Improvements in Direct Acting Engines, the Invention being particularly adapted to Pneumatic Hammers.
Year: 1899

page_text: Improvements in Direct Acting Engines, the Invention being
particularly adapted to Pneumatic Hammers.
We, HENRY JAMES KIMMAN, a citizen of the United States, residing at the City of
Chicago, County of Cook, State of Illinois, U.S.A., Manufacturer, and EDWARD NASH
HURLEY, a citizen of the United States, residing at the City of Chicago, County of
Cook, State of Illinois, U.S.A., Manufacturer, do hereby declare the nature of
this invention, and in what manner the same is to be performed, will be particularly
described and ascertained in and by the following statement, and illustrated in the
accompanying drawings, wherein :-
Figure 1 is a longitudinal sectional view through our improved direct acting
engine.
Figure 2 is a similar view, part of the handle being broken away, showing the
noving parts in a different position.
Figure 3 is a sectional view on line 3-3, Figure 1.
Figure is a detail view of the thumb nut, for admitting the throttle
valve.
Figure 5 is a detail view, partly in cross section, illustrating the lock for securing
the coupling sleeve in place.
Figure 6 is a detail side elevational view showing the manner of holding the
thumb nut which adjusts the throttle valve in a locked or adjusted position.
Figure 7 is an end elevational view of the valve block, looking at the rear face
thereof.
Figure 8 is a similar view, looking at the inner or front face of said block.
Figure 9 is a cross sectional view through said block, looking in the direction of
the arrows 9-9, Figure 10.
Figure 10 is a vertical sectional view.
Figure 11 is a cross sectional view as indicated by the arrows 11-11,
Figure 10.
Figure 12 is a longitudinal sectional view as indicated by the arrows 12-12,
Figure 8.
Figure 13 is a side elevational view illustrating the manner of closing the larger
bore of the valve chamber in the valve block.
Figure 14 is a similar view with the plug removed.
Figure 15 is an end elevational view as seen from the front, illustrating the handle
base.
Figure 16 is a rear end elevational view of the cylinder or barrel.
Figure 17 is a longitudinal sectional view of said cylinder or barrel on the line
indicated by the arrows 17-17, Figure 16, and
Figure 18 is a cross sectional view through said cylinder on line 18-18,
Figure 1.
This invention relates to a new and useful improvement in direct acting engines,
cominonly known as pneumatic hainmers. The engines of the class to which the
construction illustrated in the drawings relates, are designed to be operated by com-
pressed air supplied thereto through a flexible tube or hose, the engine being held to,
0.1

page_text: and guiled in its work, by an operator. Means are provided within convenient
reach of the operator for regulating the admission of compressed air to the engine,
to the end that the same may be controlled so that its piston will deliver light or
henvy blows at will, or that air may be shut off when desired. The type of engine
shown in the accompanying drawings is that, wherein a controlling valve is employed.
for admitting and exhausting air to and from the chambers at each end of the piston,
causing said piston to reciprocate. A tool, in the form of a chisel, caulking imple-
ment, or the like, has its shank introduced in the front end of the cylinder or nose of
the tool, and receives impacting blows from the forward end of the piston. The
object of this present invention is to simplify the construction of engines of the
character above described, and at the same time render them efficient, and economical
in the use of air, necording to the amount of work being done by the engine. The
features of invention in the tool illustrated in the dinwings, which are deemed new
are briefly, first, the construction and arrangement of an adjustable throttle valve for
controlling the admission of air to the engine; second, the means employed for
locking the rotary parts of the engine against displacement by unscrewing; third,
the novel construction, arrangement and operation of the controlling valve; fourth.
the novel port arrangements in the cylinder co-operating with a piston operating in a
uniform bore throughout the length of raid cylinder, and, finally, the invention
consists in the construction, arrangement and combination of the several parts,
all as
will hereinafter he described, and afterwards pointed out in the claims.
