US1091315A - Airship. - Google Patents

Description

' D! P. PELTEN.

AIBSHIP.

APPLICATION FILED NOV. 22, 1912.

Patenta Mar. 24, 1914.

4 SHEETS-SHEET 1.

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AIRSHIP. APPLICATION FILED NOV. 22,'1912.

Patented Manz/1,1914

4 SHEETS-SHEET 3.

v nvewto'o 7a @zdjlfew MW y D. F.PELTEN.

AIRSHIP.

APPLIGATION FILED Nov. 22, 1912.

1,091,315, Patented Umar. 24, 1914 4 SHEETS-SEEN 4.

. SHOM DAVID F. FELTEN, F ROSEDALE, KANSAS.

l speeieatien' of Letters Patent;

Application med November 22, 1912; serial Ne. 732,916. j

To all @hom 'it may concern: l' Be it known that 1, DAvm F. FELTEN, a citizen' of the United States, residing at Rosedale, in the county of Wyandotte and State of Kansas, have invented new and. useful Improvements in Airships', of which the following is a specification.

This invention relates to airships,- the object of the inventionl being t provide an aerial vessel which affords speed, safety and steadiness in flight, which is adapted to ascend-or descend in a direct line and to hover atany desired pointinthe air, whichv is adapted :to automatically maintain its equilibrium, and which, in they event of the stoppage of its driving power, will descend safely to the ground.

The invention consists of the features of construction, combination and arrangement of parts hereinafter fully described and claimed, reference being had to the accompanying drawings, in which Figure 1 isa side elevation of an airship embodying my invention. Fig 2 is a top plan view of the same. Fig. 3 is a central vertical longitudinal section through'the airship. Fig. 4 is a fragmentary vertical sec-` tion on an enlarged scalethrough the upper portion of the mast, lifting and sustaining propeller and associated-parts. Fig. 5 isa similar section taken at right angles to the plane of the section shown in Fig. 4. Fig. 6 is a detail sectional elevation of the means for varying the working angle of the blades of the vlifting and sustaining propeller. Fig. 7 is a detail sectional view showing` one of the clutch connections between a gear and its shaft. Fig. 8 is a top plan view of the shutter and governor controlling the air vents in the parachute plane. Fig. 9 is a view of the wind-brake, showing in full and dotted lines the vanes thereof in folded and spread condition. Fig. 1Q is a vertical transverse section through the mast showing the lateral steeringpropellersl and gearing therefor. Fig. 11 is a detail section showing the clutch connection between certain parts of the drive gearing.

Referring to the drawings, 1 designates a car or coach of streamline form,designed to accommodate the aeronaut and passengers, if any, and also to contain the driving motor 2, which car or coach is shown in the present instance as provided with tapered bow and stern portions 3 and 4. Rising from the car or coach is a `hollow mast 5 carrying at its upper end a .combined supporting and lifting surface, consisting of a dished or inverted saucer-shaped body or plane and ,a propeller 7 arranged 'torotateabout the same...

APatented Mar. 24., 1914.-V

The plane 6 may be jrotatablytnolljted, .li-

but as shown is preferably fixed' to theuppery end of the mastv and carriesat its lower edge -v an externally groovedv track rim or .rail 8.

The propeller 7 comprises a -pair of` spaced concentric rings 9 and 10 suitably connected and reinforced by spokes or arms 11 and be-` tween which" 1s arranged an annular series" of blades 12 pivotallymounted toswing vertically on trunnions or axes 13, by which the working angle of the blades may be regulated and varied as occasion may requlre.v

I The ring 10 is annularly grooved to form, in conjunction with the grooved rim 8, a

raceway in which are arranged antifriction -bearings 14, permitting the propeller 7 to revolve at high speed with a mlnimum-of frictional resistance. At their normal working angle the propeller blades 12 are adapted in conjunction with the plane 6 to vsustain the machine in the air, and by increasing or decreasing their angle `of incidence the machine may be propelled upwardly to any desired altitude or permitted vto descend slowly to the ground. It will thus be seen that either by regulating thespeed of motion of the propeller or varying the angle of incidence of its blades, the ship may be caused to ascend or descend-in a substantially vertical path -or sustained and caused to hover at a fixed point above the earths surface, the advantages of which will be apparent.

