferably, the cylinder is 
positioned such that its central axis is perpendicular to the axis of 
rotation of the crankshaft and is angularly spaced equidistantly from two 
of the mounting legs by 45.degree.. 
In accordance with another aspect of the compressor, the mounting spuds are 
designed such that the sockets which are pressed over the heads of the 
four screws extending through the stator laminations are eccentric 
relative to the central axis of the generally circular cross-sectional 
fingers extending downwardly and received within the mounting springs. 
This permits the center of gravity of the supporting spuds to be moved 
radially outwardly relative to the central axis of the compressor so as to 
broaden the base of support therefor. It has been found that this provides 
a much more stable configuration than does the prior art arrangement 
wherein the spuds are concentric with the axes of the screws or bolts 
connecting the crankcase to the stator. Furthermore, by moving the spuds 
radially outward, the respective coil springs are also moved further away 
from the slots of the stator thereby providing more room for the field 
winding end turns. Thus, the configuration of the end turns is not as 
critical as is the case with prior art compressors wherein the mounting 
spuds and springs are much closer to the stator slots. In order to prevent 
rotation of the spuds, there are provided stop collars which extend 
upwardly along a portion of the side of the stator. 
Specifically, the compressor according to this aspect of the invention 
comprises an outer housing, a stator disposed within the outer housing and 
including a central opening therein wherein the stator includes an upper 
surface, a lower surface and sides defining a peripheral surface. An 
electrical field winding is disposed in the stator and a crankcase is 
supported on the upper surface of the stator and includes a cylinder. A 
crankshaft is rotatably mounted in the crankcase and includes a rotor 
secured thereto, which is disposed in the central opening of the stator 
and is rotatable about an axis extending through the opening. A piston is 
slidably received in the cylinder and connected to the crankshaft. At 
least three elongated connecting elements extend upwardly through the 
stator and are distributed around the stator central opening near the 
peripheral surface of the stator. The connecting elements are secured to 
the crankcase and include heads protruding beyond the lower surface of the 
stator. At least three upwardly extending coil springs are secured to the 
outer housing, and a mounting spud is secured to each of the connecting 
element heads and is in abutment with the lower surface of the stator. 
Each of the spuds comprises a downwardly extending retainer finger 
disposed axially in a respective coil spring and retained therein, and 
further comprises a socket in which the head of a respective connecting 
element is received. The socket is eccentric relative to the finger and 
the axis of the respective spring whereby the major portion of the spud is 
disposed radially outward of the head relative to the axis of the rotor. 
Preferably, the connecting elements are screws and the heads of the screws 
are press fit in the sockets of the respective spuds. In a preferred 
embodiment, a further set of spuds are secured to the lower surface of the 
housing and project upwardly such that they are axially received in the 
coil springs. The lower spuds are of such a length that they abut the 
respective first mentioned spuds when the crankcase and stator assembly is 
pressed downwardly, thereby serving as shipping stops to prevent 
overstressing of the springs or damage to the compressor or housing. 
In accordance with yet another aspect of the invention, a lubricant pickup 
tube of the centrifugal type is secured to the crankshaft and extends 
downwardly into the sump provided in the lower portion of the outer 
housing. The lubricant pickup tube is disposed with and encircled by a 
cup-like cage element secured to the lower surface of the housing. The 
clearance between the cage element and pickup tube is selected such that, 
when the motor-crankcase assembly is deflected laterally, the pickup tube 
will abut the cage element before the motor-crankcase assembly strikes the 
side wall of the outer housing and before the springs and shock loop 
become excessively deflected. 
The clearance between the aforementioned mounting spuds is selected such 
that they will come into contact with each other before the lubricant 
pickup tube is able to come into contact with the housing or cage element 
when the motor-crankcase assembly is pressed in a vertically downward 
direction. 
The compressor according to this aspect of the invention comprises an outer 
housing, a pump assembly comprising a stator and crankcase connected to 
the stator and including a cylinder, a crankshaft rotatably received in 
the crankcase, and a piston slidably received in the cylinder and 
connected to the crankshaft. Spring means for resiliently supporting the 
pump assembly in the housing are provided whereby the pump assembly is 
permitted limited relative movement in all directions to thereby minimize 
the transfer of vibration and shock between the pump assembly and housing. 
