US1246025A

US1246025A - Dual interlocking control.

Info

Publication number: US1246025A
Application number: US8809216A
Authority: US
Inventors: Henry Kleckler
Original assignee: Curtiss Aeroplane and Motor Corp
Current assignee: Curtiss Aeroplane and Motor Corp
Priority date: 1916-03-31
Filing date: 1916-03-31
Publication date: 1917-11-06
Anticipated expiration: 1934-11-06

Description

H. KLECKLER.

DUAL INTERLOCKING CONTROL.

APPLICATION FILED MAR. 31. 19l6.

1,246,025. Patented Nov. 6, 1917,

3 SHEETSSHEET I INVENTOE- HE RY KLECKLEE H. KLECKLER.

DUAL INTERLOCKING CONTROL.

APPLICATION FILED MAR. 31. 1916.

1,246,025. Patented Nov. 6, 1917.

3 SHEETS-SHEET 2.

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TORNEY H. KLECKLER.

DUAL iNTERLOCKING CONTROL.

APPLICATION men MAR. 31, 1916.

1,246,025. Patented Nov. 6, 1917.

20 3 SHEETS-SHEET 3.

' INvENTore HENRYKLECKLER Y ATTORNEY equipment and more particularly to an improved system of dual interlocking control.

HENRY KLECKLER, or BUFFALO, NEW YORK, ASSIGNOR TO con-miss Annormmn AND- MOTORCORPORATIOHA} CORPORATION on NEW YORK.

DUAL m'rnizu.ocKIive common Application filed March 31, 1916. Serial No. 88,092.

To all whom it may concern:

Be it known that I, HENRY KLEOKLER, a citizen of the United .States, residing at.

Specification of Letters Patent. Patented NOV. 6, 1917.

- throughout the several views, in which:

Figure 1 is alongitudinal sectional iview Buffalo, in the county of Erie and State of of a portion of the fuselage of an aircraft New York, have invented certain new and equipped with my useful Improvements in Dual Interlocking Controls, of which the following is a specification.

My invention relates to control devices or At the present time the demand for experienced aviators cannot be fulfilled owing to the difficulties and dangers encountered in teaching an inexperienced person the fundamentals of control incident to flight. The observation method of teaching, although acceptable, is tedious and unsatisfactoryin view of the fact that the pupil or student cannot, without danger, acquire by actual experience, a practical knowledge of the various requisites essential to perfect control.. The experienced aviator cannot, under existing conditions, shift the respohsibility of control onto the less experienced aviator, and yet, should occasion demand, immediately regain control and in so doing render attempted continued management of the machine by the less experienced aviator ineffectual. In my improved system of dual interlocking control, provision isifinade for such an interchange of responsibility. Fundamentally, my improved system includes interconnected primary control devices and a means operable at the will of the operator of one of said devices to throw the other of the said devices either into or out of operative relation with the control surfaces of the machine. By such an arrangement of interconnected parts, it is evident that the inexperienced aviator may first acquire a knowled e of the principles of control by observation and thereafter, when sufficiently familiar with the principles involved, actually direct movement of the ma v injury to either himself or to the machine should he, for control.

Other objects, advantages, and improved results are obtainable as a result of the structure hereinafter more particularly described and pointed out in the subjoined claims.

In the drawings, l ke numerals of referany reason, inadvertently lose improved dual system of interlocking control:

Fig.- 2 is a much enlarged transverse sectional view; I Fig. 3 is a detail sectional view taken in i the plane transverse to Fig. 2:

F1g. 4. is a section on the line 44 Fig. 2:

' Fig. 5 is a detail perspective view of the oscillating arm:

Fig. 6 is a fragmentary perspective view of the surface control element and its associated mechanism, and i Fig. 7 is a diagrammatic View illustrating the manner in which the surface control element and the primary control devices are lnterconnected.

In its generic nature, the embodiment of the invention herein illustrated, may be described as comprising dual primary-control devices designated respectively 10 and 11, a

surface control element and associate mecha usual longerons 20 and struts 21. Each of the mentioned control devices being of a duplicate construction, a description of but one of said devices will be hereinafter set forth.

A bridge or yoke 22 of an accepted design is pivoted as at 23 interiorly of and at opposite sides of the body of the craft immediately forward of the aviators seat mounted therein. The mentioned bridge 22 carries a control wheel 24 and a throttle control lever 25, the former controlling movement of the ailerons (not shown). Bodily swinging movement of the bridge in a horizontal plane is designed to control movement of the elevator or elevators. i

Bods 26, ha g a swiv l connection a in.-

. craft.

incense dicated at 27 with the forward bridge 22, extend rearwardly therefrom to a point 28 where they are pivoted in bifurcations 2 9 thereforformed in arms 30, each of which Is loosely connected for free swinging movement about a shaft 31 journaled in bearings 32 and mounted transversely of the fuselage to-penetrate the sides thereof and extend 31 in a -manner similar to that describedwith reference to the arms 30. Each arm 38 is provided with an integral sleeve-like enlargement 39 to encircle said shaft 31 and accordingly permit of free swinging movement of said arms.

