US1031904A - Airship. - Google Patents

Description

B. M. BESKOW.

AIRSHIP.

7 APPLICATION FILED MAR.16, 1909 1 31 904 Patented July 9, 1912.

5 SHEETS-SHEET l.

Mineweav B. M. BBSKOW.

AIRsHIP. APPLICATION FILED MARJG, 1909.

' Patented July 9, 1912.

5 SHEETS-SHEET 2.

B. MfBESKOW.

AIRSHIP.

APPLIOATION FILED MAR.16,1909.

B. M. BESKOW.

AIRSHIP.

APPLICATION FILED MAK.16,1909.

Patented July 9, 1912.

5 SHEETS-SHEET 4.

Wine .5868.

B.- M. BESKOW:

AIRSHIP.

APPLIUATION FILED run. 16, 1909.

LQ3LQQQQ Patented July 9, 1912.

6 SHEETS-SHEET 5.

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snares rairnr ornron BEBNHARD MONTGOMERY BESKOW, OF NEW YORK, N. Y., ASSIG'NOR 0F ONE-FOURTH TO CHARLES S. CHAMPION, 0F BROOKLYN, NEW YORK.

AIRSHIP.

earner.

Specification of Letters Patent.

Patented may a, rare.

Application filed March 16, 1909. Serial No. 483,795.

the principal object ofthe invent-ion beingto provide 'means for automatically -maintaining the equilibrium of the machine both transversely and fore and aft when the planes thereof are acted upon by strong transverse or fore and aft air currents tending to destroy that equilibrium. This feature of the invention is directed chiefly to the maintenance of equilibrium in the direc tion ofthe transverse axis of the aeroplane but also includes the maintenance of equi-' librium in the direction of the longitudinal axis of the machine.

In connection with the means employed by me for automatically maintaining the equilibrium of the aeroplane I also prefer to employ means for automatically preventing such action except at such times as the air pressure tending to disturb the equilibrium of the machine rises above a certain predetermined point. The equilibrium of an aeroplane of good construction, such for ex ample as one of the Wright type, is not seriously aifected by ordinary gusts of wind striking the planes of themachine from either side or from either end of the machine. It is only when the wind blows withv considerable force from one of these points that it is necessary to bring into operation means for automatically counteracting the tendency of such air current to disturb the equilibrium of the aeroplane Until the air pressure reaches and passes a certain predetermined point, readlly determined in prac tics and dependent upon the we1ght of the machine, the area of the planes, etc., it is unnecessary to bring into action any automatic means for maintaining equ librium. For

this reason I make use of means for re:

sisting the tendency of any air currents, except those exerting excessive pressure, to operate the means for automatically maintaining-the eqailibriumof the machine. In

the preferred construction I employ one or more controlling planes so located as to receive the thrust of the air current and cause an automatic adjustment of one or more planes on the-machine, preferably in a manner analogous to the manual adjustment of the side planes heretofore employed for maintaining manual control of the'equilibrium of the machine. In conjunction with such controlling plane or planes I may make use of a spring of suitable tension, adjustable within proper limits, for preventing any relative movement of said control-- ling plane or planes unless the wind pres sure rises above a predetermined point, thus preventing the automatic action for main taining equilibrium until thewind pressure rises above that which would dangerously affect such equilibrium. This auxiliary means is also an important feature of the present invention.

The framing. of aeroplanes heretofore;

used has not combined in a thoroughly satisfactory manner the essential elements of lightness and strength, and an important feature of the present invention is the provision of an improved framework so braced as to oppose greater resistance to the strains of the load borne by it and to the action of strong winds thereon than has been the case heretofore. In the .franrework emplbyed by me the framing is braced laterally by a series of connected'arch'es lying preferably in .a common plane and so connected as to oppose great resistance to pressurefrom every point, these arches being preferably con-f nested in such a' manner that each is tangent to every other plane.

Other features of the invention relates to improved means for steering the machine "and maintaining-manual control of all its movements, and to an improved type of ipropeller, propeller-frames, motor-frames, etc, by means of which greater rigidity of the principal operating parts and support ing framing is obtained than heretofore.