A downwardly extending lubricant pickup tube is connected to the 
crankshaft and a cage means secured to the outer housing encircling and 
laterally spaced from a lower portion of the pickup tube limits lateral 
movement of the pickup tube to thereby prevent overstressing of the 
mounting springs or shock loops and preventing the pump assembly from 
striking the housing. Preferably, the cage means comprises a cup-like 
member secured to the housing and having sidewalls extending upwardly 
around the lower portion of the pickup tube. The cup-like member side 
walls include openings therein to permit lubricant to reach the pickup 
tube for subsequent distribution throughout the compressor. 
It is an object of the present invention to provide a small hermetic motor 
compressor unit wherein assembly of the piston, connecting rod and 
crankshaft is facilitated without reducing the amount of bearing surface 
between the wrist pin and piston. 
It is a further object of the present invention to provide a small hermetic 
motor compressor unit wherein the size of the crankcase can be reduced, 
yet the crankcase is rigidly connected to the stator in such a manner that 
the integrity of the rotor-stator air gap is maintained about the entire 
periphery of the rotor. 
A still further object of the present invention is to provide a small 
hermetic motor compressor unit wherein the stator is supported on a 
plurality of resilient mounts and the center of gravity of the individual 
mounts is located at or radially very near to the peripheral side edges of 
the stator. 
Another object of the present invention is to provide a small hermetic 
motor compressor unit wherein the resilient mounts are positioned such 
that the end turn configuration and size of the field windings is not as 
critical as in prior art compressors. 
Yet another object of the present invention is to provide a small hermetic 
motor compressor unit wherein the lubricant pickup tube serves also as a 
shipping stop to prevent excessive deflection of the motor-crankcase unit 
within the outer housing. 
Yet another object of the present invention is to provide a small, quiet, 
efficient and relatively inexpensive hermetic compressor for use in small 
capacity refrigeration applications. 
These and other objects of the present invention will become apparent from 
the detailed description of a preferred embodiment considered together 
with the accompanying drawings.

DESCRIPTION OF THE PREFERRED EMBODIMENT 
Referring now to the drawings in detail, FIGS. 1-4 illustrate various views 
of the assembled compressor. The compressor is mounted within a 
hermetically sealed outer housing 26 comprising upper and lower halves 27 
and 28, respectively, which are welded or brazed together along seam 30. A 
pair of mounting ears 32 and 34 are welded or brazed to the bottom of 
housing lower half 28 and include openings 36 to enable mounting to the 
frame of the refrigerator or other device in which the compressor is 
incorporated. 
A conventional multiple pin terminal 38 (FIG. 2) provides for electrical 
connection between an external source of supply to the field winding 40 in 
a manner well known in the art. Terminal 38 includes a cup member 41 which 
extends through and is brazed or welded to the lower housing half 28. 
Suction tube 42 and discharge tube 44 extend through the housing lower half 
28 and are welded or brazed in place. Suction tube 42 connects to the 
evaporator (not shown) of the refrigeration system and discharge tube 44 
connects to the condenser (not shown) thereof. 
The motor-pump unit of the compressor comprises an induction motor 46 to 
which is secured crankcase 48. Motor 46 comprises a stator 50 made up of a 
stack of laminations having a generally circular array of vertical slots 
(not shown) therethrough within which are wound the coils making up the 
field winding 40. Extending out of the upper surface 52 and lower surface 
54 of stator 50 are the end turns 55 of the field winding, and these are 
configured in a generally toroidal shape concentric with the axis of the 
motor 46. Preferably, the slots in stator 50 in which the field windings 
40 are diposed extend radially inward to the circular central opening 56 
of stator 50. A conventional rotor 58 is press fit over crankshaft 60, 
which is rotatably supported within crankcase 48 in a manner to be 
described below, and is concentrically disposed within the central opening 
56 of stator 50. A very uniform, concentric air gap is defined between 
rotor 58 and stator 50. 