Brace bars 40 mounted in parallelism extend transversely of the fuselage'or body of the machine and engage at their opposite ends with beams 4C1, connecting the struts 21 intermediate the

seats

14 and 15 of the machine. The mentioned beams d-l support the surface control element; and its associate mechanism 12.

A. sleeve is mounted at each end of the shaft 31 to which it is keyed or pinned as indicated at 43. The sleeves 4:9; project laterally beyond the sides of the fuselage or body of the craft and mount the wall;- ing beams 423 without said body that the elevator leads (not shown) may extend rearwardly to the elevator (likewise not shown) entirely without the body of the The sleeve-

like enlargements

33 and 39 embrace the respective sleeves 42 as illustrated to advantage in Fig. 2 of the drawings. The sleeve-like structure 39 at one side of the longitudinal axis of the machine is mounted to engage with the bearing 32 for the shaft 31 while the corresponding sleeve at the opposite side of the longitudinal axis of the machine is remote from said bearing. That which is true of the-sleeve 39 is also true of the sleeve 33 since the latter mounted to engage with the bearing atone. end of the shaft while at the oppositeend of the shaft it is remote from the bearing at said opposite end. The bearings 32 together with collars it preclude longitudinal displacement of the

respective arms

30 and 38 with respect to the shaft 31. The pins 4C3 hereinbefore referred to not only secure the sleeves 42 to the said shaft 31 but conjointly serve to secure the collars 4 to the respective sleeves. Throl'igh the; arrangement described it is evident that a pair of arms (30 and 38) is located adjacent each end of the'shaft 31, one arm of each pair having connection with each primary control device of which there are preferably two. Intermediate the

free arms

30 and 38 constituting each pair, is located a fixed arm as, each fixed arm having a sleeve-like enlargement 4:6 formed at one end thereof to embrace the shaft 31 and abut the respective sleeve-

like enlargements

33 and 39 previously described. Each arm 45 is fixed with respect to the shaft 31 by pins 47 mounted to pass therethrough. The fixed arms are adapted to oscillate in a vertical plane according to .the movement of the shaft 31, movement being imparted to said shaft in a manner hereinafter more particularly described.

Levers 48 are arranged in pairs, the levers constituting each pair being disposed one at each side of each. fined arm 425 to which they are respectively pivoted as at 49. Connecting rods 52 are disposed, one at each side of the shaft 31 to extend in parallelism and also parallel to the shaft 31. Said rods 52 at one end are pivotally con nected as indicated at 53 with the levers 48 at one side of the longitudinal axis of the machine, and at their opposite end as indicated at 53 with the corresponding levers 48 at the opposite side of the machine, the

Kill) pair in a bifurcation formedat the free end of each lined arm 45 to project longitudinally beyond the flattened portion of said arm and engage under certain conditions with notches therefor formed in the respec tive

adjacent arms

30 and 38. The locking devices when in engagement with the respective'notches establish a rigid connection between the respective primary control devices andthe surface control mechanism 12. A link 58, pivoted equidistant from its ends as indicated at '59 between the levers 48 which constitute a pair, is connected loosely, as indicated by

pins

60 and 61 respectively, with the

co-acting locking devices

54 and 55. The

pins

60 and 61 engage in notches formed in said locking devices. By movement of the connecting rods 52, it is evident that the levers 48 will move in unison, imparting a termed neutral; 2'. e., intermediate the two extremes; in which event both locking

devices

54 and 55 will engage with the re- 1

spective arms

30 and 38 to establish a rigid connection between each of the respective control devices and the shaft 31. A spring 62 mounted to embrace a pin 63 in turn mounted to 'penetrate the respective locking devices is utilized to yieldingly maintain the respective devices in engagement with the notches therefor. An individual spring is interposed between each pair of locking devices to exert an outward pressure thereon.

