US1311129A - Control system - Google Patents

Description

H. KLECKLER.

CONTROL SYSTEM.

APPLICATION FILED FEB. 29, 1916.

Patented July 22, 1919.

Z SHEETS-SHEET 1.

l/VI/ENTOR HENE'Y KLECKLEE.

- nrromvsy H. KLECKLER.

CONTROL SYSTEM.

APPLICATION FILED FEB. 29, 1916.

1,3 1 1 1 29. Patenified July 22, 1919.

2 SHEETS-SHEET 2- 59 INVENTOR HENRY KLE'CKLEE A TTOR/VE V 1 STATES PA- HENRY KLEoKLER, or BUFFALO, NEW YORK, ASSIGNOR, BY EsNE ASSIGNMENTS, T0 ouR'rIss AEROPLANE AND MOTOR coRPo AnoN, 0F BUFFALO, NEW YORK, A COR- PORATION OF NEW YORK.

CONTROL SYSTEM.

I Specification of Letters Patent. Patented July 22, 191

7 Application filed February 29, 19-16. Serial No. 81, 129. u

- designed to navigate the air;

Anyone conversant with the artto which the present invention appertains can readily appreciate the many mconvenlences, annoyances, and dlsadvantages arlsing as a result of the confused and involved arrangement of the cable'leads if disposed principally interiorly of the hull or body of the craft.

Such an arrangement not only necessitates the employment of a number of pulleys, brackets, etc., objectionable per 86, but necessitates an involved and complicated disposition of cables with the result that crossings,

which lead to friction and wear, invariably exist. The old and complex arrangement of the control elements is further objectionable in that the leads do not extend directly to the surfaces under control but turn, cross,

and interengage with the. result that acomplication of elements is in evidence. The leads of this system, by reason of their location, interiorly of the cockpit or cabin,

greatly reduce the'useful space and since they are exposed, are subjected to knocks, blows and other hardships, which cannot help but lead to impaired or weakened cables and oft-times disaster with a resulting fatal injury to the occupants of-the machine. In

so far as known to me, it is the universal practice to so arrange and dispose the various cables and leads for the several controls.

With the above in view, it is, therefore, the primary object of the present invention to obviate the existing chaos and confusion in the disposition of the leads and .to substitute therefor an improved and ellicient system of controls including a primary control means and a secondary control means, the secondary control means, although of the same orderas said primary controlmeans, being located wholly forwardly thereof, and

preferably in such relation to :the instru independently acting secondary control devices located forwardly of said primary control devices, and leads extending aft from the secondary control devices wholly without the body'of the craft to such elements of the control'surfaces as require movement incident to flight.

I further contemplate an improved primary 'control mechanism for association with the rudder leads; an improved bearing support. for the shaft tobe hereinafter described as forming a part of the secondary control means for the elevator; and an improved construction, combination and arrangement' of parts whereby the elements constituting the system of control are interconnected anddisposed with a view to simplicity, symmetry, and efficiency.

The secondary control means is of the same order as'the primary control means, that is, the secondary control is adapted to duplicate the movements of the primary control devices and to transmit these movements directly to the control surfaces. Both are simultaneously operable to a common end, namely, to effect control of the control tained, all as fully described with reference to the accompanying drawings. and more Particularly pointed out in the claims.

In said drawings, wherein similar charactors of reference designate corresponding parts throughout the several views:

- means for the elevators of' the machine.

Fig. 2 1s a detail vertical sectional view of a portion of the control bridge and its hear ing support;

Fig. 3 is a detail sectional view of the elevator cross shaft and its associate mechanism;

-- Fig. 4 is a detail view of the connection between one of the connecting rods and the control bridge;

Fig. 5 is an enlarged section on the line 55-of Fig. 3, and I Fig. 6 is a detail longitudinal sectional view of the dei'shaft.

Before proceeding the drawings, I desire to call particular attention to the fact that while-I have evolved and illustrated my invention with reference to its use and association with aircraft of the hydroaeroplane type, the same, if desired, may be utilized with equally efiicacious results'in connection with aeroplanes and'in fact any and all craft designed for aerial flight.

