US1322976A - Aeropiane - Google Patents

Description

BEST AVAILABLE @QPY W. i. TWOMBLY.

AEROPLANE.

APPLICATION FILED DEc.4. 1911.

RENEWED APR. 16.1919.

2% Wm NH du m m LSQQ QFGO WITNESSES WM Irving Jvombly; B V

W. I. TWOMBLY.

AEROPLANE.

APPLICATION-FILED DEC.4, IQH. RENEWED APR. I6. I919.

Patented Nov. 25, 1919.

4 SHEETS-SHEET 2.

INVENTOR WITNESSES w. 1. TWOMBLY.

AEROPLANE.

APPLICAT'ION FILED DEC.4. x911. RENEWED APR. 15,1919.

4 SHEETS-SHEET '3.

Patented Nov. 25, 1919.

INVENTOR.

- Willard Irvin W. l. TWOMBLY.

AEROPLANE.

APPLICATION FILED DEC.4. I911- RENEWED APR-16.1919.

Patented Nov. 25, 1919.

4 SHEETS-SHEET 4- i Jul-Ill WITN ESSES INVENTOR,

Willard Irving 12 a UNITED snares Parana ora ion.

WILLARD ravine TWOMBLY, or new YORK, 1 T.-Y., essmnon, BY MESNE ASSIGN- MEN'IJS, 'LO D. STUART DODGE, OF WEATOGUE, CONNECTICUT.

AEROPLAN E.

Specification of Letters Patent.

Application filed December 4, 1911, Serial No. 663,873. Renewed April 16, 1919. Serial No. 290,640.

it is the principal-object of the invention to" provide a plurality of separate and independent power plants or motors either one or all of which may be utilized to operate the propelling means, and to provide means actuated by the motors to operatively connect either one or 'all of said motors with the propelling means as they are started, and as either one or all of the motors are stopped to automatically throw them out of operative connection with the propelling means.

A further object of the invention relates to the general construction of an aeroplane of tllje monoplane type, and to give to the fuselage and the supporting planes \such shape and curvature as to decrease to a minimum the head resistance .of the aeroplane and whereby it will be self sustaining or lifting in flight, for which purpose 1 provide a central longitudinal fuselage entirely covered carrying an elevating plane and a rudder at the rear end. The bottom of the fuselage commencing at the head to the tail is ofconcave formation merging into "a con-' vexed portion, and said latter portion merging into a plane or flat portion extending to the end; while thetop commencing at the forward end is ofconvexed formation and then merges into a plane or flat portion which extends to-the rear end, with the forward portion of the top and the bottom' merging or joining together substantially in a point. A pair of rigid lateral sup orting planes are fixed to the fuselage,it e said" planes from the front and extending to the rear viewed from the bottom being of concaved formation and adjacent the rear of convexed formation and tapering from the front toward the rear, with the front edges in a plane higher than the rear edges, and tapering from the fuselage out to the ends.

Another object of theinvention relates to improved means to maintain lateral balance or equilibrium, comprising ailerons located at the ends of the plane or planes and fixed to shafts rotatably carried by the I plane or planes, means being provided to impart rotary motion to said shafts simultaneously in opposite directions, to adjust the ailerons to different angular positions relative to the plane or planes and to each other to present different angles of incidence to the atmosphere.

A further object of the invention relates to an improved starting and alighting' carriage, comprising a series of standards constituting a part of the framework having skids fixed thereto, said skids inclining toward the rear with the forward ends curved upwardly and extending beyond the forward end of the aeroplane. The aeroplane is normally supported when on the ground by a pair of wheels connected to the ends of a resilient member extending transversely of and secured to the skids in such manner as to permit it to have a slight endwise movement when it is sprung or flexed by the aeroplane in alighting, suitable means being provided to prevent undue endwise movement of said resilient member.

In aeroplanes as heretofore constructed in order to start or set the power plant, usually consisting of an internal combustion engine in operation, rotary motion is imparted to the propelling means by an attendant, which is a dangerous operation due to the back-firing and other causes, and it is a furtherobject of the invention to provide means whereby the motor may be cranked.

from the seat of the aviator, for which pur-' pose I' provide a suitable clutch between the motor and the propelling means, an actuating lever being connected thereto and located conveniently to the seat of the aviator. By moving the lever in one direction the clutch is thrown into operative engagement and rotary motion imparted to the motor, and said clutch is thrown out of operative engagement after .the motor is started or the lever reaches the limit of its movement and is returned to initial position.