Coming now to a description of the control means for the surface control mechanism, 64 designates a particularly novel type of oscillatory arm. The mentioned arm in its preferre embodiment comprises a rectangular tubular body portion 65, opposed parallel legs or extensions 66, and similarly opposed extensions 67 which engage between spaced bearing plates 68 mounted equidistant from the ends of the shaft 31. A core 69, integral with the plates 68, is mounted to embrace the shaft 31 and accordingly permit sliding movement of the plates axially on said shaft in consequence of oscillatory movement of the arm 64. Diametrically opposed ears 70 are formed on each plate 68 to engage with the connecting rods 52 and by such engagement cause the said rods to be reciprocated longitudinally of the shaft 31 by the oscillatory movement of said arm. The manner in which the plates 68 engage with the rods 52 is best illustrated in Fig. 6 of the drawings.

Spaced bearings 71, secured, one to each beam 40, support the arm 64. A shaft 72 is mounted to engage with the spaced bearings 71 and to penetrate the legs 66 of'the arm 64, the legs being provided with openings 73 through which the said shaft 72 extends. To guide the arm and to impart thereto the desired oscillatory movement, a

, shaft 74, journaled in bearings 75 secured to the under side of the beams 40 and extending through opposed arcuate slots 76 formed in the body portion of the arm 64, is provided. Said shaft intermediate its ends is equipped with a cam 77 of a size to engage in the bore of the tubular body portion of the arm 64 and to bear, according to the movement of said shaft, against either side of said tubular body. Movement of the cam in either direction will transmit a corresponding movement to the arm 64 and by reason of the engagement of the extensions or enlargements 67 with the plates 68 cause the rods 52 to be reciprocated- Each enlargement 67 is braced and strengthened by means of a peripheral flange 78. j I

Motion is transmitted to the shaft 74 from a control element located interiorly-of and at one side of the fuselage to be operated at the will of the operator of either primary control device. A peripherally grooved wheel 79 is mounted at one end of the shaft 74, over which wheel an endless cord 80 is arranged, the mentioned cord likewise engaging with a correspondingly peripherally rooved wheel 81 mounted ona shaft 82 journaled in bearings 83, clamped as indicated at 84 to one ofthe longerons of the fuselage as illustrated in Fig. 2. Said shaft 82 is of a length to terminate'at its opposite .seated in the forward seat 14 of the machine 99 and the experienced aviator in the rear seat thereof, each and every movement of the control bridge 11 will be transmitted to'the control bridge 10, thus permitting the inexperienced aviator to perceive by observation, various movements required in directing flight. After the inexperienced aviator has gained sufficient knowledge of the various movements and operations necessary in directing flight, the experienced aviator may, if his judgment dictates, momentarily, or for an extended period of time cutout the control device under his direct supervision to thus allow the burden of management to be entirely borne by the inexperienced aviator. Should the inexperienced aviator make a mistake, the experienced aviator can immediately cut in and accordingly regain. control of the machine.

In military use, where both Occupants of 11. the machine are experienced aviators, the one or the other may direct flight as desired. Should the aviator directing flight be injured, the uninjured aviator may immediately assume control by cutting out the control means under the supervision of the injured aviator and cutting in the control means over which he has control.

Either aviator may assume control by simply manipulating the control element 13. 12.

11 is out of operative association with the 130 v said means 12. Ihe handle or extension'85 when in a horizontal or intermedlate position is indicative of the fact that both

control devices

10 and 11 are connected with the surface control mechanism 12 that the said two devices will operate in unison. Movement of the locking elements 54 into locking relation with the arms 38 and movement of the elements 55 out of locking relation with the arms will permit control by movement of the aft control device 11. Movement of the rods 52 to an intermediate position or to the position illustrated in Fig. 2 wherein both locking elements are engaged with the

respective arms

30 and 38 will cause the movement of one control device to be transmitted to the other since both have a rigid connection with the surface control means 12. Continued movement of the rods 52 until the locking elements 54 are out of locking relation with the arms 38 and the locking elements 55 are in looking relation with the arms 30 will complete or establish a connection between the forward primary control means 10 and the mechanism 12, thereby permitting movement of said forward control device in directing flight.

While it might appear from a cursory observation of the control mechanism illustrated that the fixed arms 45 will .assume a position at an angle to the vertical and thus preclude automatic and positive locking engagement of the bell crank locking

devices

54 and 55 with the

arms

30 and 38, it should be remembered that the elevator or elevators (not shown) when in a normal neutral plane will position the fixed arms 45 in such relation to the

movable arms

30 and 38 as to insure operation in the manner hereinbefore described.

In conclusion it is to be noted that I have claimed only the broad idea by me conceived wherefore it is to be understood that variations and modifications inthe construction, combination and arrangement of parts may be resorted to without departing from the spirit of the invention per 86.

What I claim is:

1. A control system for aircraft including inter-connected control devices and a means operable at the will of the operator of one of said devices to throw either of the said devices either into or out of operative relation with the control surfaces of the machine.