Surrounding .the plane 6 is a grooved ring 15, forming a track receiving friction rolls 16 on crank arms 17 connected with the propeller blades 12. The inner face of said ring 15 is provided at intervals with pairs of diagonal ribs forming inclined grooves 18 receiving supporting pins or projections 19 extending from the plane 6, said grooves and pins acting as cams whereby when thel ring is turned in one direction it will be elevated and when turned in the opposite direction will be depressed, thus swinging the blades 12 either upwardly or downwardly on their axes to increase or decrease their angle of incidence. A rock shaft 20 is journaled on the mast and carries at its outer end a slottedl crank arm 21 engaging a pin v22 on the ring 15, whereby the latter /peller 7 ,which is stayed by braces 26 from a rotary collar 27 carried by t-he mast, is propelled in a' clockwise direction from the motor 2 by pinions 28 in gear with the ring 10 and carried by transmission shafts 29 extending radiallyo from the hollow' mast and journaled in suitable bearings on the mast and plane 6. The inner ends of the shafts carry bevel pinions 30. meshing with a bevel gear31 on the upper end of a vertical driving shaft 32 extending 'longitudinally within the mast, whereby the series of shafts 29 may be simultaneously operated to drive the propeller. At its lower end the shaft 32 carries a bevel drive gear 33 meshing with a similar gear 34 on a countershaft 35 suitably driven from the motor 2, as bya chain or belt connection 36.

The gear 33 is loose on the shaft 32 and carries a pivoted dog or pawl 37 having -a weighted outer end connected by a coiled contract-ile spring with the gear, the toothed end of said dog being adapted to engage a ratchet wheel 38'fixed to said shaft. The gear 33 is normally driven from the motor through the gear 34 in a counter-clock-wise direction 'and when said gear 33 is so driven the weighted end ofthe dog 37 is thrown outward by centrifugal` force against the resistance of the contractile spring, whereby .the toothed end of the dog is held in engagement with the teeth of the ratchet wheel, whereby the shaft 32 is driven in a counterclock-wise direction, such direction being considered from the viewpoint of the avia.

tor in the direction of flight. The clutch connection between the gear 33 and shaft 32' thus provided, however, will permit the' shaft 32 to be driven independently of the gear 33 in a clock-wise direction, such action being permitted by reason of the fact that in such motion vof the'shaft the gear 33 remains inactive and the contractilespring acting on the dog 37 holds the dog out of engagement `with the teeth of the ratchet wheel.

The plane 6 is designed by its form and in connection with the parachute 7 to serve as a parachute toinsure' the safe descent of the machine to the ground in the event of the stoppage of the motor` or damage to the drive gearing. For this purpose said plane is provided with one or more air vents 39. In the present instance la series of air vents,

four in number, are shown, arranged at the y front, rear andopposite sidesof the center J of the plane, and at least one of which vents is constantly open forthe escape of excess air pressure, so that under any and all conditions when al contingencyA arises a para-4 chutic action will be automatically established when the ship falls a determined distance. The use of a series of vents39 en'- ables an automatic vstabilizing action to be obtained by means of a gravity controlled stabilizing device comprising a collar or sleeve 40 journaled to freely rotate on antifriction bearings about the upper end of the mast and carrying a series of disks or shutters 41 and a weighted arm or lever 42. The disks are less in'number by one than the vents 39, and are arranged so as to partially or wholly cover-any three ofthe vents at a time to regulate the escape of airy therethrough, leaving the remaining vent open4 for a parachutic action whenever necessity arises. When the ship tilts either in a forev and aft or a lateral direction, the weighted arm 42 turns toward the down tilted side and in lso doing shifts the shutters so that the opening at that side will be covered4 to pre- "vent the escape of air therethrough, while the opening at the high side will be uncovered to permit the escape of air therethrough,

thus controllino' the supporting action so as to automatically maintain the equilibrium of the ship. l

