US1178174A - Airship. - Google Patents

Description

M. NEWGOLD.

AIRSHIP. APPLICATION FILED DEC-29. 1911. 1,178,174. Patented Apr. 4, 1916. 3 SHEETS-SHEET I. T

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WITNISSKSIESv ZWZP THE COLUMBIA PLANOORAPH 1., WASHINGTON, D. C.

M. NEWGOLD.

AIRSHIP.

APPLICATION FILED DEC.29, 1911.

Patented Apr. 4,1916.

3 SHEETSSHEET 2 Alf 07601-0 A ORNEYS IWN WITNE88ES v'AHB COLUMBIA rLANocRAPu c0.. WASmNuIoN. ii.

MORRIS NEWG-OLID, OF YORK, N. Y.

AIRSHIP.

Specification of Letters Patent.

Patented Apr. 4, 1916.

Application filed December 29, 1911. Serial N 0. 668,446.

To all whom it may concern:

Be it known that I, MORRIS NnwooLD, a citizen of the United States, and a resident of the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Airships, of which the following is a specification.

My invention relates to air ships of the kind commonly known as aeroplanes or heavier than air machines and has for its object to construct such air ships so that the operators car and consequently the operator and any part of the mechanism carried by said car will always remain in equilibrium regardless of any transverse tilting of the remainder of the machine or ship.

A further object of my improvement is to 7 provide said ship with devices in the nature of ailerons which come into operation as the ship is transversely tilted and operate to re turn it to a normal or level position.

- My invention will be fully described hereinafter and the features of novelty will be pointed out in the appended claims.

Reference is to be had to the accompanying drawings in which Figure 1 is a front elevation of my im proved air ship; Fig. 2 is a cross-section thereof in diagrammatic form showing the planes tilted; Fig. 3 is a plan view of the said ship; Fig. 4 is a side elevation thereof; Fig. 5 is a partiallongitudinal section of the ship on an enlarged scale; Fig. 6 is an enlarged partial longitudinal section on the line 6-6 of Fig. 3 and Fig. 7 is a similar View of a different form of my invention.

In the drawings the main frame of the air ship is composed of a number of spaced bars A extending from front to rear and having their forward portions secured to rings B and B formed of angle iron or any suitable material as shown best in Fig. 5. The rear ends of said bars A are secured to a bracing ring C, similar rings 0 being fastened to said bars A at intervals intermediate. of the rings B and C the whole construction providing a substantially rigid frame preferably tapering from a point slightly behind the ring B to the rear ring C. Thelusual vertical rudder D for guiding the vessel to the right or left is mounted :on a rod'D journaled in bearings E located on the main frame at the rear end thereof. The custom ary arms D are fixed on said rod D so as to preferably extend at substantially right angles to the axis thereof and serveas ameans edge supported on a brace M to which the one end of each of the customary steering wires or ropes F are secured. The steering wires F extend to the front of the vessel and pass over pulleys F journaled in bearings F located on a platform G secured to the rings B and B at a distance below the axis thereof. After passing over the pulleys F the said steering wires F extend to a drum H so as to be wound on and unwound therefrom as a hand wheel H connected with said drum H is rotated in one direction or the other and thus serving to swing the rudder D in a horizontal plane and guide the vessel to the right or left as desired. The drum H is ournaled in a standard I secured to and extending upwardly from the platform G, said standard I also serving as a journal for a second drum J to which a hand wheel J is secured. IVires or ropes K extend from this drum J over suitable pulleys K located on the platform G and each have their one end secured to an arm L, which arms L extend in opposite directions from a horizontal shaft L. This horizontal shaft L is journaled in bearings L supported-on the main frame and carries the horizontal rudders L? which are swung in a vertical plane as the hand wheel J is actuated and serve to cause the vessel to rise or fall according to the direction in which said rudders extend relatively to the horizontal. An operators seat M is located in close proximity to the hand wheels H and J and has its front edge supported on uprights M extending upwardly from and secured to the platform G and its rear extending and fastened to one of the bars A as clearly shown in Fig. 5. The platform G further serves as a support for the operating engine N, the driving shaft N of which car ries a sprocket wheel N connected by means of a sprocket chain N a with a second sprocket wheel 0. The said sprocket wheel 0 is fixed. on a propeller shaft 0 which also carries the propeller O and is journaled in cross bars 0 secured to the rings B and B. These rings B and B- are provided on the outer peripheries of their horizontal flanges with bearing rollers P journaled in bearings P secured at intervals to said rings B and B. The said rollersP are adapted to travel on the inner surface of the horizontalflanges of rings Q and Q also preferably made of angle iron or'other suitable material and arranged in opposed relation to the rings B and B as illustrated in Fig. 5, andconnected by means of connecting bars Q to maintain said rings in proper spaced relation to each other.