.2. A control system for aircraft, including inter-connected control devices and a means operable at the will of the operator of either device to throw the other of the said devices either into or out of operative relation with the control surfaces of the machine.

3. A control system for aircraft including inter-connected control devices and a means operable at the will of the operator of either either into or out of operative relation with the control surfaces of the machine.

4. A ontrol system for aircraft including inter-connected control devices and a means common to both devices operable at the will of the operator of either device to throw the other of the said devices either into or out of operative relation with the control surfaces of the machine.

5. A control system for aircraft including inter-connected control devices and a means common to both devices operable at the will ofthe operator of either device to throw either of the said devices either into or out of operative relation with the control surfaces of the machine.

6. A control system for aircraft including inter-connected control devices and a means common to both devices and operatively associated with the connection between said devices to throw either of said devices either into or out of operative relation with the control surfaces of the machine. I

7. In a control system for aircraft, independent primary control devices, a surface control element common to both devices, a connection between each control device and said element, and a means operable at the will of the operator of either device to break the connection between either of said devices and said element.

8. In a control system for aircraft, independent primary control devices, a breakable connection between said devices, commonly supported but independently movable locking devices interpolated in sald connection, and means for controlling the movement thereof.

9. In a control system for aircraft, independent primary control devices, a surface control element common to both devices, and a single means common to both devices operable at the will of the operator of either device to break the connection between either of said devices and said element.

10. In a control system for aircraft, primary control devices, commonly supported arms movable in directing control, separate connections between the respective control devices and the commonly supported arms, means interpolated in each connection to render the movement of the arms either effectual or inefl'ectual, a control element for operating said means, and a connection between the commonly supported arms and the control surfaces of the craft.

11. In a ,control system for aircraft, independent primary control devices, a surface control means, and a means common to both devices and associated with said control means and movable into various positions with respect thereto to interchange the connections respectively between said control means and said control devices.

12. In a control system for aircraft, independent primary control devices, a surface control element, and interconnected devices simultaneously movable to interchange the connections respectively between said primary control devices and said element.

13. In a control system for aircraft, independent primary control devices, a surface control element, interconnected control devices movable to interchange the connections respectively between said primary control devices and said element, and a unitary means operable from a point in convenient proximity to both said primary control devices to move said interconnected devices simultaneously.

14. In a control system for aircraft, independent primary control devices, a surface control element common to both devices, connected devices carried by and movable with respect to said element to interchange the connections between the respective primary control devices and said element, and a means directly engaging the connection between said devices to secure simultaneous movement.

15. In a control system for aircraft, dual primary control devices, a surface control element common to both devices, breakable connections respectively between said element and said devices, and a unitary means movable with and with respect to said element to break said connections at will.

16. In a control system for aircraft, inde' pendent primary control devices, a breakable connection between said devices, opposed relatively movable locking devices interpolated in said connection, means to move either one or the other of said locking devices to make and break said connection, and connections between said devices and the control surfaces of the craft.

17. In a control system for aircraft, a primary control device, a control mechanism including a shaft having an arm mounted to extend out from it, a connection between said primary control device and said arm, means interpolated in said connection and carried by said arm for rendering the connection either effectual or ineffectual, means for controlling said last mentioned means, and a connection between the shaft and the control surfaces of the craft.

18. In a control system foraircraft, independent primary control devices, a shaft, a connection between said shaft and the control surfaces of the craft, arms upon said shaft, a pair of locking devices mounted at each arm extremity, devices mounted upon said shaft to engage said locking devices, connections between said devices and the primary control devices, and means to relativel move said locking devices to make and brea the connections.

19. In a control system for aircraft, independent primary control devices, a breakable connection between said devices, independently movable locking devices interpolated in said connection, and a single mean common to both primary control devices for controlling the movement of said locking devices.

20. In a control system for aircraft, interconnected primary control devices, and a means movable at the will of the operator of either device in one direction to break the connection between one of said devices and said element and in the opposite direction to break the connection between the other of said devices and said element.

21. In a control system for aircraft, a primary control device, control mechanism including a normally pendant arm, a connection between said mechanism and the control surfaces of the craft, a means interconnection and carried by polated in said means being adapted to said arm, said engage and disengage said connection to render it effectual or ineffectual.

22. In a control system for aircraft, dual primary control devices, an intermediately located unitary control element, separate connections between ,said control elementand said devices, and a means carried by said control element operable to make and break the respective connections to render one or the other or both of the said devices effectual in directing control.

In testimony whereof I affix my signature.

' HENRY KLEGKLER.