Referring now to FIGS. 5, 6 and 7, crankcase 48 is of integral construction 
made of 30,000 UTS gray cast iron. It comprises an upper web portion 62, a 
central crankshaft bearing portion 64 depending from web portion 62, and 
three mounting legs 66, 68 and 70 depending from web portion 62. 
Crankshaft bearing portion 64 includes a cylindrical opening 72 therein, 
and the axial centers of legs 66, 68 and 70 intersect radii at points 
equidistant from the axis of crankshaft opening 72 wherein the center of 
leg 68 is spaced 90.degree. from the center of leg 66 and 180.degree. from 
the center of leg 70. The center of leg 70 is spaced 90.degree. from the 
center of leg 66. Threaded sockets 74 are provided in the lower surfaces 
76 of legs 66, 68 and 70 at the respective centers thereof. 
A cylinder 76 is machined in crankcase 48 and extends completely through 
web portion 62 from a position just radially outward of the crankshaft 
opening 72 to the flat, machined surface 78 illustrated in FIG. 5. The 
central axis of cylinder bore 76 coincides with a radius extending from 
the central axis of crankshaft opening 72, and this radius is spaced 
angularly 45.degree. from the radii of the threaded sockets 74 of mounting 
legs 66 and 68. A somewhat arcuate slot 80 (FIGS. 1 and 7) extends through 
the sidewall 82 of cylinder 77. The purpose of slot 80 is to facilitate 
assembly of the connecting rod to the piston 84 and crankshaft 60 in a 
manner to be described in detail below. An intake muffler chamber 86 is 
formed within web portion 62 and an intake opening 88 is provided in the 
side wall 89 thereof. A suction port 90 extends from suction muffler 
chamber 86 to the machined surface 78 of crankcase 48. A discharge muffler 
92 is also formed in web portion 62 of crankcase 48, and a discharge port 
94 extends from chamber 92 to the flat surface 78 of crankcase 48. It will 
be noted that suction muffler 86 and discharge muffler 92 are positioned 
on opposite sides of cylinder bore 76 and the centers thereof are 
equidistantly spaced from the vertical plane intersecting the central axis 
of bore 76. 
As shown in FIGS. 1 and 3, suction tube 96 is secured to suction inlet 88 
and is provided with a 90.degree. bend so that it extends downwardly 
before terminating in opening 98. The present compressor includes the 
feature of semidirect suction, which means that the opening 98 of the 
internal suction tube 96 is in direct alignment with the opening of the 
suction tube 42 (FIG. 1) that extends through housing 26 and is connected 
to the evaporator of a refrigeration system. This arrangement reduces the 
suction gas superheating and results in improved efficiency of the 
compressor. Preferably, the opening 98 of suction tube 96 is cut at a 
45.degree. angle relative to the longitudinal axis of the downwardly 
extending portion thereof. 
A hollow, generally frustoconical shaped cover 100 is positioned over 
discharge muffler 92 and is secured to muffler 92 by means of a screw 102 
extending therethrough and being threadedly received within socket 104. 
The discharge gas shock loop 106 is connected to and extends through cover 
100 into the interior of muffler chamber 92, and connects to discharge 
tube 44 as illustrated in FIG. 1. In order to avoid overstressing of shock 
loop 106 as the resiliently mounted pump unit moves within housing 26, 
shock loop 106 is bent to form convolutions 108 as illustrated in FIG. 4. 
Suction muffler chamber 86 is also provided with a hollow, generally 
frustoconically shaped cover 110, and is secured over chamber 86 by screw 
112, which is threadedly received within socket 114 (FIG. 7). Covers 100 
and 110 are seated on annular shoulders 115 and 116 at the upper ends of 
chambers 86 and 92, respectively. 
As discussed above, crankcase 48 is supported on three legs 66, 68 and 70, 
as opposed to prior art compressors wherein the crankcase has a four point 
support, and the legs are angularly spaced by 90.degree.. Leg 70 is joined 
to the central portion of web portion 62 by bridge portion 120, and legs 
68 and 66 are connected directly to the main part of web portion 62. 
