US1564065A - Flying machine - Google Patents

Description

F. HARTH F LYING MACHINE Dec. 1, 1925- Filed Jul 26. 1922 3 Sheets-Sheet 1 INVENTOR a f g ATTORNEY I FLYING MACHINE Filed July 26, 1922 3 Sheets-Sheet 2 ATTORNEY Dec. 1, 1925. 1,564,065

F. HARTH FLYING MACHINE Filed July 26, 1922 3 sheets-Shae; 3

ATTORNEY Patented Dec. 1, 1925.

UNITED STATES PATENT OFFICE.

FRIEDRICH EARTH, OF BAMBERG, GERMANY, ASSIGNOR T0 LOUIS EARTH, OF

CHICAGO,

ILLINOIS.

FLYING Macrame.

Application filed July 26, 1922. Serial No. 577,610-.'

Toall whom it may concern:

Be'it known that I, FRIEDRICH HARTH, acitizen of the Republic of Germany, residing at Bamberg, in the Free State of Bavaria and Republic of Germany, have invented new and useful Improvements in Flying Machines, of which the following is a specification.

This invention relates to an aerial vehicle having carrying planes which are movably supported so as to adapt themselves to the currents of air or wind and in which an alteration in its position relatively to the ground, ascent or descent, is attained by in clining the elevator rudder simultaneously in the same direction as the main carrying plane.

The object of the invention is to make the planes movable to such an extent that the most favorable adjustment for flying is attained in the several parts of the planes and that simultaneously the equilibrium is retained.

The invention also has the object to adjust the elevator in; the same sense as the carryingplanes and to effect thereby ascent or descent by utilization of the wind. In this way the invention aims at utilizing the energy of the wind in the same way in which this energy is utilized by a soaring bird effecting in this way a saving in the power of the engine or even permitting to eliminate the engine if the current of air is sufficiently strong.

Carrying planes are already known in connection with aerial vehicles in which the two halves of the planes are mounted so that they can be inclined in the same direction. orin opposite directions, or in which the halves of the planes may be inclined about a transverse axis in such manner that the planes remain :in fixed position with respect tothe body of the aeroplane at their central portion, or in which the two halves of the planes upon inclination of the planes remain rigid in themselves.

In order to alter the effect of the carrying surfaces attempts have been made to vary the cross sectional area or contour simultaneously with the inclination of the planes. It is also already known to incline the main carrying planes and the. elevator rudder in. the same direction for the purpose of reducing the head resistance as much as possible 1n the ascent if this ascent is efiected by propellers alone. This simultaneous inclination of carrying planes and elevator rudder in the same direction also has been proposed for the pur pose of utilizing both of these planes as sails when the vehicle is on the water.

The object of the arrangements mentioned above is principally the maintenance of stability in longitudinal and transverse direction. These arrangements also have the. e

object of varying the carrying or lit-ting power or effecting altitude steering by varying the angle of incidence. If however, the main. object is to; be the adaptability of the carrying planes to the currents of air and if the main object is furthermore simultaneously to facilitate easy manipulation of the planes, the arrangements described above as known are not sufficient. The mere inclination of a rigid carr ing plane about a. transverse axis is not su cient for the reason that the wind conditions may be different on the two sides of the vehicle. An inclination of the halves of the wings also is not sufficient as long as these halves of the wings or planes remaln rigid in themselves. A. sufficient adaptability cannot be attained by inclination of the planes as. long as the planes remain in fixed position at their central portions. If, on the other hand, devices are employed. to move the central portion of the planes and thus requiring special manipulation by handythe entire device loses its practical usefulness. Referring now to the difference in the currents of air at-the ends of the planes, it will be seen that .a mere fixed twisting of the carrying planes also will not suffice for the requirements of adaptability. Furthermore if the axis of rotationof the planes is arranged so that. it is parallel to the entire length of the pressureline, easy and continuous manipulation of the. planes during high wind is impossible because in adjusting the planes this pressure line isthrown suddenly from the front to the rear of the axis of rotation, or vice versa. Finally also it is not sufiicient toadjust the elevator in that way in which. it is usually adjusted in aeroplanes, if altitude steering is to be effected by utilization of the wind. Conforming to the purpose of adaptability of the carrying planes the present invention aims at imparting to the carrying planes-a direct acting and increased movability within wide limits. For this purpose 'itis fixedly attached again.

endless cable.

fixed motion and rigidity as far as possible.