In aeroplanes of this type the plane sup porting or stay wires as well as the control wires are all exposed, not only being exposed to the deteriorating effect of the elements but often tampered with by unauthorized persons with disastrous results to the aviator, and it is a further object of the invention to construct an aeroplane in which all of the supporting or stay, as well as the control, wires are inclosed either in the framework or the fuselage.

"Other objects and advantages will hereinafter appear.

As a preface to a detail description of the figures of the drawings, 1 wish to say that while my invention is shown in connection with an aeroplane of the monoplane type, it

will be obvious that certain features of the invention are applicable to aeroplanes of difierent construction, such as biplanes,

Fig. 4 is a detail to show the mounting of the lever to operate the motor starting means.

Fig. 5 is a fragmentary side elevation oi": a detail of the motor-starting means.

Fig. 6 is a plan view of my improved aeroplane.

Flgs. 7 and 8 are sectional detail views of the means to connect the resilient supporting member to the alight-ing carriage.

' Fig. 9 is a detail illustrating the manner of connecting a propelling driving shaft to the forward ends or the plane. I

Fig. 10 is an enlarged sectional detail view illustrating a bracket in which the propeller and its driving shaft are journale d.

Fig. 11 is a front elevation, partly in section, to illustrate the mounting of the power plant and the manner of connecting the same to the propeller-driving shaft.

Fig. 12 is an endelevation of one of the brackets in which the propeller and its driving shaft are 'ournaled and the manner of connecting a p ane support thereto.

' Fig. 13 isa sectional detail view of the propeller driving shaft and the 'means whereby the motor is automatically connected thereto as it is started, and also showing the means to crank the motor;

Fig. 14.- is a sectional end elevation of the propeller driving shaft and the means to automatically connect and disconnect a motor thereto whenstarted or stopped.

Fig. 15 is a plan view of the front portion of the aeroplane to. illustrate the manner of supporting ailerons at the ends of the supporting planes whereby to maintain lateral balancing or equilibrium, and; the means to adjust said ailerons, said view illustrating the ailerons adjusted to difi'erent angular positions in full lines and in dotted lines in their normal position.

nism shown in Fig. 16- and Fig. 18 is a plan v1ew of the elevating plane and rudder carried at the rear of the fuselage.

Similar characters of reference designate like parts throughout the different views of the drawings. j c

In the embodiment of my invention illustrated in the drawings, 1 have shown the same in connection with an aeroplane of the monoplane type, comprising a central longitudinal fuselage or main frame, (designated in a general way by F,) consisting of spars 19, uprights or standards 20, cross bars 21 and braces or stay wires 22. The fuselage is entirely covered with a suitable material with the exception of an opening for the aviator and provided with a birdlike tail 23, and a vertical fin 24, and carrystrike an obstruction and be brought to an abrupt stop in alighting. The aeroplane when upon the ground is normally support ed upon a pair of wheels 28 connected to the ends of a resilient or springy member 29. in the nature of a spring board of one or more layers of springymaterial such as metal or wood, so that in alighting when the wheels come in contact with the ground the shock of the weight of the aeroplane will v be cushioned or absorbed by said member. The member 29 is connected to the skids in such manner that when it is sprung it may have a slight endwise movement and for this purpose I fix to each of the skids a pair of brackets 30, said brackets carrying a pair of rollers 31 between which the resilient memberfl engages. To prevent undue endwise movement of said member 29 I provide it with guides 32 to slidably engage at either side of the skids. The wheels are connected to'the member 29 by knuckles 'so that said wheels may have movement on an axis perpendicular to their axis of revo lntion, and the knuckles connected by a rod 34 to always keep the wheels in the same plane and symmetrical with the fuselage.

reaaere and whereby any diverging moveinent of one of the wheels will be imparted to 'the other wheel through said member.

