US1739630A

US1739630A - Plying machine

Info

Publication number: US1739630A
Authority: US
Publication date: 1929-12-17
Anticipated expiration: 1946-12-17

Description

Dec. 17, 1929. w, sTELzr-:R 319739963@ FLYING MACHINE Filed new .1.7. 192,7 2 sheets-shew l 36 L Witness: Invento:

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Patented Dec. 17, 1929 UNITED STATES WILLIAM STELZER, OF CHICAGO, ILLINOIS FLYING MACHINE Application filed December 17, 1927. Serial No. 240,798.

The invention relates to flying machines having vertically oscillating carrying planes, which are movably supported, so as to adapt themselves simultaneously to the relative air currents at any direction of motion, thereby producing lift and thrust when descending, and the main objects of the invention are, first, to provide a flying machine with vertically reciprocating transverse carrying planes, means to adapt the angle of wing setting automatically to the direction of motion and a power plant reciprocating the said carrying planes; second, to make the angle of wing setting of the carrying planes automatically adaptable to the oscillations by springs giving the carrying planes the tendency to attain a positive angle of attack and to support the carrying planes pivotally at points located forward of the center of the lifting forces, causing the airfoil to incline when descending, therefore effecting lift and thrust and, third; to transmit the vertical movements of the pistons of the power plant directly to the wing, making any rotating parts unnecessary, thereby producing an inexpensive and reliable engine.

It is well known that present day aeroplancs are sustained in thc air by accelerating air in a downward direction, which is effected'by a power plant turning a propellerl and thus accelerating a comparatively small mass of air against the direction of flight in order to move large blades, known as wings or carrying planes, forward, the latter inducing the lift by accelerating the air about it in a downward direction. The aim is to utilize the energy of the fuel to accelerate as large a mass of air as possible in a downward direction in order to produce lift. It is quite obvious, that by transmitting the energy in series by as many elements as described above, only a fraction of the energy is really reaching its destination and producing lift,

. the rest is lost in friction yand by accelerating air in a horizontal direction. Another loss is caused by the induced drag due to the positive angle of rwing setting. The energy consumed to thrust the aeroplane forward is only a fraction of the entire energy spent if it is considered that the wing drag exceeds the parasite drag.

The aim of my invention is to provide an aeroplane with means to transmit the energy from the power plant directly to the carrying planes and to accelerate the air about them in an oblique downward direction pointing backward, producing lift and thrust in a more economic and efficient way than heretofore attained. Therefore a flying machine embodying my invention will have a greater range and carrying capacity, and a higher commercial value than propeller-driven aeroplanes, whose propeller losses and induced drag have kept aviation from a greater suc- G= cess.

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

Fig. l is a top plan view of the flying machine, showing two continuous wings mounted in tandem fashion.

Fig. 2 is a longitudinal section taken through the center of the front part of the "Y flying machine.

Fig. 3 is a transverse vertical section taken through the center of the forward unit looking toward the front of the flying machine.

Fig. 4 is a hypothetical diagrammatic view illustrating the pitch of an ascending airfoil in reference to the longitudinal axis X of the aircraft, said axis X being parallel to the direction of normal flight, and the direction of reciprocation being approximately parallel to the normal vertical axis of the said aircraft.

Fig. 5 is a hypothetical diagrammatic view illustrating the inclination of a descending airfoil.

Describing the invention more in detail and with particular reference to Fig. l there is illustrated a flying machine embodying a centrally positioned fuselage 27 with the usual empennage 34 thereof comprising a pair of operable transverse planes 35 and a vertical rudder 36, these elements being operable from within the fuselage at a convenlent point.

Geometrically negative inclination of an .100

airfoil herein designates a position of such airfoil similar to that illustrated in Fig. 5.

In the two

cylinders

1 and 2, which are mounted to the fuselage, reciprocate the pistons 3 and 4 connected to the pistons rods 5 and 6 respectively, the latter pass through centrally positioned airtight guides` 19 and reciprocate the rigidly secured U shaped rods 7 and 8, whose top ends are formed into clevises bearing the

wings

9 and 10 by the prins 26 seated in the lugs 25 extending :from the carrying planes. 'll he U shaped rods 7 and 8 pass through and are held vertical by the guides 28 secured to the fuselage 27.

The cylinderheads are provided with openings b ,airing the exhaust val-ves 20, which are kept to their seats by the springs23and temporarily opened by the lugs 244 extending from the wings f) and 10. rl`he combustion chambers 29 are equipped with the electric spark plugs 1S, which, together with the electric spring contacts 17 fastened to the bottom the fuselage 27, term part of the ignition system. vThe chambers below the pistons 3` and 4L con'nnunicate with the carburetor 1.5` through the lshort tubes BObearing the flap valves 1a, which permit the combustiblemixturejfrom the carburetor 15 to flow intothe cylinders when the pistons move upward and thereby cause a suction. The lower ends of the piston rods and 6 extend into the U` shaped tube mounted to the fuselage 27afnd,to the landing gear housing 31, and are adapted to the ends of the tube ,21, which form airtight guides for the said piston rods 5V and 6. The enclosed air thus serves asr an elastic lever for the. piston rods 5 and 6 and forces the latter to reciprocate alternatingly.