The hydroaeroplane indicated in the drawing by dotted lines comprises the usual hull 10, hydroplaning bottom 11, bilge fins 12, and cabin 13, the latter inclosing What I shall hereinafter term the primary control Said primary control means, designated as an entirety by'the numeral 14, is of the well known dual Deperdussin type comprising the usual bridge 15, control wheels 1616 and-interwheel connecting element 17. The terminals of the bridge are fastened to the sides of the hull, interiorly of the cabin 13, adjacent the flooring thereof and in a manner illustrated to advantage in Fig. 2. Laminated plates or strips 18-18, bolted together as indicated at 19, reinforce and collectively constitute the mentioned bridge. 7

While I have illustrated a particular form of support for the brid e 15, it is to be understood before descri ing said'supplort, 50

that its construction may be varied wit out limitation except in so far as hereinafter pointed out. It is desirable and in fact es sentialthat the terminals of the bridge be spaced from the inner walls of thehull at each side thereof to insure unrestricted oscillation thereof in directing flight. To accomplish this, I employ brackets 20 of a design conducive to lightness and yet rigidity and strength. Since the brackets thus utilized are of a duplicate construction, a

' detailed descri tion of but one of said brackets will be su cient.

Each bracket 20 in its preferred embodiment comprises a base plate 21, fastened by any suitable means to the hull structure 10,

guard-cup for the vertical rud-- with a description of.

a head plate 22, somewhat smaller, and radial legs 23 connectin and bracing the mentioned plates. A hol ow concentric stub shaft 24, made integral with the plates 21 and 22, .is mounted to engage with a ballbearing 25 in turn mounted and secured, by any suitable means, to the bridge 15. The

disposition of the brackets 20 within, and at a each side of the hull 10 to support the bridge 15, and the utilization of ball-bearings 25 in the manner indicated in Fig. 2, will permit secondary control means 28 entirely independent of the secondary control means 26 isassociated directly with the said primary control means 27, both the said secondary control means 28 and the said secondary control means 26 being located forwardly of their respective associate primary "control 'means and behind or in advance of the instrument board 29 to be thus inclosed, protected and accordingly removed from view.

The secondarycontrol means 26 comprises .an elevator cross-shaft 30, arms 31 mounted tive arms with the bridge 15 and walking beams 33. Said shaft 30 is hollow and of a length to project beyond the sides of the hull 10 to accordingly space the walking beams 33, mounted at the terminals of the shaft, without the hull and sufliciently beyond the sides thereof to permit the elevator leads 34-, which are to be connected to the walking beams, to extend rearwardly to the elevator wholly without the body of the craft and free from engagement with the sides thereof at any point.

N on said shaft, rods 32 connecting the respec- Ball-bearings 35 engage with the shaft'30' at-points in close proximity to the walking beams 33 and without the'hull or body 10 to insurea maximum of strength and as a consequence preclude distortion of the shaft 30 "should the walking beams 33 mounted there on be subjected to an excessive strain. To thusposition the bearings 35 without the hull and laterally beyond the sides thereof, I

utilize sleeves 36, one for each bearing, each sleeve having a diameter somewhat greater than thediameter of the shaft 30 which is mounted to pass concentrically therethrough. Each sleeve, like the shaft, is mounted to penetrate the sides of the hull. A flange 37 is formed on each sleeve at its inner end to engage with the inner wall of the hull adj acent the opening therein through which the sleeve extends that bolts or other fastening devices may serve to securely fasten the said sleeve-in place. To close the outer end of each sleeve 36, a terminal cap 38 is provided.

While I have illustrated and shall describe the arms 31 as of a particular constructiomit is to be observed that I make no claim thereto since it is 'well within the purview ,of, my, invention to modify this particular featur'e without vlimitation. The arms engage with the shaft 30, interiorly of the l 1ul l.10,,one adjacent each end of the shafts v When normal, the arms extend forwardly; at a slight angle and in diverging relation that their terminals may be disposed ina horizontalplane to the extensions of the bridge 15 to which they are connected by means, of the rods 32.

Each arm in cross section is substantially square and of a construction having a graduallydecreasing perimeter from its inner end out. Channel plates 39 and flat plates 40, brazed together, constitute each arm, the channel plates, as illustrated in Fig. 3, being extended beyond the terminals ofthe flat plates to form at the free end of each arm, in effect, a bifurcation, reinforced as indicated at 41, to receive therein the forward-endof its associated connecting rod 32. Said' rod 32 is pivoted in said bifurcation as indicated at 42.

q; i The means utilized to secure the arms 31 totheshaft 30 is here shown as comprising a sleeve 42 of a size and diameter'to snugly engage with said shaft to which it is keyed or otherwise secured in a manner permitting of longitudinal adjustment thereon when required.

Eyeebolts 43 are utilized to-fasten the aft terminals of the connecting rods 32 to the bridge 15, each bolt penetrating the laminated strips or plates 18 constituting the bridge, to. permit of securement, as indicated inFi 2,;.by means of a nut 44 threaded on each olti The eye-bolts 43 being turnable with respect to the bridge, it is evident that the movement of the latter, when oscillated, will be imparted to the arms 31 where it is transmitted via the shaft 30 to the walking beams 33 and to the elevator leads 34, each of the several parts being located forwardly of the primary control means 14'and behind the instrument board 29 if viewed from the cabin.