Rigid planes 35 are fixed to the forward I 'end of and project laterally from the fuselage, the lateral ends of which planes are rigidly supported by tubular upwardly projecting and laterally diverging braces 36 which may form a part of or be fixed to the alighting carriage. The free ends of the braces are connected to a horizontal member 37 by couplings 37' and said member 37 is connected to the planes by means of an intermediate member 38. To adjust the. planes and maintain them in adjusted position, cables 39 are passed through the tubular members, said cables having screw threaded heads 40 fixed to the free endsupon which engage lock nuts 41, as clearly shown in Fig. 12. Should it-be found that the planes are not symmetrical due to structural strains or otherwise, it is only necessary to screw up the nuts on one end of the cables and loosen the nuts at the other ends thereby drawing down one end of one plane and permitting the end of the other to move upwardly.

As already stated the fuselage and supporting planes are so shaped and curved as to decrease. to "aminimum the head resist ance, whereby the aeroplane will be self susraining or lifting in flight, for which purpose the bottom of the forward end or head of the fuselage is of concaveformation merging into aconvex portion, and which latter portion merges into a plane or flat surface to the end, and the top of the forward or head portion is convex then merging into a substantially flat surface inclining toward the end, with the forward top convex and the bottom concave portions merging or joining together in a point, as clearly shown in Fig. 1. By this construction as the aeroplane is propelled.v through the air, the air current striking against the bottom concavoconvex portion will lift or sustain the forward end of the aeroplane, and the air as it is deflected from the'bottom convex portion will tend to create a} vacuum at the rear of the convex portion where it merges into the flat portion, and the airrushing from the rear to replace said vacuum tending to cause the air currents to form eddies creating a lifting force beneath the fuselage and the tail 23. Not only is a lifting force created at the bottom, but the air which is deflected from the top convex portion will form eddies where said portion merges with the flat inclinedportion creating a lifting force at the top.

The bottom of the planes from the front to toe rear edges is substantially symmetrical with the formation of the body, with the top and bottom surfaces merging in a point at the rear edges. The'bo-ttom of the planes is substantially symmetrical from the imparted to said shafts.

fuselage out with the top tapering or incliuing from the fuselage out to the ends, as

shown in Fig. 2, and with the forward edges in a plane higher than the rear edges. By this construction theai'r deflected from thebottom concave portion will create a lifting force at the rear bottom portion of the planes and the air deflected fronr the top convex portion will tend to create a lifting force at the top of the concave portion of the planes.

To maintain lateral balance or equilibriunl, I provide adjustable ailerons 42 at the ends of the planes, substantially symmetrical in formation with the planes, fixed to shafts 43 rotatably carried at the bottom of the planes with the inner ends j ournaled in brackets fixed to the fuselage. To secure the ailerons to the shafts lt fix to-one of the ribs of said ailerons lugs45 and pass a pin 46 transversely through the shaft with the ends engagingin said lugs. To. adjust said. ailerons to difi'erent angular positions relative tothe planes and to each other whereby to present different angles of incidence to the atmosphere, I provide means to rotate said shafts simultaneously in opposite directions, comprising a rock shaft '47 the axis of which is transverse to the axes of the aileron shafts. 'llhe shaft 47 is provided with a pair ofarms .48 connected by links 49 having a universal connection with said arms 48 andarms 50 fixed to the aileron shafts. To impart rotary movement'to the shaft 47 I provide a lever 51 so connected shown in Fig. 15, rotary motion will be imparted to the aileron shafts 43 in opposite directions, and when moved to the right, as shown in F 17, a reverse motion will be Said lever 51 also controls the elevating plane 25 mounted at the rear of the fuselage to be adjustable on a horizontal axis and for this purpose the shaft'47-is provided with a cut out portion 52 in which the lever 51 is pivotally mounted to swing on an axis transverse to the axis of said shaft. Said lever has forwardlyand rearwardly projecting arms to which the control wires 53 of the elevating planes are connected. By this construction it will be noted that if any sidewise movement is imparted to the lever 51 no motion'will be imparted to the elevating plane 25, and that any movement of the lever on its pivot will not impart any movement to the ailerons.

By this construction lateral balance is controlled without the use of the steering rudder 26 as is the usual practice now in connection with warpin planes. Should the right hand plane or side of the machine for any cause he tilted downward to right the machine all that is necessary is to move the lever 51 to the left, as shown end of the aileron at the right upward and therear end downward, increasing the angle of incidence and thus causing the air to lift this side of the aeroplane; while the forward end of the aileron at the left hand side is simultaneously tilted downward with the rearend upward, the air striking against the top of the aileron tending to depress this side of the aeroplane, thereby causing the aeroplane to be moved on its longitudinal horizontal axis.