This and other features of the iiwention which will be hereinafter described and claimed are illustrated in the accompanying drawings, in which- Figural is a plan of a flying machine of the aeroplane type illustrating one embodithat lies in the sametion; Fig. 2 is a ig. 3 is a rear elevation of the same; Fig.

ment of the various features of my invenside elevation of thesame;

l is a perspective illustrating a modification of the means for maintaining the equilibrium of the aeroplane in the direction of its longitudinal axis; and Figs. 5, 6 and? are details illustrating on an enlarged scale the manual controlling means preferably employed for steering the machine, changing the positions of the side and'end'planes .to maintain equilibrium, etc.

Siinilar characters designate like parts in all the'figures of the drawings.

In most respects my improved aeroplane is or may be similar to aeroplanes that have beenput into successful use. The essential features of the Wright type of machine, for example, may be employed, except as-it may be necessary to modify them to adapt'the various features of my invention, thereto. Thus, the framework, which is designated generally by 2, may be of the open box-like frame type employed in the Wright type of aeroplane, thevarious members of the frame being constructed preferably of light metallic rods or tubes suitably connected y brazing or otherwise. On this main frame 2" will be mounted the motor (not shown) and the propelling mechanism operated thereby. The propelling mechanism will usually include one or more rotary propellers, here shown as two in number, suitably mounted on the framework. In order to balance the parts two are illustrated, one at each side of the motor frame and operators station, these propellers being preferably mounted in annular frames suitably connected with the motor frame. The main framework as a whole is illustrated herein as including three main frame pieces par allel with each other and disposed transversely of the machine. Each is made up of a pluralityof arched pieces lying in a common plane and so connected as to give great stiffness to the framework. in the direction of its transverse axis. The three frame pieces just'referred to are indicated at 3, l and 5 (see Fig. 1), the frame l being the central one and somewhat shorter than the other two, it being practically identical in construction with corresponding portions of the frame members 3 and 5. Each of these frame members 3, l: and 5 consists in this case of four main arched frame pieces, esignated respectively by 6, 7, 8 and 9. The frame-pieces 6, 7 and 8 are all illustrated as circular frames, the frame-piece 6 serving as a frame for the motor (not shown) and the. frame-pieces 7 and 8 serving as propeller frames, while the arched member 9 1s a bowed rod or tube. All four of these parts 6, 7, 8 and 9 are preferablyconneeted in such a manner that each is fastened to every other, these connections being indicated at When one is tilted up 10, 11, 12, 13 and 14:, and each is tangent to every other at its point 'of contact therewith. The three frame- pieces 3, 4 and 5 made up in this manner are connected by suitable tie-rods or other members, such as 15, 16, 17 and 18 to form the open or skeleton box-like main frame 2. At opposite ends of this main frame 2, that is, at opposite sidesof'the aeroplane, may be connected adjustable frames, such as 19 and 20, Each of these ispreferably of the same type of construction as the main frame, but the frames themselves are preferably pivoted to the main frame 2 and made up of horizontal and vertical parts piyotally connected to one another, this construction permitting the upper and'lower sides of the box-like side frames 19 and 20 to move always in parallelism as they are raised or lowered. The pivot points at whichthe side- frames 19 and 20 are connected to the main frame Q'are indicated at 21, 2 2,- 23 and 24, and the remaining pivot-'pomts-of the horizontal and vertical elements of said side-frames are mdicated at 25, 26, 27, 2s, 29, 30-, 31 and 32. These side-frames may carry suitable means, in the construction, illustrated, for main-v taining the equilibrium of the aeroplane crosswise thereof and may be controlled by suitable means for tilting them'up or down. the other should always be tilted down, and the side-frames are preferably so this result. Strong flexible connections, such 33, are illustrated as extending from the loavermost outer points of the side-frames- 19 and 20 over suitable guides, such as the rolls 34 and 35 located at the pivot-points 21 and 23, for maintaining this relation between the movements of the side frames.

The means for controllin either manually or automatically the equilibrium of the machine crosswise thereof embodies one ,or

more planes shiftabl'e to different angular positions with respect toside currents or gusts of air. Preferably'the side frames 19 and 20 will carry the usual side planes (shown in Fig. 4) and also anaddit-ional. controlling plane or planes disposed at a considerable angle to the regular side plane or planes. Here two such controlling planes are illustrated, one of which. is carried at one side of the main frame and the other at the opposite side of said frame, these controlling planes being designated by 36 and 37 respectively. .Thcy may be of any suitable construction andunay be shiftable in any proper manner to different angular positions by wind pressure from one sideor the other of the machine. They are preferably pivoted at the points 21 and 23 and are pendent therefrom at substantially a right angle'to the side planes and-to the transverse I one side or, the machine.

