US1336632A

US1336632A - Aeroplane-control mechanism

Info

Publication number: US1336632A
Application number: US185520A
Authority: US
Inventors: Kleckler Henry
Original assignee: Curtiss Aeroplane and Motor Corp
Current assignee: Curtiss Aeroplane and Motor Corp
Priority date: 1917-08-10
Filing date: 1917-08-10
Publication date: 1920-04-13
Anticipated expiration: 1937-04-13

Description

H. KLECKLEB. AER OPLANE CONTROL MECHANISM.

APPLICATION FILED AUG-10; 1917.

Patented Apr. 13, 1920 Q UNITED STATES PATENT OFFICE.

HENRY KIZIECKLER, OF BUFFALO, NEW YORK, ASSIGNOR TO CURTISS AEROPLANE AND MOTOR CORPORATION, A CORPORATION OF NEW YORK.

' AEROPLANE-CONTROL MECHANISM.

Specification of Letters Patent.

Patented Apr. 13, 1920.

Applicationfiled August 10, 1917. Serial No. 185,52d.

To all whom it mar concern: v

Be it known t at I; HENRY KLnoKLER,

.a citizen of the United States, residing at Mechanism, of which the following is a proximity to the control.

specification.

My invention relates to aeroplane control mechanism and embodies a structure in which the control leads approximately parallel the mechanism itself. The invention is further characterized by the mounting of one or more of the guides upon the movable control-wheel supports in a manner permitting of such movement without correspondingly moving the guide. This latter'construction is advantageous in that the control lead is held taut and positively in sliding engagement with the guide irrespective of the position of the support. The former construction is desirable in that maximum operating space is accorded the pilot in close Still another characteristic of the invention is the interconnection'of dual control wheels or devices without extending the interconnection directly between the devices. Moreover, the arrangement of the guides or pulleys is such that the control leads of the dual control (by removing the interconnection) may be conveniently used in a single acting, capacity.

Of the drawings:

Figure 1 is a front elevation of the improved dual control mechanism constituting the invention hereinafter claimed;

' Fig. 2 is a top plan View of the mechanism illustrated in Fig. 1, and

Fig. 8 is an end elevation with a portion of one of the walking beams broken away.

In its broad aspect it is apparent that the mounting of the guides and pulleys and the ensuing arrangement of the control leads is such that a dual control mechanism is nonessential, although admittedly preferred.

By removing either one or the other of the control devices constituting a part of the dual mechanism and re-arranging the control leads, the use of the control in a single acting capacity is obviously practical. In each instance, whether dual or single, the control lead or leads should follow the lines of the mechanism rather than extend out right and left from the control wheel or drum as heretofore. Furthermore, in either instance, the mounting of the terminal pulleys should be carried out in the manner herein set forth so that the cable leads may be retained taut regardless of the degree of oscillation accorded the control wheel support.

The control mechanism is designated in its entirety by the numeral 10. It comprises a shaft 11 terminally equipped with walking beams 12 of a peculiar construction conducive to lightness. and increased strength. These beams 12 are mounted for oscillation with the shaft 11 and are connected by appropriate connections 13 with the elevator flaps (not shown). Intermediately the shaft 11 is equipped with suitably spaced columns 14: arranged preferably at points equidistantly removed from the immediate point of the shaft. Said columns are braced as at 15 to the shaft 11 and terminally designated 18, (in each instance) carries a pair of guides or drums. These drums, 18 and .19 lie respectively in advance of and to the rear of the elbow 17 and may be described as mounted upon the extended axis of the wheel.

At the foot of each column 1 1 a pair of guides or pulleys 20 and 21 are disposed.