"The springs 11 and. 12 impress a pitching rin uw (Sil moment on the

wings

9 and 10, to these they` are connected by the wires 13 passing through slots inthe fuselage skin and to the lugslG extending frornthe rods faudLG.

The cockpit 33 has its opening in front of the power plant and is provided with a seat 38 for the pilot and with the meansto control the flying machine, the control stick 39 beingindicated illustratively in Fig. 2.

The landing gear housing 31 isof streamline shape and extends centrally from the bottom of the fuselage 27. It supports the single landing wheel 37 and the tube 21, at the same time preventing any undesired head resistance of-these elements. I The skids 32 extend from thelower longrons o flthe fuselage and prevontlhe flying machine vfrom banking. when taxying on, the ground. A fuel tank may be mounted into the fuselage at a convenient place with Vthe means toA lfeed the fuel -to the carburetor 15,*whichis shown diagrammatically in 2, tlieseelements being the usual-andfoi1ming 4no part, of this application, will not be described.

The operation is as follows t'aupposing the flying machine is rest on the ground and its engine has to be started, the

wings

9 and 10 have to be reciprocated manually to fill the combustion chambers 29 with a combustible gas-mixture and to compress the latter before being ignited by an electric ignition system, whose timing apparatus is replaced by the contacts 17, which close the circuit when touched by the lugs 16. The wiring connections are made in such a way that by closing the rear contact the gas-mixture inthe cylinder will be ignited and that the closing of the forward contact will effect the ignition in the cylinder 2.

Referring tolig, 2, the illustration corresponds to'a working stroke in the rear cylinder 2, with the igulite-d,v gases expanding, pressing the wing A down andthe wing, 9 up due to e the action ofL t-he air inrthe coininunicating tube 21. In the cylinder 2'the exhaust valve 20, as well as the

checky valves

22 and 1/1, is closed andthe combustible gasmixture below the piston which was sucked in previously through the'carburetor^15,is being compressed. Thedescending piston rod 6 compressesthe air in the tube. 21, forcing the piston rod 5= andthe elements, attachedthereto toeascend, the valves and 22, in the cylinder 1 are kept. to theirv seats and prevent the escape` of the gases being compressed in the combustionchamber 29.0f the said cylinder' 1. Infthefspaee below the piston 3. a suctionl is effected' bythe said ascending piston:v 3, allowing air. ton flow. through the, carburetorl `15, mix Vwith car.- burete d'lfuel and .pass through. the check valve Minto thesaidspace belowthepiston 3. `At the end ofivthe stroke the lug,24 onl the rear. wing" 1Q opens the exhaust valve 20, permittingI` the spent gases inthe cylinder 2" to. escape rwhile the compressed,gas-mixture..below the piston l expands andiiovws through the check valve 22 into the combustion chamber 29, pushing the burnt. gases through the exhaust valve 20. At the Sametime-the lug 16 on the rod 8 touches the rear Contact springl 17 and thus` closes the electric circuit which causes a spark on the forward spark plug 18 projecting into the, combustioncliamber 29, igniting the combustible gasestherein and hereby starting the working stroke of the piston. The forward checkvalve 14 built into the tube 3Q communicating with the cylinder 1 has closed Aitself and thefresh mixed gases are going to Vbe compresserbbv the descending piston 3, the piston rod oattached thereto compresses the air in the tube 21 and forces the pistonrods' and-theelements attached thereto to ascend. rEhe .check valve 2 0. onthe cylinder 2; closes again. after the freslrsupply of combustible,gasmixture has replaced the exhaust gases` andthe check valve 14 is ,openedrby the, inflowinggaemigture, the check valve 22.beingpi;essed. to, its seat lby the .combustible gases .above the piston 4, which "are compressed by the latter. As

the lugQi secured to the under side of the i Wing 9 opens the eXhaust valve 20, the spent gases in the combustion chamber 29 of the forward cylinder escape and are replaced by the fresh supply of gas-mixture under the piston 3 which is flowing through the check valve 22, while the lug 16, secured to the rod 5 touches the contact spring 17, causing the spark which ignites the compressed. combustible gas-mixture in the combustion chamber 29 of the rear cylinder 2, thereby starting the next period of operation perfectly identical to the one described.

The

wings

9 and 10 aro mounted pivotally to the top ends of the rods l and S respectively and reciprocate alternatingly. The lateral including the axis of the pins 2G, about which each ving is rotatable, is located between the leading edge and the center of active lift; this arrangement effects that each airfoil, when projected through the air, will be given by the latter the tendency to reach the Zero-lift angle. This attitude is counteracted by the springs 11 and 12, whose function is to impress a pitching moment on the said airfoils. The springs 11 and 12 exert such a tension that holds the airfoils at the most economic angle of attack, when not reciprocating and projected through the air at a mean speed.