Referring to the drawings, A indicates a handle, the grasping portion of which is
preferably inade hollow, the end thereof communicating with a threaded opening a
in which is received a nipple in a flexible pressure supply pipe, not shown, which
pipe is connected to some suitable source of compressed air supply or other pressure
fluid. indicates the handle base provided with an internal screw flange A. This
Hauge is enlarged on one side, preferably in line with the handle A, and suitably
bored to receive a sleeve B. This sleeve is provided with openings and b, the
Intter of which is controlled by valve C. Elongated chambers and are forment
in the handle base to register with these openings band 6, the chainler a being in
communication with the air supply duct formed in the handle A, and the chamber a',
being in communication with the passage way formed in the handle base,
through which passage way, the air passes to the engine. The forward end of sleeve B
lins a threaded connection with a rotary plug D, so that by turning said plug, the
sleeve can be adjusted longitudinally for the purpose of changing the position of its
opening, with relation to the forward head of valve C. Plug D is held against
axial movement by a cross pin d, fitting in a circumferential groove ', formed in the
hub of said plug, and in order to lock the plug in its adjusted position, I prefer to
form a series of notches or openings d", in its external flange, with which notches or
openings co-operates a spring pressed pin E, provided with a suitable button e, by
which said pin may be retracted out of engagement with the plug, thereby permitting
the plug to be rotated, and, when said pin is in its normal forward position, it
engages one of the notches or openings, and locks said plug in place.
Interposed between plug and valve C, is a spring e, tending at all times to force
said valve rearwardly or in its home position.
The rear end of valve O is formed with a head, with which co-operates a handle 1,
pivoted so as to swing in a slot in the main handle A, Enid lever or trigger F, having
à suitable button or thumb piece at its outer end, by which the same may be
operated. The operation of the throttle valve just described, is as follows:
Assuming the parts to be in position as shown in Figure 1, it will be obvious that
when trigger or lever is depressed, the valve C will be moved forwardly to open the
port in the sleeve B, and permit pressure in chamber all, to pass through the
sleeve B, around the waist of the valve, and out through the ports a', and into
passage whence it is admitted to the engine. When trigger is moved to the
full limit of its stroke, the full port area of the throttle valve is open, while the paris
are in the position shown in Figure 1. Assuming that plag D is rotated so as to
move the sleeve B forwardly in a direction longitudinally its axis, as shown in Figure 2,

page_text: it will he obvious that, when trigger F is operated, while the valve C moves the
same distance, the initial movement thereof accomplishes nothing, by reason of the
forward displacement of the port . Just before the valve completes its final move-
inent, its forward head opens the port as shown. The available area of port 61,
through which pressure may pass when the valve is in its forward position, can be
adjusted by rotating the plug D, and by such adjustment nothing is left to he
determined by the operator in his manipulation of the trigger F, as said trigger is
pushed to the full limit of its movement whenever it is desired to admit pressure to
the engine. This is advantageous because it admits of the adjustment of the throttle
valve before work begun, so that a certain amount of pressure can be admitted to
the engine, and all that is required to admit that amount of pressure to the engine,
is the full movement of the lever or trigger F. This relieves the operator from the
strain of trying to maintain the lever in a certain position when the engine is being
worked in order to admit a small amount of pressure thereto. The spring pressed
pin forms an important function in this connection, in absolutely holding the sleeve B
in its adjusted longitudinal position. When it is desired to change the area for
the admission of pressure to the engine, either by increasing or decreasing the same,
the plug D is rotated in one direction or the other to force the sleeve B rearwardly to
increase the area, and forwardly to decrease said area. Plug in its threaded
connection with the sleeve B, may be provided with a double thread, or a thread with
suitable pitch so as to accomplish the longitudinal movement of said sleeve without
necessitating a number of turns of said plug.
Gindicates a valve block, which is received in the forward end of the handle base A',
being held against rotary movement therein by suitable dowel pins g, which are
received in recesses or openings in said handle base. This valve block is illustrated in
Figures 7 to 14, wherein it will be seen to consist of a block, preferably circular in
cross section, formed with a transverse bore and provided with suitable port openings
to co-operate with a valve carried in its hore, to admit and exhaust pressure at each
end of said bore to throw the valve, and admit and exhaust pressure to and from
suitable registering passages, leading to each end of the cylinder or barrel.