These pulleys, like the

pulleys

18 and 19 are commonly supported one about the extended axis of the other, one in advance of and one to the rear of said column. The

pulley 20 will be hereinafter referred to as the pulley corresponding to the guide 18 and the pulley 21 to the guide 19. This description is believed to be appropriate in that the axes of the several guides and pulleys lie parallel although in different planes. The mounting for each pair of foot pulleysis of the bracket type and designated 22. Moreover, the axis of the shaft 11 is substantially tangent to the grooved peripheries of the several pulleys 20 and-21. Laterally out from the pulleys 20 and 21, and in close proximity to each walking beam 12.

straddle the shaft 11. A collar 26, loosely;

mounted upon the shaft 11, fits between the legs 25 of the pulley housing to serve as the pulley support. The connection between i the leg 25, and the collar 26 for each pulley is preferably a pivot connection and isdesignated 27. This arrangement of the guides or pulleys 23 at the extremities of the shaft 11 is such that the control leads 28 which interconnect respectively the wheels 16 and the control surfaces .(not, shown). may follow approximately the lines o-fth'e control, mechanism to a convenient point of depafr'i'j ture remote from the position occupied-by the. pilot or pilots in directing flight. .In

tracing the path ofthe leads 28 it will be noted that they extend forwardly to the pul-' 30 leys 23 thence inwardly approximately parvallelwith the axis of the shaft 11 to the pulleys 20 and thence upwardly approximately parallel with the columns 14 to thedrums or guides 18 mounted at the column ends. Wheel manipulation isthus effective in-directing control. I For a dual control it is essential that the control devices be interconnected when the control surfaces aredouble acting. Obviously a direct connection between the control wheelsis objectionable. To-so connect them would "hamper the pilot or pilots in directing control and prevent access to the pilot seats between the control devices. The interconnection between said devices is designated 29. It comprises an endless cable or lead arranged to approximately parallel the axis of the shaft 11 and the columns 14 throughout its length. The-guides 19 and the pulleys 21 serve as the cable guides.

Through rotation of the wheels to either the right or left thebalancing surfaces, if double acting, are moved simultaneously, one up. and one down, i. e.,to assume respectively a positive and a negative angle of incidence. The control leads, under all circumstances, follow the control mechanism to a convenient point of departure that the useful space in the vicinity of thecontrol mechanism may be increased and control enhanced.- The mounting of the terminal pulleys 23 avoids slack in the control leads as does also the mounting of the pulleys 20 in such manner that the axis' of the shaft 11 lies tangent thereto. Appropriate intermeof said wheel.

diate and terminal bearings effectually supportthe shaft.

*VVhile in the foregoing there has been illustrated in the drawings and described in the specification sucll combination and ar rangement of elements asconstitute the preferred construction or embodiment of this invention, it is nevertheless desired to-emphasizethe fact that interpretation of the invention should only be conclusive when made in the light of the subjoined claims.

What is claimed is:

1. In aeroplane-control mechanism, a com trol device,- a movable support, a 7 guide loosely mounted upon said support in such manner that the support may be moved without correspondingly moving said guide, the axis of the guide and the axis of the support being unalined and removed one from the other, and 'a control-dead trained, over said guide for manipulation by move- 'ment of said device.

I 2.. In aeroplane control mechanism, a control wheel, an oscillatable support,.a guide loosely mounted upon said supportwwith its axis substantially at right angles to and ,fixed with respect to the axis'of'o'scillation of said support, -and a control lead trained over said guide. for manipulation byimovement 3. In airplane control mechanism, a support, separate columns carried byI the sup port, separate control devices mounted upon the ends of the columns, separate control leadsi'for the different control devices, the

. control leads in each instance'being extended off from the control devices in the direction of. the length of the columns, and a connection between the separate control devices likewise extended off therefrom in the direction of the length of the columns, the connection for a portion of 4 its length lying closely adjacent and in parallelism with the support.

4C. In aeroplane controlmechanism, a shaft, separate columns erected upon said shaft, a control wheel carried by each column, a control lead for each wheel, guides for the control leads arranged to approximately parallel the paths of the control leads with the columns and shaft axis respectively, and an interconnection between said wheels correspondingly arranged in approximate parallelism with the columns and shaft axis respectively.

. 5. In aeroplane control mechanism, a sup- .port, separate control devices mounted upon shaft, columns erectedupon said shaft, a

control device mounted at the outer end of each column, pairs of guides mounted respectively at the foot of and at the outer end of each column, separate control leads arranged to contact the corresponding guides of each pair, and an interconnection remaining guide of each pair.

In testimony whereof I hereunto affix my signature.

HENRY KLECKLER