Crankcase 48 is connected to stator 50 by means of three screws 122, which 
pass through clearance openings 124 in stator 50 and are threadedly 
received in sockets 74 in legs 66,68 and 70 (FIG. 3). Screws 122 are 
preferably cap screws having cylindrical heads 126 which protrude beyond 
the lower surface 54 of stator 50. Although not utilized to connect 
crankcase 48 to stator 50, a fourth screw 128 also extends upwardly 
through clearance openings in stator 50 and is connected thereto by nut 
130, which is tightened down against the upper surface 52 of stator 50. 
When screws 122 are tightened, crankcase 48 is drawn downwardly against 
the upper surface 52 of stator 50, and the three mounting legs 66, 68, and 
70 provide an extremely stable connection between crankcase 48 and stator 
50. As will be appreciated, this results in a substantially smaller 
crankcase because of the open area over that portion of the motor 46 
around the fourth connecting screw 128 as illustrated in FIG. 1. 
The valving arrangement for the suction and discharge gases will now be 
described. The cylinder head 132 illustrated in FIG. 12 is made of 30,000 
UTS gray cast iron and comprises a generally triangularly shaped discharge 
chamber 134 and a smaller, slightly elongated suction chamber 136 
separated from each other by web 138. Head 132 includes four clearance 
holes 140 for bolts 142 (FIGS. 1, 3 and 4). 
Head 132 is disposed over valve plate 144 (FIG. 13), which has an outer 
periphery in the lateral direction of the same shape as that of head 132. 
The lower surfaces 146 (FIG. 2) of head 132 are sealed against valve plate 
144 by means of a suitably shaped gasket 133 (FIG. 1). Valve plate 144, 
which is made of cast iron, is provided with four clearance holes 148 for 
bolts 142, and also includes a discharge passage 150 communicating with 
discharge chamber 134 in head 132 and a suction passage 152 communicating 
with suction chamber 136 in head 132. 
Leaf plate 154, which is made of bright polished flapper valve steel, is 
sandwiched between valve plate 144 and leaf plate gasket 156. Leaf plate 
154 and leaf plate gasket 156 each have the same peripheral shape as head 
132 and valve plate 144. Leaf plate 154 includes an elongated leaf valve 
portion 158 stamped therein and joined to leaf plate 154 by an integral 
hinge portion generally in accordance with conventional leaf valve design 
employed in prior art compressors. The end portion of leaf valve 158 is 
positioned directly below suction opening 160 (FIGS. 13 and 15), and is 
pressed into sealing engagement with the lower surface 162 of valve plate 
144 by the compressed gases produced during the compression stroke of 
piston 84. On the suction stroke of piston 84, however, the partial vacuum 
within cylinder bore 76 will draw leaf valve 158 away from the lower 
surface 162 of valve plate 144 and permit refrigerant within suction 
chamber 136 to pass through opening 160 into cylinder bore 76. Suction 
passage 152 (FIG. 13) is aligned with a similar opening (not shown) in 
leaf plate 154, which, in turn, is in alignment with suction port 90 
(FIGS. 5, 6 and 7). Thus, refrigerant is drawn from suction muffler 86 
through suction port 90 and passage 152 in valve plate 144 into suction 
chamber 136, and from there downwardly through opening 160 and past leaf 
valve 158 into cylinder bore 76. 
Referring now to FIGS. 13 and 14, discharge leaf valve 166 (FIG. 21), which 
is made of the same material as leaf plate 154, is connected to the upper 
surface 168 of valve plate 144 by discharge valve retainer 170 and rivets 
172. It will be noted that leaf valve retainer 170 includes a curved 
portion 174, which overlies the movable portion of discharge leaf valve 
166 and limits the upward movement thereof. A discharge opening 176 is 
positioned directly beneath discharge leaf valve 166 and communicates with 
piston bore 76. Discharge gas passage 150 (FIG. 13) is in alignment with 
an opening in leaf plate 154 and with discharge port 94 (FIGS. 5 and 6). 
On the piston compression stroke, the refrigerant flows upwardly through 
opening 176, past open discharge valve 166 into discharge chamber 134, and 
from there back through discharge port 94 into discharge muffler 92. The 
pressurized refrigerant flows out of discharge muffler 92 through 
discharge shock loop 106 and discharge tube 44 to the condenser of the 
refrigeration system. 