A preferably continuous bar R is secured to the upperportion of the ring Q and extends in opposite directions from the axis thereof, a similar bar R being similarly secured to the ring Q. This bar R extends in the same general direction as the bar R but is curved so as to be located in a somewhat lower plane than said bar R. Crossbars R extend at intervals from the. bar R to the bar R and serve to connect these bars in such. a manner as to form supporting frames located on opposite sides of the rings Q and Q as is clearly shown in Figs. 1 and 3. As will be seen by referring to the said figures these cross-bars R project beyond the bars R and R and have their free ends connected through the medium of rods R which thus also form parts of the supporting frames above referred to. The said frames are covered with any suitable fabric to form aeroplanes S which in the specific illustration are located at each side of the vessel in a manner to provide a type of aeroplane commonly known as a monoplane. In order to brace the aeroplane frames and provide the necessary rigidity braces T extend from the bars R and R to rods T which in turn are carried by the lower portions of the rings Q and Q, said braces T being further secured to the said rings at T if desired. The one rod T pref-- erably extends beyond the ring Q as shown in Fig. 1 and has its free ends secured to upwardly extending braces T spaced from each other and arranged in pairs at each side of the vessel with their upper ends fastened to the bar R. A pivot pin U extends between the lower free ends of each pair of braces T and serves as a pivot for one arm U of angle members arranged in pairs and carrying traction wheels U journaled at U as shown best in Fig. 4. The other arm U of each angle member is pivotally connected at U with a rod U the opposite end of which is pivotally connected with a slide Ufleach slide being arranged to travel between a pair of said braces T Coil springs U each have their one end c0nnected with one of said slides U and their other end secured to a pin U located between each pair of braces T The traction Wheels U are thus resiliently mounted, the springs U serving to take up the shock due to contact with the ground or other landing surface as the vessel alights. A single rear wheel V is journaled between the free ends of a pair of bars V which-are secured to the rings Q and Q and are made of a material which preferably has a certain amount of elasticity so that this wheel V is also resiliently mounted and thus aids the wheels U to take up any shocks. The wheels U described hereinafter.

and V form a traction means on which said vessel may be shifted from place to place.

Spring actuated rollers W similar to ordinary shade rollers are journaled in bearings lV located at the outer ends of the aeroplane frames composed of the bars R, R, R and rods R and carry curtains or ailerons Vi made of any suitable fabric or other material. In the form of my invention illustrated in Figs. 1 to 6 inclusive triangular frames X each having their apices connected by a cross rod X are secured to the aeroplane frames so as to extend downwardly and rearwardly'therefrom in close proximity to said bearings VV' androllersW for the purpose to be more fully described hereinafter. Each aileron \/V has its free edge provided with an eyelet ill to which the one end of wires or cordsY, Y are secured, which wires each pass over a roller X journaled on the bars X and over rollers X journaled on each aeroplane frame and have the other ends fastened at X to a wire or cord Z as illustrated in Figs. 1 and 2-. This wire Z has its opposite ends secured to a drum Z connected with a band wheel Z and also journaled in the standard I, said wire Z extending in opposite directions from said drum and passing over pulleys Z carried by the platform G. After. passing from the pulleys Z the wire Z passes over pulleys Z journaled at the outer ends of the aeroplane frames and then over additional pulleys Z rotatably secured to two of said bars Q which extend from the ring Q to the ring Q. Thesaid wire Z thus forms a substantially continuous loop extending transversely of the vessel as shown best in Fig. 2 and is actuatedor pulled in one direction or the other either by an operation of the hand wheel Z and consequent rotation of the drum Z" or through the tilting of the aeroplanes S as will bemore'fully The hand wheel Z or drum Z is preferably provided with a latch for maintaining the drum against'rotation exceptwhen such rotation isdesired.