connected as to'pro'duce rectly exposed to-side wind pressure, they are readily shifted by such pressure, and their movements may betransmitted to the side planes for the purpose of automatically obtaining an adjustment of the angular po sit-ions of the side planes which will correspond to the movements of the controlling planes. This movement will vary in accordance with the strength of the wind strik ing the controlling plane, and the side planes will .be tilted more or less according as the controlling planes are shifted more or less by direct wind pressure. Thus the angular adjustment of the side planes to maintain thev equilibrium oft-he machine in the direction of the transverse axis thereof will correspondto the pressure exerted by the wind or current of air at the side of the machine. The connections from the controlling plane or planes 36 and 37 for obtaining this result may be any suitable for the purpose. They are here shown as connections such as 38 and 39 leading from the controlling planes directly to the side planes.

Similar connections are illustrated at 40, 41,- 42 and 43 between the inner and outer, and

tilted upward, that is, in the opposite direc.

' tion, through substantially the same angle,

this opposite adustment of theside-frames and planes tcndingto maintain the equilibrium of the machine crosswise thereof. This takes place by reason of the fact that the thrust of the wind on the upper side of the downwardly tilted side plane on the side of the machine nearest the wind tends to tip that side of the machine downward instead of upward, and the thrust of the wind in the same direction at the opposite side of the machine on the upper side of the upwardly tilted side plane also tends to force said upwardly inclined side plane and the far side of the machine downward, thus preventing upward movement of the-far side of the machine. In other words the wind striking the upper side of the downwardly inclined plane at the near side of the machine spills over it and is caught by the upwardly inclined side plane of the far side of the machine and exerts its full pressure elfectively against the upper side or surface of said plane'and thereby forces that side of the machine downward. The side planes be'ng oppositely inclined, one downward and ne upward, it is obvious that the pressure on both is downward and no loss of lateral equilibrium is permitted, for as soon as a downward pressure on one side of the machine is created, a corresponding downward pressure is called into play at the opposite side of the machine. Were both planes adjusted in the same direction, that is, both tilted upward or both tilted downward, the pressure of the wind in the former case would be exerted on the under surface of the near plane, vand the upper surface of the far plane, while in the latter case, the wind pressure would be exerted on the upper sur face of the near plane and the under surface of the far plane, and in either case would operate to turn the machine over. However, by arranging the side planes oppositely in the manner described, any turning tendency of this kind that exists at any given moment is effectively neutralized. In a somewhat similar manner the equilibrium of the machine lengthwise'thereof may be automatically preserved. For this purpose the front and rear controlling planes are preferably carried by thefront and rear extensions of the main frame 2. The front extension of the main framework is desig-' nated generally by 44 and'the' rear extension by 45. On these front and rear frames are mounted adjustable controlling planes, such for example as the planes 46, 47 and 48 shown in Fig. 2. The plane 46 is pivoted at the extreme front end ofthe machine at 49, while the planes 47 and 48 are pivoted at 50 and 51 at intermediate points of the front and rear extension frames. In this case the plane 47 .is functionally the ordinary front plane for varying the elevation of the machine, while the plane 46 is a con trolling plane for automatically shifting the position of the front plane 47. The rear plane 48 is in this case a combined rear plane and controlling plane. It is operated by connections, to the front planes and it controls the positions of said front planes. when the wind pressure at the end of the machine is exerted at the rear of the same. The planes 46 and 47 are here connected, as by links 52, so as to move in unison to differentangular posit-ions. When a current of air strikes the under side of the front controlling plane 46 and tends to raise the front end of the machine the planes 46 and 47 are tilted upward, as shown for example in dotted lines in Fig. 2, and at the same time the rear plane 48 is tilted down through suitable connections, as fdr example to the position indicated in dotted lines, and the equilibrium of the machinein the'direct-ion of its longitudinal axis is thus automatically maintained. The connections between the front and rear controlling planes may be any suitable for the purpose, flexible connections, such as 53, passing over suitable guide-rolls, being illustrated herein for this purpose.