Valve plate 144 includes annular grooves 178 and 180 concentric with 
openings 176 and 160, respectively. The valve assembly described above is 
secured to the flat surface 78 of crankcase 48 by screws 142, which are 
threadedly received in four corresponding threaded sockets 182 in 
crankcase 48 (FIGS. 5, 6 and 7). 
With reference to FIGS. 1, 2 and 8-11, the piston and connecting rod 
assembly and the manner of assembling the same will be described. 
Crankshaft 60, which is best illustrated in FIG. 2, is journalled within 
the central sleeve portion 64 of crankcase 48 and includes a bearing 
portion 184 having a bearing surface 186 supported on the upper surface 
188 of crankcase sleeve portion 64. The end of crankshaft 60 is formed as 
a circular eccentric 190, and when the crankshaft 60 is fully inserted in 
sleeve portion 64, eccentric 190 will be positioned directly opposite the 
central axis of cylinder bore 76. In assembly, crankshaft 60 is first 
inserted into crankcase 48 to the position shown in FIG. 2, and rotor 58 
is then pressed over it. 
The connecting rod 192 comprises a closed loop first end 194 having a 
circular opening 196 therein, and a closed loop second end 198 also having 
a circular opening 200 therein and connected to the first end 194 by a 
shank portion 202. FIG. 8 illustrates connecting rod 192 being inserted, 
and this is accomplished by slipping the opening 200 over the eccentric 
190 of crankshaft 60. If this is done with eccentric 190 at the bottom 
dead center position illustrated in FIG. 8, slot 80 in the side wall of 
cylinder 77 will permit end 194 to drop into cylinder bore 76. It will be 
noted that slot 80 is generally the same shape as end 194 of connecting 
rod 192, and is located such that cylinder bore 76 will remain sealed even 
when piston 84 is in its bottom dead center position as illustrated in 
FIG. 2. 
After connecting rod 192 has been inserted to the position illustrated in 
FIG. 9, piston 84 is inserted through the opposite end of cylinder bore 76 
as shown in FIG. 9 over the end 194 of connecting rod 192. It is necessary 
to assemble piston 84 prior to the cylinder head and valve assembly. 
Piston 84 comprises a pair of aligned openings 206 and 208 extending 
through its skirt 210 to the interior 212 thereof. Openings 206 and 208, 
which are circular in cross section, have axes which intersect the 
longitudinal axis of piston 84. 
When piston 84 has been inserted to the position shown in FIG. 10, 
cylindrical wrist pin 214 is dropped in place through opening 206, then 
through the opening 196 in connecting rod 192, and finally into opening 
208 in piston 84. It will be appreciated that, when crankshaft 60 is in 
the bottom dead center position, wrist pin 214 can be inserted through the 
slot 80 in the sidewall of cylinder 77. FIGS. 2 and 11 illustrate the 
manner in which wrist pin 214 is held in place within piston 84. When 
wrist pin 214 has been slid to the position illustrated in FIG. 2, a 
generally U-shaped spring clip 218 is slipped over wrist pin 214 within a 
peripheral groove 220 therein and is positioned between and adjacent 
connecting rod end 94 and piston skirt inner sidewall 221 within the 
interior space 212 of piston 84. Spring clip 218 comprises legs 222 having 
arcuate inner edges 224 and tapered edges 226. The distal end 228 of clip 
218 functions as a hinge to permit legs 222 to spread as clip 218 is 
forced over wrist pin 214. The tapered edges 226 assist in spreading legs 
222 as clip 218 is inserted, and since the inner, arcuate edges 224 lie on 
a circle having a diameter smaller than the outer diameter of wrist pin 
214 and approximately the same size as the outer diameter of groove 220, 
spring clip 218 will be resiliently held in place. Clip 218 is inserted 
through the open, lower end of piston 84. Because spring clip 218 has a 
larger outer diameter than the openings 206 and 208 in piston 84, wrist 
pin 214 will be retained in place. FIG. 2 illustrates that wrist pin 214 
is spaced inwardly from the opposite sides of piston 84 so as to avoid 
scoring the walls of cylinder bore 76. 