This catch may comprise any suitable depressing one end of the lever Z to lift its other end from its cooperating notch. The

wire Z isconnected to weights Z Z located on opposite sides of the vessel and slidablyf mounted on guide bars Z secured to the aeroplane frames'and extending inwardly toward each other from the 5 free ends of other manner to obtain an actuation of the said weights as the wire Z is moved or in other words to prevent a relative movement between said weights and said wire Z.

It is of course to be understood that the usual levers are provided for starting and stopping the engine and for operating any clutches which may be found necessary, these elements having been omitted for the sake of clearness.

When it is desired to operate the vessel the engine and propellerare started in the usual way and the horizontal rudders L titled so as to project upwardly to cause the vessel to rise. WVhen the desired altitude has been reached the said rudders L are returned to their normal horizontal position in which condition the propeller 0 will propel the vessel which may be steered'to the right or left by a manipulation of the hand wheel H and a consequent actuation of the vertical rudder D to bring about the desired change in the direction of travel. As long as no disturbing air currents or other in- "5 fluences are encountered the vessel will travel in equilibrium, the planes S being maintained in proper position by the locked hand wheel Z which prevents a rotation of the drum Z and a consequent pull on the wire Z. In this condition the ailerons W are fully wound on their respective rollers W or in other words in their normal position owing to the action of the springs contained in each roller whichsprings always exert a torsional stress tending to keep or return the said ailerons in and to this position. Should any disturbing air current cause the planesS to be tilted for instance to the position shown in Fig. 2, the rings Q and Q, will travel on the rollers P relatively to the rings'B andB', the platform G and everything carried thereby including the operators seat M and consequently the oper ator will remain in the original position of equilibrium and will not be affected by this change in the position of said planes S. The weight of the engine N and other ele-- ments will assist to keep-the said platform G and with it the operator in this initial po-. sition, the said platform G being placed as low as possible in the rings B and B to se-' cure an extremely low center of gravity. As

the planes are tilted as described, the wire Z will be held against any movement owing to the fact that the hand wheel Z is locked and thus prevents a rotation of the drum Z, so that said planes will move in a circular path transverse of the machine and relatively to-the wire Z and'the rings B and'B and connected parts. This will cause a pull to be exerted on the right hand aileron Vi which will thus be drawn downwardly along and downwardly and rearwardly inclined members of each frame X to the position shown in Fig. 2, so that a considerable surface area of this aileron is exposed to the influence of the disturbing air current. The area of the plane on that side of the machine which tilts downwardly is thus augmented by the said aileron and as this increased surface extends rearwardly as well as downwardly the pressure of the air current thereon will have a camming effect and will tend to lift or raise the depressed side of the aeroplane and return it to normal horizontal position. At the same time that the aileron W is thus operatedthe left hand aeroplane in rising will cause the left hand rollers Z to move upwardly along the wire Z and will bring the outer end of said left hand aeroplane nearer to the weight Z in other words having the effect of moving said weight Z along its rod Z toward the said outer end of or away from the longitudinal center of the vessel. Coincidently with this operation the right hand aeroplane in descending will cause the right hand rollers Z to move downwardly along the wire Z and will move the outer end of the said right hand aeroplane away from the weight Z", in other words having the effect of moving said weight Z along its rod Z nearer to the longitudinal center of the vessel. The said weight Z will thus exert a tendency to depress the left hand aeroplane and thus assist the action of the air current on the right hand aileron to re turn the vessel to equilibrium, while the effect of the weight Z will be removed from the right hand aeroplane owing to the fact that its location is now nearer to the center of the vessel. In other words the effect of the weight Z will be increased and that of the weight Z will be diminished which combined with the camming action of the air pressure on the right hand aileron will quickly return the planes to, equilibrium. If the planes tilt in the reverse direction the left hand aileron will be operated in the same way and the action of the weights Z and Z will be reversed fromthat just de scribed, the operation and result being othe'rwise the same. It is, of course,-to be understood that a manual operation of the hand wheel Z will draw down one or the other aileron WV and shift the weights Z and Z as may be desired and that under certain conditions the automatic operation above described may be augmented by a manual operation to draw the particular aileron V farther down and the weights Z and Z nearer to or farther away from the center of the machine as the case may be. During all the movements and operations described the rings B' and B, plfltfol'miGv and main frame of the machine, including the vertical and horizontal rudders D and L will remain unaffected and in their normal position of equilibrium so that the operator will remain upright and the vessel capable of being guided up or down or to the right and left as may be found necessary.

