Mounting Spud Arrangement for a Hermetic Compressor

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.

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 interfere 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.

The above-discussed disadvantages and problems of prior art compressors are overcome by the compressor according to the present invention.

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-sectioned fingers extending downwardly and received within the mounting strips. 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.

It is an 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 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, 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.

FIG. 1 is a top view of the compressor according to the present invention wherein the upper portion of the outer housing has been removed;

FIG. 2 is a sectional view taken along line 2--2 of FIG. 1 and viewed in the direction of the arrows;

FIG. 3 is an elevational view of the compressor viewed from the left end of FIG. 1 wherein a portion of the outer housing has been removed;

FIG. 4 is a bottom view of the compressor wherein a lower portion of the outer housing has been removed;

FIG. 5 is an elevational view of the crankcase viewed from the cylinder end;

FIG. 6 is a bottom view of the crankcase shown in FIG. 5;

FIG. 7 is an inverted sectional view taken along line 7--7 of FIG. 6 and viewed in the direction of the arrows;

FIG. 8 is a fragmentary, exploded view of the piston and connecting rod assembly being assembled wherein the connecting rod is partially inserted into the cylinder and over the free end of the crankshaft;

FIG. 9 is a view similar to FIG. 8 but wherein the connecting rod and counterweight have been completely assembled and the piston is being slid over the end of the connecting rod;

FIG. 10 is a view similar to FIGS. 8 and 9 wherein the wrist pin is now being inserted through the piston and connecting rod;

FIG. 11 is a fragmentary, top view of the assembled piston and connecting rod assembly wherein a portion of the piston has been removed to illustrate the details of construction;

FIG. 12 is a bottom view of the cylinder head;

FIG. 13 is a top view of the valve plate and leaf plate assembly;

FIG. 14 is a sectional view taken along line 14--14 of FIG. 13 and viewed in the direction of the arrows;

FIG. 15 is a sectional view taken along line 15--15 of FIG. 13 and viewed in the direction of the arrows;

FIG. 16 is a top view of the retainer cage for the lubricant pickup tube;

FIG. 17 is a bottom view of one of the mounting spuds;

FIG. 18 is a sectional view taken along line 18--18 of FIG. 19 and viewed in the direction of the arrows;

FIG. 19 is a top view of one of the mounting spuds;

FIG. 20 is a sectional view taken along line 20--20 of FIG. 3 and viewed in the direction of the arrows; and

FIG. 21 is a detail of the discharge valve.

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 disposed 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 79 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 journaled 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. 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 to 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 50.

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 copending application entitled Continuous Curvature Noise Suppressing Compressor Housing, Ser. No. 158,593 filed June 11, 1982 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.