Hindicates the cylinder, which abuts against the front face of the valve block, the
rear end of said cylinder being provided with an external flange h, co-operating with
an internal flange i, on a collar or coupling sleeve I, said sleeve being externally
threaded, to engage the flange A" of the handle base, so as to clamp the parts
together. The valve block is provided with dowels g', on its front face which are
received in suitable openings in the rear end of the cylinder to prevent independent
rotation of said parts when assembled. In order to lock the coupling sleeve in
position so as to prevent the same jarring loose, which would permit the pressure
fluid to blow through, we provide a threaded annular groove i, at the forward end
of said coupling sleeve, with which co-operates a bolt or threaded rod J, introduced
through an opening in the side of the handle base. This screw bolt J, as shown
in Figure 5, has its forward end j, seated in a suitable pocket, axially in line with
the lateral bore, which receives said screw, the outer end thereof being slotted for
the reception of a suitable tool, in the form of a screw driver, by which the same
may be rotated and screwed in position. It will be noted that screw J has no
threaded engagement with the handle base, but is free to rotate therein, and, being
received by, and engaging with the threads in the annulus ', will prevent said
sleeve from unscrewing when said screw J is in position. Furthermore, after
screw is introduced to lock the parts together, a continued rotation thereof will
rotate the sleeve 1 slightly, in the direction in which it moves to be screwed to its
home position. This is advantageous in that, while it is possible for screw J to
rotate the sleeve, it is practically impossible for the sleeve to rotate the screw, due
to the slight pitch of the parts which engage each other. We prefer to intro.luca
a plug in the bore of screw J, so as to prevent the entrance of dirt, etc., and give
additional security from unscrewing, as pitch of plug thread is finer than that of
screw and any rotation would have a tendency to lock same.
The bore of cylinder H, is practically of the same diameter throughout its length,

page_text: and receives a piston K, of corresponding diameter, mid piston having a reduced
or waist portion k, near its rear end, forming practically two hends at the ends of
said piston. This piston co-operates with a tool shank marked L in Figures 1 and 2,
which is loosely introduced into a wear sleeve M, fitting into the end of the
cylinder. We will now describe the operation of the engine. referring to the
various porta which are controlled by the piston, and the valve in the valve block.
The valve, which is arranged in the valve block, consists of a hollow body
portion N, which operates in the smaller hore of the valve block, and an enlarged
head portion N', which operates in the larger hore of said valve block. This larger
bore is closed by a plug G', while the opposite side, or the smaller bore, is left
open by the sleeve 1. The external periphery of the body portion of valve N is
practically uniform throughout its length, with the exception of a reduced portion n,
near the heari, while ports are arranged near the forward end of said valve to
co-operate with suitable circular chambers communicating with the smaller bore in
said valve block. These chambers we have marked " and al
1
Assuming the parts to be in the position shown in Figure 1, the head of the
valve registers with and closes aligning ports g, one of which is in communica-
tion with the supply port all. In this position, no pressure is admitted to the
chamber behind the piston. Portan however, register with the chamber n",
into which chamber leads a port. I opening from the cylinder bore near the
rear end thereof. Port exhausts pressure from the rear end of the cylinder
hore in this position of the valve, leading said exhaust to the chamber a
whence it passes through the ports n', into the valve, and out through the end
of the smaller bore in the valve block into an annular chamber, whence
the exhaust passes into the atmosphero through exhaust openings in the handle
base. Incident to this position of the valve, pressure is atmittel in front of the
piston through the ports g, the reduced portion in the body of the valve.
chamber port gin, and port 4", which opens into an enlarged chamber 4,
in the cylinder, and in front of the piston. Pressure being now exhausted from
hehind the piston and admitted in front thereof, said piston will start on its rearward
movement, and in such rearward movement, will accomplish the following:
First. Close a port 4, which has hitherto admitted pressure behind the larger
head of the valve through a port ho, the reduced portion of the piston registering
an inlet port. A with the port h².