Both the side controlling planes and the end controlling planes. may beheld by suitable means from shifting their positions unless they are acted on by wind pressure in excess 'of that which would tend to disturb the equilibrium, The pressure which would 'until they are acted on by excessive Wind pressure, when the springs will yield and the planes move as before described. Such springsare illustrated herein in connection with the side controlling planes 36 and 37, and the front and rear controlling planes l6 and L8. The springs may be of anysuitable type and their tension may be adjusted to permit them'to resist wind pressure up to a predetermined point. Said springs are des ignated by 54, 55, 56 and 57. They consti-v tute a simple and effective means for preventing unnecessary automatic shifting of the various parts of the mechanism usedto control the equilibrium automatically, though not/interfering in any way with any necessary automatic controlling action for maintaining equilibrium in the direction of either of the horizontal axes of the machine.

As before stated, two propellers are illustrated for the purpose of driving the machine. Each of these propellersin the construction shown comprises a hub with radiating propeller blades the ends of which are fastened rigidly to an inelosing rim. This construction gives great rigidity to the propeller and the el'liciency of each propeller as a "whole correspondingly increased. These propellers are designated respectively by Miami 59, and the rims thereof are indicated at 60 and 61. At their hubs they are illustrated as pivoted in bearings supported at the centers of spiders 62 and 63, the ends of the spiders being fastened to the circular propeller frames 7 and 8.

T he two propellers 58 and 59 are also shown as inclosed in conduits formed by steeringtubes shiftable to different positions to vary the direction of flight. These steering-tubes are in'licated at 64, 65, 66 and 67, each being connected by a flexible or bellows-like conmotion with a propeller-casing, such as 68 and 69, to provide a continuous conduit at each propeller through which air may be sucked by the propeller and by which it may be drivenJ By changing the angular positions of these. conduits, as indicated for example in Fig. 1., which shows them. shifted from the normal straight-line positions, it will be clear that the machine as a I a single. controlhn correspond noeneoa In order that these tubes" such as 73, 74, 75, 76, 77 and 78 on the. framework to the corresponding tube of the other propeller, the manual controlling means for shifting this connector and changing the position of the steering-tubes simultaneously being placed substantially at the center of the flexible connector.

In Fig. 4 I have illustrated a modification of the invention which illustrates more clearly than the other views the main elements of the machine, to wit, the planes, which shows the angular positions to which the controlling planes, etc., may be shifted. It also illustrates a single controlling plane at the front and rear ends of the machine for automatically controlling the equilib of the longitudinal In other respects the rium in the direction axis of the aeroplane. construction in this view is or may be substantially identical with that hereinbefore described.

In both of the types of machines illust'rated an inflated gas-bag may be used as an auxiliary to the planes the purpose of preventing a toorapid descent of'the machine in case any part be comes disabled and the control seriously af fected. This gas-bag or balloon may mounted substantially centrally and at its under side may follow the contour of frame member 9, but is not illustrated h in, as it is only anv auxiliary andthe coir struciion and use of such balloons are Well understood.

in Figs. 5, 6 and 7 l have illustrated. in l the construction of one type of mancontrolling means that may be employed steer the machine to the right or to the it or ahead, as the case may be; and to tilt the front and its equilibrium longitudinally. Preferably handleis used to perform all these functions, and its movements substantially to the and nature of the controlling action desired. The object of'this is to reduce as much as possible the strain on the operator and assure the prompt execution of any controlling function that may be required at any given time. In a steering-post 79 is mounted on a suitable frame member 80 for turning movement an carries a segment 81 the movements of which are transmitted inany suitable manner to of the machine for" rear planes to maintain direction and the construction illustrated chine but connected t whi th load may he picker. up, i a power-- operated winch, after the machine has IlSGll.

the flexible connectors 7 2 by means of which the steering-tubes are operated. It will be clear that these tubes will be turned to the right or to the left as the handle 82 is turned to the rig-ht or to the left, as said handle is secured to the upper end of the steeringrod 88, which though pivoted at Set on the post 79 ,always turns with said post about its longitudinal axis. The tube 85 surrounds the steering-post 79, and on it is fastened a locking segment 86 cooperative with a locking-pawl 87 slidable on the steering-rod 83. This pawl has a spring 88 interposed between it and the fixed stop 89 on the rod 83 and isnormally held out of engagement.

with the, teeth of the segment 86. The pawl, however; may be forced into locking engagement with the teeth of the segment in any angular position of the steering-rod or lever 88 when said lever is turned about its pivot 84. This pawl is shown as operated by a locking and releasing handle 90 having suit-able connections, such as the flexible con-.

duct-or 91 and the lever 92 for operating the pawl. The pawl 87 is guided on the rod 83 and also on a separate guide-rod 93 secured to the pivot of the lever 83. The combined steering-rod and lever 83 and'segment 86 and the guide-rod 93 all move in unison when the lever 83 is turned about-its pivot 84. This movement may be transmitted, as througha flexible conductor 94, to any suitable mechanism, such for example as that for shifting the positions of the front and rear controlling planes.