By this construction as the machine is righted due to the increasing of the angle of incidence at one end of the planes and decreasing thev angle at the other end of the planes there is no tendency of the machine to turn on a vertical axis.

The propelling means consists of a pair of propellers 54: located directly in front of and rotating on axes in a plane with the leading edges of'the planes, with the pitch of the propeller blades so determined that the propellers revolvein opposite direc-' tions but toward each other. The propellers are fixed upon stud shafts 55 journaled in journal boxes 56 fixed to the ends of tho' forward diagonal braces 36 and the 'forward ends of the braces 37. Gears 57 fixed to the shafts 55 within the boxes mesh with gears 58, also within said boxes, fixed to'the ends of a propeller-driving shaft 59 extending along the leading edges of the planes whereby to drive .the propellers synchronously. The shaft is journaled at its ends in the boxes 56 and inclosed in tubular housings 60 the outer ends of which are fixed 1n the boxes 56 and the other ends in brackets 66 fixed to the forward standards ofthe fuselage, and by brackets 61 to the leading edges of the planes, as shown-1n Fig. 9.

As already stated one of the main features of the invention is the provision of a plurality of power plants or motors either one or all of which may be automatically thrown into operative connection with the propelling means asthey are started to operate said propelling means from either one or all of the motors, and automatically thrown out of connection when stopped. As is well known in order to maintain the aeroplane in the an it is necessary to provide means to efiect an onward movement of the aero- -other is at rest.

eeaerc nated in a general way by M,) which may be of the-type disclosed in my co-pending application filed October 23, 1911, Serial No. 656,317, although it will be obvious that stationary motors may be utilized. The motors are rotatably mounted on crank shafts 63 having no communication; with each other and connected with a suitable source of fuel supply, as at 62. The shafts are fixed in brackets 64 fixed to the forward supporting standards 20 and in an intermedlate support or brace 65 which at its lower end is supported upon the upwardly projecting and laterally divergingbrzices 36, and the shaft 59 journaled in its upper end. It will be noted that the propeller-driving shaft 59 and the motors rotate on parallel axes transverse to the line of flight, and in a direction toward the front of the aeroplane.

The motors are connected to the propellerdriving shaft 59 by means of sprocket chains 67 passing around sprockets 68 fixed to the motorand sprockets 68 constituting part of overriding clutches fixed on the shafts 59.

These clutchesare so constructed that when the motors are started they will be automatically thrown into operative engagement, and when stopped thrown out of engagement thus, permitting the shaft 59 to be freely rotated by one of the motors while the While various construe tions of clutches or a suitable ratchet mechanism may be used for this purpose, I have shown the same as consisting of an overriding ball clutch, comprising a sleeve 69 fixed to the shaft 59 and the sprocket 68 loosely mounted on said sleeve, said sprocket having an annular flange 79 provided with a series of notches 71, balls 72 engaging in said notches'to run upon the shaft sleeve 69, the balls when the motors are idle assuming the positions at the ends of the notches, as

vshown in dotted lines in Fig. 14. However, as a motor is started the sprocket will have a slight free movement on the sleeve 69 springs 73 fixed to'the shaft 59 engaging with and causing the balls 7 2 to roll along the walls of the notches andbe wedged between the sprocket and said sleeve 69 firmly connecting the motor to the driving shaft, It will be obvious that while one of the motors is operating and thus connected to the shaft, the other motor may be idle with itsassociated clutch mechanism disconnected, but should such latter motor be started it will be operatively connected in a like manner to the shaft59. By this construction the motors when both are operating will also be caused to operate in synchronism.

Should one of the motors be operating and the other be started it will at first run slowly and not pick up with the rotation of the shaft '59. However, as it has no load it will quickly pick u said shaft It will also be obvious that s ould both of the motors be meagre operating and one run ahead of the other, such motor would carry all of the load of driving the propellers and thus would retard the same, while the other being free from the load would readily pick up with the first motor. To prevent axial movement of the sprocket 68, one end of the hub thereof abuts against the bearing of the shaft 59 in the bracket 66, while the other end is Mounting the motor so that it revolves in a plane with the line of flight tends to maintain the aeroplane in a straight course as well as upon an even keel. Furthermore, when the space at the sides between the diagonal braces 36 and between the bottom of the planes and the alighting carriage is covered as in the present instance, the motor as it revolves will'throw the air through such covered space and up against the bottom of the fuselage increasing the lifting function thereof.