Arranged below the plane G'is a collar or sleeve 43 which rotates abo-ut the mast on antifriction bearings 44 and is provided with a beveled gear 45 meshing with similar gears 46 on the shafts 29. The said collar or sleeve 43 carries a propeller 47 the blades of whichare pitched to give a lifting and sustaining action when said propeller isrevolved in a clockwise direction. Each gear 46 is loosely mounted on its shaft 29, but is provided with a spring actuated dog or pawl 48 to engage a ratchet wheel 49 on said shaft'. lVhen the shaft 32 is driven positively by the motor and turns the shafts 29,

the ratchet wheels 49 slide over the pawls 48, the gears 46 thus remaining fixed when the wheel 7 is positively driven in a clockwise direction, sothat in normal condition of service the propeller 47 is inactive. Vhen the motor stops and the machine begins to descend, a parachutic act-ion is established to arrest its speed of descent and at the same timethe action of the air on the blades 12 causes the wheel 7 to revolve as a windmill in a countercloclnvise direction` thus turning the shafts 29 in the contraryl direction to their normal direction of motion. By this means the gears 4G are fixed bythe pawl and ratchet clutch devices to said shafts 29 and thereby transmit motion tothe propeller 47, which acts 1in conjunction with the parachute plane and propeller 7 to Vsustain the greater lproportion ofthe weight of the machine as it` descends, allowing it to descend slowly and safely to thel ground. The' speed of' descent of' the ship under these conditions may obviously be controlled by adjusting the blades 12. `On

its reverse motion in which it is driven by the wind wheel action of the propeller 7, the shaft 32 turns independently of the gear 33, through its described clutch connection therewith; f.

Disposed below the. propeller 47 and at the front or rear.' of the mast lis a driving propeller 50, the shaft 51 of which i's jour naled upon the mast and has its inner end extending thereinto and providedwith ai bevel gear 52. This gear 52 is'adapted to mesh with either of a pair of gears 53 and .54 on a sleeve55 feathered to Athershaft 32 and adjustable by means of a. lever 56 to shifteither the gear 53 or'the gear 54 intov mesh with thegear 52. In normal service and whenthe shaft 32 is driven by the motor and it is desired to drive the ship ahead, the

gear 53 is shifted into engagement with the gear 52 whereby driving motion is imparted to'thepropeller. When, however, the motor is thrown out of action or accidentally stops and the shaft 32 is driven on the descent of thev machine by the counterclockwise wind wheel motionof the propeller 7, the gear 54 may be shifted into engagement with the gear 52 -to communicate driving motion to the propeller 50` whenever it is desired to propel the machine ahead in order to clear obstacles in the lpath of the machine inl its descent or to enable it to be landed at any certain lpoint. The lever 56 is coupled by a connection 57 with a control lever 58 in the car, whereby the sleeve 55 may be sleeve` 66 feathered to' the shaft 32, wherebyL 'said' gear '65, which is normally disposed in an intermediate or inactive position, may be adjusted to throw either of the steering propellers into action to propel the machine laterally in one direction or the other. These propellers may be employed in conjunction with the vertical rudders for a quick steering action o r simply to secure a sidevvise` movementof the ship without a turning movement, in order that obstacles may be passed or the ship steered without Aloss of headway or creating objectionable head resistance, the advantages of,which will be readily understood. The sleevel66 f is adjustableby means of a lever 67 coupledl by a connection 68 to a controlling lever 69 within the ca-r. The several levers 25, .58 f

andv 69 may be providedwithpawls or dogs to engage rack segments, whereby they may be' secured, in adjusted position.