Second. The forward head of the piston will next close the inlet ports and in
the order unined.
Third. The rear head of the piston passes an inlet port leading from the
port, and the reduced portion k, by establishing communication between the
ports, and an exhaust port relieves the pressure from behind the larger
head of the valve. During this operation of exhausting the pressure from the
larger head of the valve, the port ³ is closed by the front head of the piston.
Fourth. A port exhausts the pressure from the forward end of the piston
beyond which point the piston travels by momentum until the port is
renched, which port, being located some distance in advance of the valve block,
will confine n suflicient quantity of air to offer a cushion to the rearwardly
moving piston rendering the striking of said valve block by the rear head of
the piston practically impossible in the normal operation of the engine.
Fifth. Just before the port 10 was opened to exhaust the pressure in front thereof,
the pressure behind the larger head of the valve having previously been exhausted,
the pressure entering port g, will operate on the inner face of the larger head
of the valve to throw said valve to its other position, which is shown in Figure 2.
By the time the valve has been thrown to this position, the piston will have
reached its rearmost position, in which the pressure from the supply duet 2188
will now pass directly into the rear chamber of the cylinder, forcing said piston
forward, so that the forward movement of the piston under Euch pressure will
necomplish the following :

page_text: Seventh. I EXTRIST portr WIN DC COSCH DY
the pressure in front of said piston will now be exhausted through port, entering
the annular chamber 21, whence it passes through the ports n of the valve,
through the hollow valve to the exhaust chamber all, and out through the exhaust
outlets x.
Eighth. The rear head of the piston will close the ports 18 and 1º.
Ninth. Space
Tenth. Port
will register with port h³.
will be open to admit pressure behind the larger head of the
valve, so as to throw the same to its other position, or to the position shown in
Figure 1.
Eleventh. The piston then delivers a quick, impacting blow on the end of the
chisel shank 1, introduced into the forward end of the cylinder, the rebound of the
piston being in the direction it will now travel, by pressure being admitted through
the port On the return or rearward movement of the piston, the cycle of opera-
tions above described will follow.
n
It will be observed that in the construction above described, a closed head at the
forward end of the cylinder is necessary to the successful operation of the engine.
The absence of the chisel shank, will, therefore, cause the piston to cease recipro-
cating, pressure blowing through the space formerly occupied by said chisel shank.
This is an advantageous feature, for the reason that while a small amount of pressure
is lost when the engine is not operating, it saves the operator considerable annoyance
in not having to handle a tool which is constantly vibrating when he moves from one
part of the shop to the other. It frequently occurs in practical operation, that a
workman will tie the handle co-operating with the throttle valve, in a fixed position,
so as to be relieved of the strain of holding the throttle valve open when working,
and when the engine is not applied to actual work, the vibration of the same is not
only inconvenient and unpleasant, but frequently the piston will hammer itself at
either end of the cylinder, and so battering the metal, that its easy operation is
affected. By the use of our construction, when the workman takes the engine away
from its work, he simply removes the chisel, when the piston will move forward to an
abnormal position, so as to permit the pressure from port to blow through, and in
such position pressure from port hs will likewise blow through k, ho, ho, hs and ho.
When the chisel shank opening is closed, either by the introduction of the chise!
shank, or any other way, when pressure is being admitted to the engine, pressure
through port will immediately force the piston rearwardly, closing ports and
and reciprocation of the piston will thereupon commence.
We are aware that many minor changes in the arrangement, construction and
combination of several parts of our device can be made and substituted for those
herein shown and described, without in the least departing from the nature and
principle of our invention.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim, is
1. In a pneumatic hammer having an inlet passage for the admission of the motive
fluid, the combination with the throttle valve controlling said passage, of a sleeve in
which said valve is mounted, and means for adjusting said sleeve so as to change the
relation of the port openings therein relative to said throttle valve; substantially as
described.
2. In a pneumatic hammer having an inlet passage for the admission of the motive
fluid, the combination with the throttle valve controlling said passage, of a spring for
pressing said valve in a direction to close said passage, a sleeve in which said valve is
imounted, and ineans for adjusting said sleeve so as to change the position of ports
therein relative to said valve; substantially as described.