In aeroplanes as now constructed in order to crank the motor it is the usual practice to have an attendant revolve the propeller, which is a dangerous operation owing to back-firing of the motor and other causes.

To overcome this disadvantage and in order to enable the aviator to crank the motor himself, I fprovide means whereby to crank the motor r purpose I provide the clutch sprocket 68 with an annular flange 76 and rotatably mount on the sprocket flange 70 a wheel 7 7 having a pair of radially projecting arms 78 the outer ends of which are beveled or inclined, and interpose balls7 9 between the ends of said arms and the annular sprocket flange 76. The wlieel 77 is maintained on the sprocket flange by a screw threaded collar 80. Actuating levers 81 pivotally mounted on the framework and conveniently located near the seat of the aviator, are connectedto the wheels 77 by means of links 82. Should it be desired to start the motor all that is necessary is to give a rearward pull to the lever 81 thereby imparting rotary movement to the wheel 77, the balls bein caused to ride along the inclined or curve ends of the arms on said wheel by springs 83 engaging therewith and thereby wedged between the ends of the arms and the sprocket flange 76, locking the wheel 77 to the sprocket. As the lever reaches, the limit of its rearward movement sufiicient om the seat of the aviator, for which momentum will have been imparted to the motor to start it and it will pick up the propeller-driving shaft through its clutch mechanism in the manner heretofore described. As the clutch rotates, and the wheel 77 is held stationary by the lever 81, the balls 7 9 will'be thrown out of wedged engagement between the wheel arms 78 and the sprocket flange 76, when the lever may be returned to initial position." Should a single rearward movement of the lever 81 fail to crank the motor, by moving the lever forward it will throw the balls 7 9 to inoperative position and permit the wheel 77 to rotate reversely without imparting motion to the clutch sprocket, when the lever81 may again be given a rearward pull and a rotary motion imparted to the motor.

Variation may be resorted to within the scope of my invention and portions of the improvements may be used without others.

Having-thus described myinvention, ll claim 1. In an aeroplane, the combination with the supporting surface, ofa pair of propellers; a shaft extending along the forwardedge of the supporting surface by which said propellers are driven; a plurality of motors, each motor having a sprocket wheel connected thereto; a plurality of overriding clutches on said shaft, comprising sleeves fixed to the shaft, sprockets loosely mounted on said sleeves, the hubs of said sprockets having annular recesses provided with a ser1es of notches, and a serles of balls confined between the walls of said recesses and the sleeves and normally engaging in the recessnotches; chains to connect the motor sprockets with the clutch sprockets whereby when the motors are idle the clutches will be in inoperative position with the balls loosely engaging in the notches of the annular recesses in the sprockethubs, but asthe motors "are started and rotary motion imparted to the clutch sprockets the balls will be wedged between the walls of the annular recess and the sleeves locking the sprockets to the shafts and connecting the motors to the propellers; and springs to maintain the 1 balls in their wedged position, substantially as and for the purpose specified.

2. In an aeroplane, the combination with the supporting surface, of a pair of propel- Iers rotating on axes parallel with the line of flight, ashaft at the forward edge of the supporting surface with its axistransverse to the line of flight and from which'said propellers are synchronously gear driven;

the line of flight; gears connected to said propellers; gears fixed to the ends of the shaft to mesh with the propeller gears, whereby the propellers are synchronously driven from said shaft; a plurality of,rotary framework of the fuselage upon which the motors are mounted to rotate on axes parallel with the propeller shaft; a plurality of clutches on the pro eller-driving shaft; and meansv to connect t 'e motors with said clutches, substantially as and. for the purpose specified.

4. In an aeroplane, the'combination with the fuselage, of rigid planes fixed to and projecting laterally from said fuselage; a

pair of propellers rhounted to\ rotate on axes in a plane with the line of flight; a driving shaft for said propellers extending transversely of the aeroplane; and means to rotatably'support saidpropellers and shaft,

comprising upwardly projecting and laterally diverging braces fixed to the fuselage,

v brackets fixed to the upper ends of said braces in which the propellers and the ends of theshaft are journaled, and horizontal braces to one end of which the brackets are fixed, said braces extending from front to rearand secured to the bottom of the planes.