The invention also aims at a construction in which those portions of the planes adjacent to the body of the vehicle can be inclined in a different degree than the main supporting planes, and this difierence in inclination has been introduced for reasons of stability and adaptability. The invention also provides means for inclining the elevator in the same sense as the carrying planes in order to cause thereby ascent or descent from any given position in the air by using the wind, whereby also for the purpose of retaining stability, the extent to which the elevator rudder is inclined in the same direction as the carrying planes can be varied relatively to the carrying planes.

Other objects of the invention will appear in the following detailed description taken in connection with the accompanying drawings wherein: I

Fig. 1 is a fragmentary perspective view of an aeroplane constructed in accordance with this invention.

Fig. 2 is a fragmentary perspective view of a modified form of the invention.

Fig. 3 is a diagrannnatic view showing in solid and dotted lines different positions of the carrying planes.

Fig. 4 is a detail view of a modified form of the control lever structure.

Fig. 5 is a diagrammatic view in perspective of the rudder mechanism and its con- .trol lever.

levers showing only the rudder connections associated therewith.

In Figure 1 the carrying plane consisting of one continuous wing is inovably supported in the points a and b. For the purpose of starting the inclination and for the purpose of adjusting the two halves of the carrying surface in opposite directions three cables S S? and S are provided. These cables are guided over the sheaves w, 1' etc. up to 1' in-thefollowing way: Cable S is associated with the left half of the carrying plane. It is fixed in the point 0 and is guided over the rollers r and r to the point 0? at which In a similar way the cable S associated with the right half of the carrying plane is fixed at e and guided over the rollers r and 1' to the fixed point of attachment f. The cable S is associated with the central portion of the carrying plane and is constructed as an It is guided over the rollers r 1", r and r disposed on the body of the vehicle and over the rollers r andr on the carrying plane. The cables S and S and S and S respectively are quite close to each other for a short stretch at the body of the vehicle and in this part where they are adj acent to each other they are associated with two control levers H and H with which they are fixedly connected. Each of these control levers H and H is associated in a' known way with one half of the carrying planes. The control levers have their fulcrums at D and D and may be moved independently of each other either both forwardly or both rearwardly or either one forwardly and the other one rearwardly.

The operation of this device is now as follows: If the two control levers H and H are simultaneously moved in opposite directions, the central cable S will simply run over its rollers and will leave the central portion of the carrying plane uninfiuenced in its position. On the other hand, the cables S and S will be pulled through this movement of the levers in opposite directions and will therefore twistthe entire surface of the carrying plane from the centri al portion out over the entire length there- 0 Depending upon the extent of inclination of one lever as compared with the opposite lever the two halves 'of the carrying plane also will follow this turning or twisting movement to a different degree, whereby therefore the entire carrying surface may be ally up to a cross-section containing the points 6, f. Naturally the opposite movement also may be imparted to the carrying surface.

If, however, the control levers are moved both in the same direction either forward or back, the cables S and S will impart a movement to both of the halves of the carrying plane in the same direction. Further-- more the central portion lof'the carrying plane tensioned by the cableS will follow this movement in the same direction, but to a different extent. This means that the entire carrying surface is rocked or swung about a transverse axiscontaining the points a, b and the inclinations of'the two'ends of the carrying planes or a'erofoils are diflcrent from that of the central portion. This difference in the inclination of the different portions is due to the peculiar arrangement of the cables and forms an essential part-of the present invention. The reason for the difference in variation of inclination of the LOO central part with respectto that of thee'nds of the plane is to be seen in this that the cable S exerts a pull upon the plane more in vertical direction while the cables S and S engage the ends of the plane under an acute angle Hence under normal conditions the inclination of the central portion of the plane will always be smaller than that of the outer ends. Figure 3 of the drawings shows diagrammatically the front portion or edge of the carrying" plane in the normal position I and it shows this portion in dotted lines in the position II which is the position occupied by the edge if the" cables S and S as well as S are moved the same distance so and in. the same direction by means of the levers.

In order to provide for the possibility of regulating the inclination of the central portion of the plane as desired, a second pair of levers H may be provided in addition to the main levers H and H These auxiliary levers H have their fulcrums at The fulcrums D are staggered with respect to the other fulcrums, as shown. in

Figure & of the drawings, and the levers engage at their lower ends the cables S" while the cables S and S remain in engagement with the lower ends of the main levers H and H as shown diagrammatically in Fig. The fulcrums of the levers H being higher above the cable S than the fulcrums of the main lever H and H it obvious that the lower ends of the levers H, will travel over a longer path than the other levers and will thereforev exert more of. a pull or tension on the central cable S than on the cables 8 and The result of thisarrangement is that the central portion of the carrying plane may be inclined differently from the outer ends of the carrying plane depending upon the fulcrums I). It is also possible to arrange these fulcrums adjustably and to effect thereby a relativevariation of the central portion at any desired instant.