Counterweight 234 is then connected to the end of crankshaft 60 by means of 
cap screw 236. The use of a detachable counterweight is advantageous 
because it allows for differences in counterweight size to compensate for 
variations in bore and stroke, the shaft eccentric 190 can be located 
adjacent to the main bearing 184, and it permits the use of a one-piece 
connecting rod 192. Counterweight 234 is attached to crankshaft 60 after 
the insertion of spring clip 218. 
Lubrication of the compressor is provided by means of a conventional 
aluminum killed, steel pickup tube 238 having a generally cylindrical 
upper portion 240 and a tapered lower portion 242. Tube 238 is pressed 
into a drilled out portion 239 of crankshaft 60 and extends downwardly 
into the refrigerant and lubricant sump formed within the lower portion of 
outer housing 26. Tube 238 is in fluid communication with two drilled 
passages 246 and 248 in crankshaft 60, which are in alignment with an 
opening 250 in counterweight 234. A lubricant distribution tube 252 is 
pressed within opening 250 so that lubricant pumped upwardly by tube 238 
will flow through passages 239, 246, 248 and opening 250 and then upwardly 
and out through lubricant tube 252. It is noted that tube 252 is 
positioned eccentrically with respect the axis of rotation of crankshaft 
60. Tube 252 preferably extends through opening 250 and is received within 
eccentric 190. 
The resilient mounting arrangement for the compressor to permit relative 
motion of the pump unit within outer housing 26 comprises four metal, 
generally cylindrical, and slightly tapered mounting spuds 256 welded or 
brazed to flats 258 formed in the lower half 28 of outer housing 26 (FIGS. 
2 and 20). There are four such mounting spuds 256. Coil springs 260 are 
resiliently clamped over respective spuds 256 and extend upwardly in a 
general vertical direction from the bottom of outer housing 26. 
Four upper mounting spuds 262 made of a suitable plastic material are 
positioned directly above the lower spuds 256 as illustrated in FIG. 20. 
Each of upper spuds 262 comprises a lateral flange portion 264, a 
generally frustoconical depending finger 266, which is resiliently clamped 
within coil spring 260, and a socket or recess 268, which is press fit 
over the heads 126 of the four connecting screws 122 and 128. The upper 
surface 270 of each of the upper spuds 262 are in abutment with the lower 
surface 54 of stator 50. Of primary importance is the fact that the 
central axis represented by dotted line 272 of circular sockets 268 is 
eccentric relative to the central axis shown as dotted line 274 of 
frusto-conical spuds 276 and 256. This permits the support centers of 
spuds 262 to be positioned further outward in a radial direction relative 
to the axis of rotation of crankshaft 60 than is the case with prior art 
mounting spuds of this type wherein the centers of support are coincident 
with the axes of the connecting screws 122. The relationship of mounting 
spuds 262 relative to connecting screws 122 is further illustrated in FIG. 
4. 
This arrangement is important in that it enables the support base for 
stator 50 and, therefore, for the entire compressor, to be larger than is 
the case with prior art compressors. Furthermore, the fact that the 
mounting spuds 262 and, therefore, springs 260 are further outward, the 
configuration of the end turns 55 of main winding 40 is not as critical 
because more space is available for the end turns 55. In order to properly 
position upper spuds 262, stop collars 280 are provided, and these collars 
have an inner arcuate surface 282 which generally conforms to the outer 
peripheral side surface 286 of stator 50. Stop collars 280 also serve to 
provide additional support in the lateral direction because they are in 
engagement with the sides 286 of stator 30. 
The fingers 266 of upper spuds 262 extend axially within coil springs 260 
and have a maximum outer dimension which is slightly larger than the inner 
dimension of coil springs 260 in their undeflected states so that fingers 
266 are resiliently and frictionally clamped within springs 260. 
The mounting devices described above, which comprise upper spuds 262, lower 
spuds 256 and coil springs 260, are positioned generally at the four 
corners of the stator 50. The major portions of the spuds 262, 256 and 
springs 260 are located radially outward of the heads of the connecting 
screws 122, and it will be seen that their respective axes are located at 
about the edge of stator 50. The size and positions of spuds 262 can be 
varied to adjust the location of the respective support axes, but it is 
generally preferable that the support axes are at or just slightly inward 
of the outer surface of stator 50. 