5. In an aeroplane, the combination with the fuselage, of rigid planes projecting laterally from said fuselage; a pair of propellers mounted to rotate on axes in a plane braces fixedto the fuselage; brackets with the line of flight; a driving shaft for said propellers extending transversely of the aeroplane; means to rotatably support said propellers and shaft, comprising upwardly projecting and laterally diver ing to the upper ends of said braces in which the propellers and shaft are-journaled, and

, horizontal braces to one end of Which the brackets 'are fixed, said braces extending from front tot-rear and secured to the bottom of the planes; a plurality of motors; and

meansto connect or disconnect either one or all oftsaid motors with the driving shaft the-fuselage, of rigid planes fixed to and projecting laterally therefrom; a pair of propellers rotatableon axes in a plane with the line of flight; a bevel gear connected to each propeller; a driving shaft at the forv ward edges of the planes; bevel gears fixed to the ends of said shaft to mesh with the propeller gears to synchronously revolve the propellers; and means to rotatably support said propellers and shaft, comprising upbrackets are fixed, said braces extending from front to rear and secured to the bottom of the planes, and cablesfixed at their ends to l-the brackets and passing through the up-. motors; hollow crank shafts fixed to the wardly converging braces, substantially as and for the purpose-specified. 7. In an aeroplane, the combinhtion with the supporting surface, 'of a pair of pr o pellers mounted to rotate on axes in a plane with the line of flight, a shaft extending along the forward edge of the supporting surface operatively connected to the propelwill be wedged between the walls of the notches and the shaft sleeve to operatively connect the motor to the shaft, the balls of the clutch of the idle motor loosely engaging in the sprocket notches, but as said motor is started the balls are wedged between the walls of said notches and the shaft sleeve operatively connecting both motors to the shaft, substantially as and for the purpose specified. I

8. In an aeroplane, the combination with the supporting surface, of propelling means rotatable on an axis in'a lane with the line of flight; a shaft extending transversely ofthe supportin surface and operatively connected to the driving means; an engine; an overriding clutoh-0nthe shaft; means to connect the engine to the shaft through said clutch; a lever; and means connected to the clutch operable by the lever to impart movement to the shaft through the clutch and thereby crank the engine. 4

9. In an aeroplane, the combination with the supporting plane, of a pair of tractor propellers, a transverse shaft, gearing connect ng said shaft with the propeller shafts, a pair of engines and a pair of over-running clutches on said shaft, means to cause the engines to drive the shaft through said clutches and means connected to the clutches to be. actuated by the operator to impart movement to the shaft to start said. engines.

10. In an aeroplane, the combination with the propelling means, of a driving shaft riding clutches on the shaft, one for each of said engines, each of said clutches having a laterally projecting annular'sleeve; means to connect the engine with saidclutches,-

whereby as either one or both of the engines are started the clutches will be automatically thrown into operative engagement and the engines connected with the driving shaft and the clutches automatically thrown out of engagement and the engines disconnected from the shaft when stopped; and means to crank said engines separately or conjointly from the seat of the aviator, comprising a pair of wheels having radial arms and loosely mounted on the driving shaft within the clutch sleeves, the ends of which arms are beveled, balls between the ends of said arms and the clutch sleeves, and levers connected to said wheels, whereby as theclutch associated with each of said engines, means to effect cooperation between said clutches and said engines whereby as either of said engines are started the clutches will ,be automatically engaged, and whereby the clutches will be automatically disengaged from the driving shaft when the engine is stopped, means to crank said engines from the seat of the aviator comprising clutch members associated with the engines shaft and a lever in proximity to-the aviator with connections to operate said shaft .by means of saidclutch.

12. A monoplane having a propelling mechanism including two propellers, shafts for said propellers in a horizontal plane substantially coincident with and having fixed means of support adjacent to the front edge of the supporting plane and symmetrically disposed on either side thereof, a drive shaft therefor, a power unit centrally located in said monoplane and means for starting saidpower unit operable by the occupant of said monoplane.

WILLARD IRVING TWOMBLY. Witnesses:

JOHN O. SEIFERT, PAULA PHILIPP.

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