US1161391A - Shock-absorber for aeroplane-landing. - Google Patents

Description

J. KUHAJDA.

SHOCK ABSORBER FOR AEROPLANE LANDING.

APPLICATION man FEB. 20. 1914.

LWLWL Patented Nov. 23, 1915.

WITNESSES: Z 0 INVENTOR.

JOSEPH KUHAJ' DA, OF NEW YORK, N. Y.

S HOGK-AJBSORBER FOR AEROPLANE-LANDING.

Specification of Letters Patent.

Patented Nov. 23, 11915.

Application filed February 20, 1914. Serial No. 819,988.

subject of the King of Hungary, residing at New York, in the county of New York and State of New York, hai e invented new and useful Improvements in Shock-Absorbers for Aeroplane-Landing, of which the fol- .lowing is a specification.

My invention relates to an aeroplane lifting device, and has as its principal object the provision of means whereby an aeroplane may rise from the ground without running first along the same for a certain distance. I

A second object of my invention is to provide means whereby an aeroplane may land safely and gradually.

A final object of my invention resides in the particular arrangement and combination of parts hereinafter described.

In the accompanying drawing: Figure 1 is a front View of the device as mounted on the frame of an aeroplane, only partly shown, and having symmetrically on the other side another device such as shown on Fig; I mounted in the same manner. Fig. 2 is a view ontop of the device with part of the framing of the aeroplane. Fig. 3 is a detail view of the device shown in Fig. 1.

In the separate views the same part is designated by the same reference character. Referring more particularly to the drawing, 1 designates part of the skeleton framework of an aeroplane, the other part thereof being substantially symmetrical with that shown and described hereinafter. Each of the symmetric parts carries a shaft 6 suitably secured to the stays of the framework 1 and provided, at its lower end, with a friction wheel 6 adapted to be actuated by a motor also carried by the aeroplane, but not shown in the drawing. At its upper end the shaft 6 carries a beveled gear wheel 10.

Rotatably mounted on the shaft 6 is a hollow shaft 5 carrying, at its lower end, a friction wheel 5 adapted to be actuated by the before-mentioned motor and, at its upper end, a cylindrical casing 30 on which is suspended, by means of wires 7, a circular plane 2 having, at two diametrically opposite parts of its circumference, substantially ll-shaped portions cut' away, whereby it is divided into two half-planes, each occupying somewhat less than 180 of the circle. The plane 2 is so bent that the two half-planes are at an angle in respect to each other, each one being, besides, inclined at an angle in respect to the vertical shafting. The plane 2 is provided with downhanging, inclined flange 3 all around its periphery. It is made rigid on the shaft 5 by means of stays 7 connected to brackets 9 carried by the shaft 5.

Hinged to the casing 30 are two sleeves 12', the outer ends of which are suitably secured to the inner surface of the downhanglng flange 3, one in front of each half-plane. The sleeves l2 serve as bearings for shafts 12 carrying, at their upper ends, beveled gear wheels 11 in engagement with the beveled gear wheel 10, and, at their lower ends, gear wheels 12 in engagement with other gear wheels 13 rigidly mounted on shafts 13 carrying small propellers 13. The shafts l3 are mounted on the bracket in front of each half-plane by which the sleeves 12' are also secured thereto.

It will be obvious from this arrangement that when the motor is in action, the plane 2 will be rotated around the shaft 5, in a horizontal plane, while at-the same time the propellers 13 will be actuated in a vertical plane. The power transmission is so calculated that the propellers 13 rotate much quicker than the plane 2. Thus a lifting action will be produced which is equivalent to two monoplanes coupled together on a vertical axis and forced to rotate around same, each half-plane with its respective propeller constituting practically one monoplane of the usual construction, with the difference that the propellers thereof are not actuated by motors directly, but by transmission from one motor which drives also the shaft carrying the plane. This arrangement will cause the aeroplane to rise from the spot perpendicularly, as theweight of the machine is partly supported by the plane at whatever altitude it may have reached, the same as is the case with common aeroplanes, whereas the driving force developed by the propellers will act in a circle instead of in a straight direction. If the motor becomes disabled or is stopped on any other account, the plane 2 with the flange 3 will act as a parachute in preventing its dropping down too suddenly.

In order to facilitate the rising of the aeroplane from the round, and to render its descent smoother, provide a compressed air tank 14 secured to one of the stays of the framework 1, having suitable connections over the piston 16, the latter will be pushed downward and thereby lift the aeroplane from the ground. The upper part of the piston-rod 17 is continued into a cylinder 19 mounted on top of the cylinder 15 and has another piston 20 attached to it which slides in the cylinder 19. Divided by a perforated wall 21 from the cylinder 19 is a chamber 22 of the same capacity and both are filled with oil. Therefore, when the aeroplane alights on the leg 18 the piston 20 will be pushed upward in the cylinder 19 and force the oil from on top of the piston 20 under it through the perforations, thus braking, as it were, the rod 17 and rendering the descent smooth. A slide-bar 21 provided with perforations registering with those of the wall 21 is slidably mounted in front of same and may be lowered or raised by means of a knob 23,

so that the size of the openings between the cylinder 19 and the chamber 22, and thereby the overflow of the oil, may be regulated,

thus regulating also the resistance offered to the piston by the oil. It will be clear that when the aeroplane starts from the ground, the openings in the wall 21 will be made as large as ossible so that the compressed air may free y push the rod 17 down, whereas on alighting the opening of the perforations will be regulated according to requirements.

Having thus described my invention, what I claim is In an aeroplane in combination, a cylinder, a piston slidably mounted in said cylinder, a support on which the aeroplane may rest, connections between said support and said piston, said cylinder having oil therein, and a member at one side of said pistoncylinder, the wall between said chamber and said cylinder being provided with apertures through which the oil may be forced by said piston when the aeroplane rises or settles to the ground and a slide bar likely apertured and controlled by means for lifting it up or pushingit down for regulating the overflow of oil between said cylinder and said chamber.

In testimony whereof I afiix my slgnature in the presence of two witnesses.

JOE KUHAJDA.

Witnesses:

ALEXANDER DENES,

ALADAR HAMBURG-ER.

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