page_text: 3. In a pneumatic hammer having an inlet passage for the admission of motive
fluid, the combination with the throttle valve controlling said passage, of a spring
pressing said valve in its closed position, a sleeve in which said valve is mounted, a
plug having a threaded engagement with said sleave, whereby, upon the rotation of
said plug, the sleeve is neljusted longitudinally its axis, and means for locking said
plug in a rotatably adjustable position; substantially as describe 1.
1. In a pneumatic hammer having an inlet passage for the admission of the motive
fluid, the combination with the throttle valve controlling said pissage, of meins for
pressing said valve in one direction to close said passage, a lever for moving said valve
in the opposite direction for opening said passage, and an adjustable sleeve enclosing
said valve substantially as described.
:
5. In a pneumatic hammer having an inlet passage for the admission of the motive
fluid, the combination with the throttle valve controlling mid passage, of n
spring for pressing said valve in a direction to close said passage, a sleeve enclosing
said valve, said sleeve containing ports, a plug having a threaded connection with
said sleeve for adjusting the same longitudinally, an 'ingans for holding said plug in
its different rotatory positions; substantially as described.
6. In a pneumatic hammer having an inlet passage for the mission of the motive
fluid, the combination with a reciprocating throttle valve for controlling said
g
of means for pressing said valve in one direction to close said passage, a lover for
moving said valve in an opposite direction to open said passage, a sleeve enclosing
said valve, an adjustable screw plug engaging said sleeve to move the same longi
tudinally, and means for locking sand screw plug in its different adjuste positions;
substantially as described.
7. In a pneumatie lammer, the combination of the handle having the inlet passage
extending through it, the throttle valve arranged to reciprocate in a hore of said
handle for controlling said inlet passage, an adjustable sleeve enclosing said valve,
and provided with ports which are constantly in register with the inlet passage
through the handle, and other ports which are constantly in register with a supply
passage to the engine, means in engagement with said sleeve for adjusting the sune
longitudinally, and a lever for operating said valve independently of said sleeve;
substantially as described.
8. In a pneumatic hammer, the combination with the handle provided with an inlet
passage for the motive fluid, of a sleeve introduced in said passage, and provided with
suitable port openings for the admission of pressure from said pissage into said sleeve.
means for adjusting said sleeve, a throttle valve arranged in said sleeve, and means
for operating said valve independently of said sleeve; substantially as described.
9. The combination with two independently rotatable elements, of a screw bolt
which operates in a smooth ore in one end of snid elements, and has a threaded
connection with the other of said elements, for the purpose of locking said elements
against independent rotation; substantially as described.
10. The combination with two independently rotatable elements, one of which is
provided with a plain bore or opening, the axis of which is tangential to said element,
and a screw bolt fitting in said bore in one element and having a threaded engage-
ment with the other element, whereby when the screw bolt is rotated, it will impart
a slight rotary movement to said elements; substantially as described.
11. In a pneumatic Immmer, the combination with the handle base, of a rotary
element in engagement therewith, a screw bolt which is received by a plain bored
opening, in said handle base, and which has a threaded connection to said rotary
element, in such manner that when said screw t is rotated, it will have a
tendency to force said rotary element toward its home position; substantially as
described.
12. In a pneumatic hammer, the combination with a handle hase formed with a
tangential bore, of a collar or coupling sleeve, which is secured in said handle base,
the periphery of said coupling sleeve being provided with a threaded groove, and a
screw bolt, which is intro luce into the bore in the handle base for engaging the

page_text: threaded groove of the coupling sleeve, and locking the parts against independent
rotation; substantially as described.