The operation of the control levers H and H mayalso take place in' such. a way that one lever is moved to a larger extent than the other so that the right half or the left half of the carrying plane takes a corresponding share ofthe total inclination which amounts to a variable twisting or warping of the entire plane from a cer tain cross section.

Instead of effecting the desired inclination of the carrying plane by means of cables, it is also possible to do this by torsion tubes and lever transmission combined with a differential, as shown diagrammatically in Figure 2. The carrying planes may be moved. by the torsion tubes T and T with the pertaining levers H and H or the levers h and h respectively. The latter, therefore, are connected with the main control levers H and H by rigid bars or rods S and S the levers H and H ha'ving their fulcrums at D 'and D For the purpose of effecting the movement of the portions of the carrying plane near the body the differential F is provided which is also moved by the rods 8 and 3* from themain levers H and H Upon operating both of the main levers in the same direction the central portion of the carrying plane is moved in a different degree since the ratio of transmission for the differential is different from that for the torsion tubes. This ratio of transmission may be varied as desired by altering the point at which the rods engage the lovers. If the control levers, however, are moved in opposite direction, the differential rocks about the point D which is located at the front spar andin this way the central portion of the carrying plane is left motionless. In the same way all of the other movements may be effected as have been described above when cables are employed.

The described arrangements produce the result that the right half of the carrying plane and the left half may be moved independently of each other into that position Which is the most favorable position with respect to the wind, and furthermore, that upon inclining the entire surface of the carrying plane each portion of the carrying plane may receive that position which ismost favorable with respect to the wind, whereby the required adaptability of the carrying plane for soaring by utilizing wind energy may be attained, and whereby furthermore, at the same time all of the requirements for maintaining stability are complied with,

The adjustment of the carrying planes as effected by the arrangement described, takes place about an axis which is located at an angle to the entire pressure line. Or-

dinarily, therefore, the front edge of the carrying surface and the axis of rotation will not be parallel toeach other. Normally the axis of rotation will cross the carrying plane at an angle.

The effectof this arrangement is that upon changing the'inclinations of the carrying planes the pressure line is not shifted suddenly or injerks between the front and the rear of the axis of rotation, thus resulting in excessive stresses due to the control, but this shifting of the pressure line is effected gradually when changing the .inclination. p

This arrangement, furthermore has the advantage that the strains due to the controlling movements remain within moderate limits and that a stable inclination of the carrying plane may be effected quite easil in a strongwind. i

V the cable' control.

The movable elevator. rudder "J is connected by means of the cables S and S with the main levers H and H in such manner that this rudder may be inclined in the same direction as the carrying surface and that it may remain in neutral position while at the same time the carrying plane undergoes some movement. The arrangement, furthermore, provides for the possibility of varying the degree of inclination of the elevator rudder with respect to the inclination of the carrying surface. Fig. 5. Y

The purpose of this arrangement is to effect an ascent by utilizing the wind, only without using motor power, or, to make the ascent in a more rational way. By adjusting the elevator of an aeroplane without motive power in the conventional way, that is negative when ascending, a rational ascent with the aid of windis impossible. In fact the aeroplane will slide back. If, however,

'the main carrying surface and the elevator are inclined in the same direction positively, the effect will be that not only the front 30rtion of the body but also the rear end 0 the body are lifted. In this way an ascent is possible by utilizing the wind only. If both of these surfaces are adjusted negatively, rapid descent may be attained in about the same way as can frequently be observed in birds. v

In order to attain this desired adjustment the following. arrangment is made. The controlling cables'S and S Fig. 5, are adjustably connected with the levers H and H at the points 9, h, z', k by sliding sleeves G and G and set screws S or any other suitable means. The controlling cables are guided parallel to each other and therefore, can be operated parallel to each other or their points of engagement may be brought together with the fulcrums D and D as indicated in Fig. 7 of the drawings, of the main levers H and'H in which latter case the elevtator J is retained in an indifferent or neutral position. In order to leave the elevator uninfluenced when operating the levers H and H inopposite directions for the purpose of twisting the main carrying plane, the cables S and S are guided in a known way over the pulleys r and 7. Figure 5 shows diagrammatically this control of the elevator rudder. Figures invention may be constructed in other man- 6 and 7 show the two extreme possibilities of The adjustability of the points of attachment is attained by the arrangement illustrated in Figure 8. The ends of the cables S and S are secured to the slides G and Gr which are movable on theslide bars K and K The slides are connected with each other in some suitable way, as for instance, by the endless cord S which is guided over the pulleys r and r. The slide G furthermore is connected with a sliding handle L on the hand lever H through a. connecting rod N. The lever H has the same construction as shown in Figure 8. V