Passing on to a detailed description of the primary control means 2'7,45-45 designate duplicate opposed foot bars, each of which is pivoted equidistant from its ends as indicated at 46 in such proximity to the aviators seat (not shown) as to be conveniently manipulated by foot pressure. Castings 47 mount the respective foot bars.

A vertical rudder operating shaft 48 is mounted forwardly of the co-acting foot bars 45 and with a T-head 49 and walking the shaft 48 is mounted to extend from a point within to a point without the hull 10 of the flying boat, being mounted at its inner end as indicated at 52and braced at its outer end to the cabin structure 13 by means of a bracket or brace 53 of a construction affording for said shaft 48 a bearing. The walking beam 50 is mounted at the extreme outer end of the shaft. The bracket 53 is braced as indicated at 54.

The rudder leads 55 of the control system are secured at their forward ends to'the terminalsof thewalking 'beam 50 that 1110- tion imparted to the; foot bars 45 may be transmitted to said rudder leads via the links 51, the T-head 49, the shaft 48 and the walking beam 50. v

Since the shaft 48 is mounted to penetrate the hull structure adjacent the forward end thereof, it is evident that 'a means must be provided. whereby the wash coming in contact with the shaft, cannotdrain to the interior of the hull; This preferably comprises a substantially frusto-conical guardcup 56 fastened or secured as indicated at 57 to said shaft directly over an opening in the top surface of the hull through which the shaft extends. 1 An inner guard strip 58, se-

, curedas at 59 to the hull structure, is adapted to, yieldingly engage with the shaft and co-act with the -guard cup in precluding drainage through said opening.

a From the foregoing it is evident thatthe secondary means in each instance is located in advance of the primary control means and so situated with respect to the cockpitor cabin of the craft as to in no way impede or interfere with the free body movement of the aviator; that the wearand tear incident to friction arising as a result of crossing cables cannotflmder any circumstances, occur; and that the connection between the control system andthe empennage elements is not only direct but'entirely removed from contact with the cockpit or cabin at any point.

In conclusion, it is to be observed that the rear arrangement of the control elements is such in its nature as'to offer to the aviator or to the passengers a maximum of space in which to move about without coming in contact with the empennage leads heretofore located interiorly of the cockpit or cabin.

In practice I have found that the form of my invention herein illustrated is the most efficient and practical, yet realizing that conditions concurrent with the adoption of my control system will of a necessity vary to said main body and forwardly of said chamher, connections between said forwardly located devices and said devices located in the chamber, said forwardly located devices projecting outwardly through and beyond the main body, and connections between said extended portions of the o erable devices and the control surfaces, sai latter connections being located exteriorly of the main body.

2. In a control system for aircraft, the combination of control surfaces of different control characteristics, a main aircraft body having a cockpit therein, separate control devices for said surfaces located in said cockpit, intermediate control devices corresponding to said first named control devices which are located within the main bodyand forwardly thereof, said forwardly located control devices extending transversely. of the main body to points exteriorly thereof, operating connections between said extended portions of the control devices and the respective control surfaces which are located exteriorly of the main body, and connections between the control devices located in the cockpit and the forwardly located devices whereby the operator may effect control of the surfaces directly through the cockpit devices without interference with the exteriorly located connections.

3. In a control system for aircraft, the combination of control surfaces having different control characteristics, a main body having a control cockpit therein, control devices for said surfaces extending transversely of the main body and projecting therethrough to oints exteriorly thereof, operating connections between said control surfaces and the respective operating devices, said connections being arranged wholly exteriorly of said body, dual control devices located in the cockpit, and operative connections between each of the dual control devices and the transversely extending devices for the purpose set forth.

4. In a control system for aircraft, the combination of a control surface, a main body, a vertical control shaft located in said body and projecting through and beyond the upper side thereof, operative connections between the upper end of said vertical shaft and the control surface, control devices for said surfacelocated rearwardly of the vertically' disposed shaft, and operative connections between said control device and said vertically disposed shaft for the purpose set forth.

' 5. In a control system for aircraft, the combination of an elevator and rudder and main body or fuselage having a pilots chamber therein. a transverse shaft longitudinally displaced along said fuselage from said pilots chamber and extending through and beyond the walls of the fuselage, said shaft carrying on its overhanging ends means for engaging control connections which lead to the elevators, a second transverse shaft journaled in said main body and extending beyond a side thereof, operative connections between the projecting end of said last named shaft and the rudder, a control bridge mounted within said pilots chamber, a foot bar control device also located in said pilots chamber, and operative connections respectively between said control bridge and said foot bar and said transverse shaft.