The resilient mounting devices just described permit the motor-crankcase 
assembly to move slightly relative to outer housing 26. Not only do coil 
springs 260 permit a certain degree of upward and downward movement, but 
they also permit some lateral movement as well. This serves to lessen the 
transmission of shocks and vibration between the compressor and outer 
housing. 
In order to prevent undue lateral movement of the motor-compressor unit 
within outer housing 26, a cup-shaped cage element 290 (FIGS. 2 and 16) is 
welded or brazed to the lower surface 291 of outer housing lower half 28. 
Lubricant pickup tube 238 extends downwardly into cage 290, and the 
clearance between the outer surface of cylindrical portion 240 and the 
inner surface 294 of cage 290 is selected such that the cylindrical 
portion 240 of tube 238 will contact the inner surface 294 of cage 290 
before coil springs 260 and shock loop 106 are excessively deflected and 
before any of the internal structure can strike the sides of outer housing 
26. Thus, cage 290 serves as a shipping stop in the lateral direction. The 
clearance between the lower end 296 of tube 238 and the bottom 297 of cage 
290 is slightly greater than the clearance between the lower end 298 of 
spuds 262 and the upper ends 300 of the corresponding lower spuds 256 
(FIG. 20) so that spuds 262 and 256 will engage each other before the 
lower end 296 of tube 238 strikes the bottom 297 of cage 290. The 
combination of lubricant tube 238, cage 290, and spuds 262 and 256 
function as shipping stops in the lateral and downwardly vertical 
directions. The up stop is accomplished by contact between a portion of 
the compressor and the inner surface of the upper housing half 27. 
In order to permit lubricant to flow to pickup tube 238, openings 304 are 
provided in the sides of cage element 290 as illustrated in FIGS. 2 and 
16. 
The particular shape of outer housing 26 has been designed so as to 
minimize the transfer of noise, and is disclosed in allowed copending 
application entitled "Continuous Curvature Noise Suppressing Compressor 
Housing," Ser. No. 158,573 filed concurrently herewith in the name of 
David C. Lowery and owned by the assignee of the present application. 
In operation, when main windings 55 are energized, rotor 58 is caused to 
rotate within the central opening 56 of stator 50 thereby causing 
crankshaft 60 also to rotate. This causes piston 84 to reciprocate within 
cylinder bore 76. On the suction stroke of piston 84, the partial vacuum 
within cylinder bore 76 opens intake leaf valve 158 and draws refrigerant 
through intake tube 42, then through the opening 98 and intake tube 96 and 
into suction muffler 86. From suction muffler 86, the refrigerant flows 
through passage 90 into intake chamber 136 and downwardly through opening 
160, past leaf valve 158 into bore 76. On the piston compression stroke, 
leaf valve 158 closes and discharge valve 166 opens thereby permitting the 
refrigerant to flow through opening 176, into discharge chamber 134, back 
through passage 150, through passage 94 and into discharge muffler 92. 
From there, the refrigerant flows outwardly through the opening in cover 
100 through discharge shock loop 106 and discharge tube 44 to the 
condenser of the refrigeration system. This same sequence occurs for each 
revolution of crankshaft 60. 
Lubricant pickup tube 238 is rotated by crankshaft 60 and pumps lubricant 
upwardly by centrifugal action in a manner well known in the art. The 
lubricant flows upwardly through passages 239, 246 and 248, and then 
through tube 252 whereby it is sprayed upwardly and drops by gravity 
through the compressor so as to lubricate the sliding parts thereof. It 
should be noted that the open configuration of crankcase 48 illustrated in 
FIG. 1 due to the three point support permits very good lubrication of the 
crankshaft bearings and of the piston. 
While this invention has been described as having a preferred design, it 
will be understood that it is capable of further modification. This 
application, is, therefore, intended to cover any variations, uses, or 
adaptations of the invention following the general principles thereof and 
including such departures from the present disclosure as come within known 
or customary practice in the art to which this invention pertains and fall 
within the limits of the appended claims.