When the gas-bag or other means hereinbefore referred to is employed for checking the descent of the aeroplane, the air-ship as a whole may be considerably lighter than air, that is, the gas-bag or other means for making the machine buoyant may be such as normally to cause the machine to n such cases I y employ means for 1ncreasing the we of ne air-ship after it has ascended. and it considerably heavier than air, i. This means may be a load of any weight, normally Hus by the nine as bv a. cable,

to a su'tliciciit height to per lit it to be propelled. This load may be carried at any suitable point on the mcvorlr after it has been raised. It constitutes a supplemental load which permits ascension of an airship normally lighter than air, and converts it im. an airship heavier than air after the r inc has risen the proper distance. What I claim is: i

-1. In an aeroplane, the combination with the main frame, of means operated by nat ural air currents and con'iprising controlling planes at the sides of the machine, for antomatically maintaining the equilibrium of ascend. I

the aeroplane in. a crosswise direction, andmeans also operatedbynatural air currents and comprising controlling planes anged fore and aft of the machine, to tomatically maintain longitudinal equilibrium.

2. An aeroplane-embodying, side planes adjustable to difierent positions for maintaining the equilibrium of the aeroplane in one direction, and means comprising controllingplanes at the sides of the machine, for automatically adjusting the positions of 'both of said side planes.

3. An aeroplane embodying side planes adjustable to diiferent positions for maintaining the equilibrium of the aeroplane in one direction, and means comprising controlling planes at opposite sides of the machine for automatically adjusting said side planes in opposite directions.

4. An aeroplane embodying a pair of side planes at opposite sides of the machine, and means, including controlling planes at opposite sides of the machine and disposed at considerable angles to said side planes and to side air currents for automatically shif ing the positions of said side planes to maintain the equilibrium of the aeroplane crosswise thereof. a l

5. In an,aeroplane, the combination with the main frame thereof, of means operated by natural air currents and including a hinged controlling plane at the side of the machine and disposed at a considerable angle to side air-currents, for automatically maintaining the equilibrium of the aeroadjustable controlling plane at the side of the machine, for automatically maintaining the equilibrium of the aeroplane in the direction of one of its horizontal axes, and means for preventing such. automatic adjustment .of said controlling plane by air era-rents exerting less than a predetermined pressure.

7. In an aeroplane, the combination with. the main frame thereof, of means operated by natural air ciu'rents, and including adjustable side and end controlling planes, for automatically maintaining the equilibrium of the aeroplane both crosswise and length u 'ise thereof, and independent means, cooperative respectively with. such side and end controlling planes, for preventing such automatic adjustment of its controlling planes by air currents exerting less than a predetermined pressure.

8. in an aeroplane, the combination with propelling mechanism, of a framework therefor embodying a plurality of arched frame-pieces disposed crosswise of the ma-' chine and in a common plane and also embodying means for fastening said arched 1 frame-pieces together to form a structure substantially rigid crosswise of the machine.

9. \In an aeroplane, the combination with propelling mechanism, of a framework therefor embodying a plurality of trans- --verse frames each having a plurality of arched frame-pieces disposed crosswise of the machine andin a common plane and each also havin means for fastening said arched frame-pieces together to form a structure substantially rigid crosswise of the machine.

bodying means for forming a structure substantially rigid crosswise of the mr chine, sald framework includlng a pair of substantially circular propeller frames and a substantially circular motor frame.

12. In anaeroplane, the combination with propelling mechanism, of a framework therefor embodying four arched framepieces disposed in a common plane and each tangent to every other, and means for fastening said frame-pieces together.

, 18. In an aeroplane, the combination with propelling mechanism, of a framework therefor embodying four arched framepieces disposed in a common plane and each tangent to every other, two of them being substantially circular propeller frames and a third a substantally circular motorframe, and means for fastening said frame members together.

Signed at New York, in the county of New York, and State of New York, this 12th day of March, A. D. 1909.

BEltNlLlR-D MONTGOMERY BESKOW.

Witnesses:

R. CHAMPION, LAURA E. SMITH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C.

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