It is to be understood that the drums H, J are arranged within each other interiorly of the drum Z so as to all be movable one relatively to the other, the standard I forming a hearing or journal for all three of said drums. This construction is so obvious that detail illustration thereof has been considered unnecessary.

In Fig. 7 I have shown the frames a2, which correspond to the frames X of the first form, extending outwardly from the outer end of each aeroplane frame and in the same directions as do said aeroplane frames. In this form the aileron 10 will be drawn downwardly toward the aeroplanes as said planes tilt in one direction or the other,

the operation and effect of this form of my invention being otherwise the same as the form first described.

It will be seen that in both forms of my improvement I provide effective and easily operated devices for returning the planes to normal position, and a structure in which the planes are capable of a tilting movement relatively to the operators platform which always remains in equilibrium. It is to be further understood that although I have shown and described my improvements as embodied in an aeroplane of the monoplane type, I do not limit myself to this type of air ship and that my invention may be used in connection with biplanes, hydroplanes or any other types of air ship to which it may be adapted. It is further to be understood that the weights Z and Z may be omitted and the ailerons vV used alone or the ailerons omittedand the weights alone.

In'order to maintain the rings B and Q and B and Q, in operative relation to each other I may provide any suitable means, as for instance rollers Q, j ournaled in the bars 0 and bearing against the outer surfaces of the rings Q and Q, respectively as shown in Figs. 3 and a. To add to the stability of the ship those portions of the bars A located between the rings Qand B may be covered with a fabric A as indicated in Fig. 3. This fabric A in addition to acting as a parachute as the vessel descends will also serve as a covering to protect the aviator, platform G and the parts carried thereby.

Various modifications maybe made within the scope of the claims without departing from the spirit of my invention.

I claim 1. An air ship comprising a main frame,

copies at this patent may be obtained for five cents each, by addressing the fcommissienerfofintent!) means in returning the aeroplanes to normal j position is assisted.

2. An air ship comprising a main frame, aeroplanes capable of tilting transversely relatively thereto, means for automatically augmenting the effective surface area ofthe downwardly tilting aeroplane to cause said planes to be returned to normal position,

weights connected with said surface augmentmg means and concurrently movable therewith toward and away from the; center of the ship whereby theaction of said augmenting means in returning the aeroplanes to normal positionis assisted and manually operated means for concurrently actuating said augmenting means and said weights in- 3;;

dependently of said aeroplanes.

3. An airship comprising a main frame, an operators platform carried by said main frame, an auxiliary frame rotatably mounted in said frame, aeroplanes secured to said auxiliary frame to move therewith, and normally inactive ailerons adjacent to the outer end of each aeroplane adapted to be sepa-' rately brought to an operative position to augment the effective surface area of one or' the other of said aeroplanes and weights movable toward and from the center of the ship and operatively connected with said ailerons to cooperate therewith to return the aeroplane to normal position.

4. An airship comprising a main frame,

an operators platform carried by said main frame, anaux hary frame rotatably mounted in said 'maln'frame, aeroplanes secured. to

said auxiliary frame to move therewith, and 2 normally inactiveailerons adjacent to the outer. end of each aeroplane adapted tobe separately drawnto an operative position to augment the effective surface area of one or the other of said aeroplanes and weights.

movable toward and from the center of the ship and operatively connected with sald ailerons to cooperate therewith to return the aeroplanes to normal position, and means for operating said aileronsand said weights.

In testimony whereof, I have hereunto set i I my hand in the presence of two subscribing witnesses. 7 v MORRIS NEWGOLI).

' l/Vitnesses:

JOHN A. Knnnnnnnon, M. H. LooKwooD.

Washington, D. G.

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