Supported upon the mast is a vertical rudder 70 adapted to be operated by cables 71 passing over suitable guides to a controlling gde'vice, notl shown, in the car. Also supported by the mast is a wind-brake comprising a pair of pivoted laterally swinging edgewise or non-opposing position, but are adapted to be swung outwardly in -opposite directions at right angles to the line of iiight,` as indicated in dotted lines in Fig. 9, to oppose a resistance to the. motion of the machine in order that the speed of motion of the machine may be che ked and the mavanes 72 which normall'ystand in a folded, 3

chine brought to a quick stop and rapidly v controlled under various conditions of service. {Ihe vanes 72 areconnected by links 73 with a pneumatic operating device comprising a cylinder 74 containing a piston whose rod 75 is coupled directly to the links. The

cylinder may'- be supplied with fluid pressure in-any suitable manner to spread or retract the vanes as will be readily understood. Y r

' From the foregoing description, it will be seen that my invention provides an airship which in flight and in its launching and .landing operations rests Vupon a body of compressed air which supports it and enables it to sustain itself and to ascend or descend without the necessity of gliding over and successively'compressing new bodies of air or traveling in its launching and landing operation in an inclined plane, as is necessary in the operation of flying machines of the aeroplane type. It will also be seen that the invention provides an airship which may be readily controlled and which embodies safety factors of great advantage and importance. It will, of course, be understood that friction gearing may be substituted if desired for the bevel gearing disclosed, and that other changes and modifications may be made within the spirit and scope of the invention as defined inthe appended claims. I elaim:-. l

1.. In anairship,. a car, a mast rising therefrom, a supporting surfacevcarried by the mast and comprising a parachute plane and a propeller rotating therearound, said plane having a series of openings and said propeller having blades adjustable .to vary their angle of incidence, a gravity controlled automatically movable controlling member provided with 'shutters governing the openings in the plane, and means for adjusting the propeller blades.

therefrom, a motor, a supporting surface comprising a plane and a propeller rotating therearound, a lifting propeller, and gearing for driving the first named propeller from the motor, said gearing being operative to drive the lifting propeller upon a retrograde rotation of the supporting propeller when the motor stops. 1

3. In an airship, a car, a `mast rising therefrom, a motor, asupporting surface comprising a plane and av propeller revoluble about the same, said propeller adapted to be positively driven in one direction andv torevolve by air pressure when the machine falls in the reverse direction, a lifting pro! peller, and gearing between the motor and supporting propeller and between the latter and the lifting propeller, for independently loperating the supporting propeller from the motor and operating the lifting ropeller from the supporting propeller widen said lifting propeller revolves in an opposite direction to its normal direction of revolution.

4. In an airship, a rotary lifting and sustaining propeller, a second lifting propeller, sald lifting and sustaining propeller peller, a driving propeller, and means for driving the same from said shaft in either direction of revolution of the latter.

5. In an airship, a car, a mast rising.

therefrom, a parachute plane supported by the mast, a lifting and sustaining propeller revoluble about said plane, said propeller being revoluble in a retrograde direction by Aair pressure `in the descent ofthe ship, gearing for positively driving said propeller, a motor for drivingl said gearing, a seconda" lifting and sustaining propeller, gearing for driving the same through the first named lgearing from the first named lifting and Sustaining propeller when the latter. revolves in a retrograde direction, a driv1ng, propeller, and means for operat1ng`the same' n through the first named gearing in either direction of motion of the first named lift.

ing and sustaining propeller.

6. In an airship, a dished supporting sur-y face having openings therein, a propeller rotating around said supporting-surface, a mast carrying the supporting surface and propeller, a gravity controlled member revoluble about said mast, and shutters carried by said member and controlling 'said openings in the supporting surface. A-

In testimony whereof I aiix my signature in presence of two witnesses.

DAVID F. FELTEN.

Witnesses:

PRICE L. WILLIAMS, MINNIE B. WILLIAMS.

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