13. In a pneumatic hammer, the combination with the cylinder and its piston, of
a valve for admitting and exhausting pressure to and from the ends of said cylinder
to throw said piston, and ports controlled by said piston for intermittently admitting
and exhausting pressure to one end of said valve; substantially as described.
n
14. The combination with a cylinder having a bore of the same diameter through-
on its length, of a piston arranged therein, which piston is formed with a reduced
portion intermediate its ends, a differential valve for admitting and exhausting
pressure to and from the ends of said cylinder, ports which are controlled by the
reduced portion in said piston for admitting and exhausting pressure to and from
the larger area of said valve, a port for admitting constant pressure against the inner
face of the head of said vaive, and a port leading from the smaller end of said valve,
which last named port is constantly open to the exterior; substantially ns
described.
15. The combination with a cylinder having a bore of uniform diameter through-
out its length, of a piston arranged in said cylinder, and formed with a reduced
portion intermediate its ends, a hollow valve formed with an enlarged area at one
end, said valve admitting and exhausting pressure to and from the ends of the
cylinder to throw said piston, a constantly open port engaging the smaller end of
said valve and the interior thereof with the exterior, suitable ports leading behind
the larger area of said valve, and which are controlled by the reduced portion of said
piston for intermittently admitting and exhausting pressure to and from said larger
area of the valve, and a port for admitting a constant pressure to the inner face of
the head of said valve; substantially as described.
16. The combination with a cylinder and its piston, of a hollow valve comprising a
body portion and a head portion, said body portion being externally reduced near
said lend, and suitable ports, whereby said valve admits pressure to one end of the
cylinder while exhausting pressure from the opposite end of said cylinder, and vice
verza, said valve being thrown in proper position to accomplish the admission and
exhaust of pressure to and from the ends of the piston, by the piston; substantially
as described.
17. The combination with a cylinder and its piston, said piston being formed
with a reduced portion, of a hollow valve comprising a body portion and a head,
said body portion being reduced externally near said head, a valve block containing
a chamber bored to two different diameters, in which said valve reciprocates, ports in
said valve near its end for exhausting pressure from the rear end of the cylinder,
ports controlled by said reduced portion in the valve for admitting pressure to the
front end of the cylinder, and a port controlled by the head of said valve for admitting
pressure to the rear end of the cylinder; substantially as described.
18. The combination with a cylinder and its piston, of a differential valve for con-
trolling the movements of snid piston, the movement of said valve in one direction
being controlled by said piston, suitable port arrangements co-operating with said
valve and piston for accomplishing the above, one of which ports le, is located some
distance from the end of the cylinder to provide a cushion of dead air for the piston;
substantially as described.
19. The combination with a cylinder and its piston, of a differential valve for con-
trolling the movements of said piston, said piston in turn admitting and exhausting
pressure from one end of said valve, and a chisel shank introduced into the end of
the cylinder and forming part of the end wall of said cylinder; substantially as
described.
20. The combination with a cylinder and its piston, of a differential valve for admitting
and exhausting pressure to and from each end of said cylinder, a chisel shank which
is introduced into the cylinder to form part of one of its end walls, whereby, upon
the removal of said chisel shank, pressure will blow through the opening provided to
receive the same; substantially as described.

page_text: 21. The combination with a cylinder and its piston formed with a reduced portion, of
a differential valve formed with a reduced portion and suitable ports or openings, said
valve being hollow, admission and exhaust passages in said cylinder which are controlled
by said valve for admitting and exhausting pressure to and from the ends of snid
cylinder, a passage communicating with the space behind the larger area of said valve
and entering the cylinder at different points to co-operate with the reduced portion
of said piston, and a chisel shank loosely inserted in said cylinder; substantially ng
described.
22. The combination with a cylinder formed with exhaust ports and h³, a port h",
which intermittently admits and exhausts pressure to the forward end thereof, a
port, which is constantly open to pressure, ports and connecting the bore of
the cylinder with the passage ho, for intermittently admitting and exhausting pressure
to one earl of a controlling valve, a piston formed with a reduced portion for co-
operating with the ports, ho, hh, and h, and a differential valve, for opening and
closing the exhaust port, intermittently admitting and exhausting pressure through
the port A, and intermittently admitting pressure through the port g"; substantially
as described.
"
1 .
ميتيد
PHILIP M. JUSTICE,
Chartered Patent Agent, London, for the Applicants.