6. In a control system for aircraft, the combination of a main body or fuselage having a pilots chamber therein, control surfaces including an elevator and a rudder, a transverse operating shaft journaled in said main body and extending beyond the sides of the fuselage, operative connections located exteriorly of said main body and disposed between the overhanging ends of said transverse shaft and the elevators, a second transverse shaft journaled in said main body and projecting beyond a side thereof, operative connections located wholly exteriorly of the main body and disposed besaid pilots chamber, and operating. connections between said bridge and said foot bar andtheir corresponding transverse shafts.

-7. A controlsystem for the elevator of an aircraft including a shaft mounted to extend transversely through and beyond the sides of the body of the craft, a connection between the extended terminals of said shaft and the elevator, and bearings for said shaft spaced beyond the sides of said body.

8. A control system for the elevator of an aircraft including a shaft mounted to extend through and beyond the sides of the body of the craft, a sleeve mounted adjacent each end of the shaft and through which the shaft extends, bearings for the shaft mounted in each sleeve at a point spaced beyond the sides of said body, and a connection between the extended terminals of said shaft and the elevator.

9. A control system for the elevator of an aircraft including a shaft mounted to extend transversely through and beyond the sides of the body of the craft, bearings for the said shaft spaced laterally beyond the sides of said body, a connection between the terminals of the shaft and the elevator, and a control means for said shaftlocated aft thereof within said body.

10. A control system for the control surfaces of an aircraft, including a shaft mounted to extend transversely through and beyond a wall of the body of the craft, a connection between the extended terminal of said shaft and the control surfaces, and a bearing for said extended terminal spaced beyond the wall of said body.

11. A control system for the control surfaces of an aircraft, including a shaft mounted to extend through and beyond a wall of the body of the craft, a sleeve mounted adjacent the extended terminal of the shaft and through which the shaft extends, a bearing for said extended terminal mounted in said sleeve at a point spaced beyond the wall of said body, and a connection between the extended terminal and the control surfaces.

12. A control system for the control" surfaces of an aircraft, including a shaft mounted to extend transversely through and beyond a wall of the body of the craft, a bearing for the extended terminal of said shaft spaced laterally beyond said wall, a connection between said terminal and the control surfaces, and a control means for said shaft located aft thereof within said body.

13. In an aircraft, the combination of an aircraft body or fuselage having a transverse partition therein and having a pilots chamber adjacent said partition, a control bridge mounted within said chamber, a control mechanism mounted adjacent said partition but on the opposite side thereof from said control bridge, said control mechanism having control cables leadingtherefrom to the control surfaces, operative connections passing through said partition and connecting with both said control bridge and said control mechanism, whereby said control mechanism, including the control cables are all exteriorl arranged with respect to said pilots cham er for the purpose set forth.

14. In an aircraft, the combination of a body or fuselage having a partition arranged transversely thereof and a pilots cockpit arranged adjacent one side of said partition, a control bridge mounted within said cockpit, a control mechanism carried by said body on the opposite side of said partition from said bridge control, said control mechanism including a shaft transverse to said body and extending beyond a wall thereof to the exterior thereof and control cables connected to said shaft at a point outside of said body, and a direct operating connection between said control bridge and said transverse shaft, passing transversely through said partition.

15. In an aircraft, the combination of a body or fuselage having a partition therein,

and a pilots cockpit arranged adjacent one side of said partition, a direct control mechanism mounted within said cockpit and adapted to be engaged by the pilot, an intermediate control mechanism carried by said body on the opposite side of said partition from said direct control, said intermediate control including a shaft extending through and beyond a wall of the body to the exterior thereof, control cables connected with the extended terminal of the shaft and a direct operative connection between said control mechanisms passing through said artition.

16. In an aircraft, the combination of a control surface, an aircraft body or fuselage having a transverse artition therein and having a pilots cham er adjacent said partition, a control member mounted within said chamber, a control mechanism mounted adjacent said partition, but on the opposite side thereof from said control member, said control mechanism having control cables leadin therefrom to the control surfaces, operative connections passing through said partition and connecting wit both the control member and said control mechanism, whereby said control mechanism, including the control cables, are all exteriorly arranged with respect to said pilots chamber forthe purpose set forth.

In testimony whereof I aflix my signature.

HENRY K'LECKLER.

Images