The arrangement as shown in Figure 8 operatesin the following way: If the handles L are moved to their uppermost position the slides G and G are moved away from each other and the cables take a position as shown in Figure 6. If, however, the handles L are lowered the slides G and G? are moved towards each other that is up to the fulcrums of the levers H and H The controlling cables are then in" a neutral position as shown in Figure 7. Under normal conditions of flight these controlling cables will occupy the last named poistion, Fig. 7, in which position the gusts of wind are in the main caught by the principal carrying surface. The elevator then performs the function of adirecting surface only. If, however, altitude steering is desired then the controllng cables S" and S are moved into the position as shown in Figure 6, by pushing the handles L upward on the levers .H and H The cables are then in parallel and the elevator can only be inclined in the same sense as the main supporting planes. If it is desired to fly higher, both of these surfaces will be ad-- justedpositively; if it is desired to descend both of them will be adjusted negatively.

'It is also possible through partly lowering or raising the handles L to adjust the degree of movement of the elevator. Contrary to the conventional method of steering, as-

. surfaces as well as for biplanes or for aeroplanes with more than two superposed carryingsurfaces. Instead of utilizing controling cables or torsion tubes other means for transmitting the control may be used.

It is, of course, to be understood that the levers, and means connecting said levers and aerofoil for changing the form of the aerofoil by warping and inclining it to an equal degree on each side of the fuselage and at a different degree at the transverse center of the aerofoil.

2. In aircraft for utilizing air currents for motive power, a fuselage, an aerofoil, levers, and means connecting said levers and aerofoil for changing the form of the aerofoil by warping and inclining it to an equal degree on each side of the fuselage and at a different degree at the transversecepter of the aerofoil, said means adapted to warp and incline front or rear portions of aerofoil in the same or opposite directions.

3. In aircraft for utilizing air currents for motive power, a fuselage, an aerofoil pivotally supported from the fuselage to permit inclining of the front or rear edge of the aerofoil, levers, and means connecting said levers and aerofoil for changing the form of the aerofoil by moving the center and each end at different transverse angular degrees with respect to each other.

4:. In aircraft for utilizing air currents for motive power, a fuselage, an aerofoil pivotally supported from the fuselage to permit inclining of the front or rear edge of the aerofoil, levers, and means connecting said levers and aerofoil for changing the form.

of the aerofoil by warping and inclining it to an equal degree on each side of the fuselage, and at a different degree at the transverse center of the aerofoil.

5. In aircraft, a fuselage, an aerofoil, levers, means connecting said levers and aerofoil for changing the form of the aerofoil by Warping and inclining it to an equal degree on each side of the fuselage, and at a different degree at the transverse center of the aerofoil upon equal movement of the levers in the same direction, said means arranged whereby upon equal movement of said levers in opposite directions the trans verse center of the aerofoil-will remain unaffected.

6. In aircraft for utilizing air currents for motive power, a fuselage, an aerofoil pivotally supported from the fuselage to permit inclining of the front or rear edge of the aerofoil, levers, and means connecting said levers and aerofoil for changing the form of the aerofoil by Warping and inclining it to an equal degree on each side of the fuselage, said aerofoil being distorted along an axis extending at an oblique angle to the line of pressure against the aerofoil.

7. In aircraft for utilizing air currents for motive power, a fuselage, an aerofoil, levers, means connecting said levers and aerofoil for changing the form of the aerofoil by warping and inclining it to an equal degree on each side of the fuselage, and a second set of levers for changing the degree of inclination of the transverse central portion of the aerofoil.

8. In aircraft for utilizing air currents for motive power, a fuselage, an aerofoil, levers, means connecting said levers and aerofoil for changing the form of the aerofoil by Warping and inclining it, an elevator mounted to be inclined parallel to the inclination of the aerofoil, control cables connected to said elevator and said levers, and means for adjusting the relative positions of the connection between the ables and levers and the fulcrum of the levers to vary the operating range of the elevator.

9. In an aircraft adaptable for utilizing air currents, a fuselage, and an aerofoil pivotally supported from the fuselage and means for warping the aerofoil along an axis extending at .an oblique angle to the line of pressure against the aerofoil.

10. In air craft for utilizing air currents for motor power, fuselage, an aerofoil pivotly supported from the fuselage, levers and means connecting said levers and aerofoil for changing the form of the aerofoil by independently warping each end thereof from any point along the aerofoil or any point outside the aerofoil to degrees of different angles with respect to each other.

In testimony whereof I affix my signature.

FRIEDRICH HARTH.

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