During the reciprocation of the

airfoils

9 and 10 the lift induced in the descending airfoil increases and the latter inclines in a geometrically negative direction relative to the longitudinal axis of the aircraft and to its path of flight, but the angle of attack relative to the air remains positive because the airfoil is descending. The downward motion of the inclined airfoil, as illustrated in Fig. 5, effects a thrust upward perpendicular to the wing cord, the omponents being thrust and lift.

yl"he ascending wing, whose position is illustrated diagrammatically in Fig. 5, maintains a positive angle of pitch but as the springs are almost fully contracted they exert very little force and the airfoil is almost as Zerolift angle, which, due to the upward motion of the airfoil is yet very steep in relation to the longitudinal axis X of the aircraft. rlhis arrangement is chosen to prevent the undesired induced drag, which would be very great if the wings were to produce lift while ascending. After the burnt gases have spent their obtainable energy the airfoils increase the amplitude of the period of reciprocation due to the momentum of their mass, thereby further compressing the gas-mixtures which are not ignited yet. At the turning point of the motion the airfoils have reached the normal angle of wing setting and adapt themselves again to the accelerating motion in the opposite direction, with the tendency de' scrioed above, therefore the flying machine is thrust forward and lifted alternatingly by the

airfoils

9 and 10. The latter are constructed in such way as to have their mass perfectly balanced, for instance by provifing a single twist free spar or truss in each wing slightly ahead of the supporting points, or by reinforcing the airfoil around the entering edge, which is effected on present day carrying 'planes by wing rib formers or by using plywood as wing covering from the spar to the leading edge.

The combination of the

wings

9 and 10, both rotatable about the pins 26, together with the wires 13 and the springs 1l and 12 has such chsfiracteristics whereby he flying machine can be partly used for dynamic soaring flight, by utilizing the momentum of turbulent air as occurs during strong winds, when the air not only flows in a longitudinal direction, but also oscillates vertically. An upward air current produces a lift in the

wings

9 and 10 but instead of the induced drag resulting` in an aeroplane with lined airfoils having a positive angie of wing etting, a thrust is induced due to the negative inclination orn

th l wings

9 and 10, said inclination being caused by the increased lift. During a down current the springs 11 and 12 contract, as the lift diminishes, thus causing the wings to pitch. The descending air current thereby is prevented from pressing the aircraft down, the latter travelling by its own momentum until the air current has reversed.

lVhile there are herein shown and described the preferred embodiments of the invention with two wings mounted in tandem fashion in combination with a power plant adapted to reciprocate said wings, the latter being located above the center point of gravity to make a lateral balancing mechanism superfluous, it may be nevertheless understood that the invention can be carried out in ways different from that shown without departing from the spirit and scope of the invention. As for instance any number oi wings mounted in tandem fashion or one above the other may be used, reciprocated vertically or in an oblique line by a power plant as described in this application or any standard engine, the reciprocating motions of the wings being brought about by a crank shaft.

Two alternatingly reciprocating wings have been chosen in this application for the embodiment of my invention, because they can give the smoothest working by alteratingly producing a continuous lift and thrust, and insure a smooth flight due to the balancement of the momentum of the said wings, nevertheless my invention ca also be embodied in a flying machine having a single reciprocating airfoil, said airfoil being mounted in the manner described for the tandem flying machine and reciprocated by a standard nagine or a single cylinder internal combustion engine conforming with lli) the system described' above, the U: shaped tube 2l, for instance, being closed on one side so that the enclosed air would serve as pneumatic spring, to effect an instantaneous ascent of the said sing-leairfoil and to compress the combustible gas-mixtnrein the cylinder.

For the salie of simplicity of the theory of my invention, l1 have described thcairfoils as stitl' continuous carrying planes; nevertheless it may be added, that they can be provided with ailerons operable from Within the fuselage, to control the lateral stability of the aircraft7 or a stiff lateral truss may be rigidly secured to each of the reciprocating rods?4 and 8, the wing ribs being rotatably mount-ed about said truss and tended individually by springs to maintain a positive angle of attack.

it is, of course, to be understood that the invention may be constructed in other man ners and the parts associated in different rela` tions and therefore, I do notl desire to be limited in any manner except as set forth in the appended claims.

Having thus described my invention, claim:

l.. In aircraft, the combination of a fuselage, a reciprocatingl element, an airfoil pivotally mounted to said'reciprocating element, Ithe pivotal axis about which said airfoil is rotatable being located forward of the line of action ofthe resultant airforce, springmeans to impress a pitching moment on the said airfoil, and means to recpirocate said reciprocating element and airfoil.

ln aircraft of` the class described, in combination, a fuselage, a plurality of alter n atingly reciproca-ting elements, atransverse air-foil pivotally mounted to each ofthe said reciprocatingelements, thelateral axis containing` the pivots about Which each respective airfoil is rotatable being located forward of the line of action of the resultant air force, elastic means to impress avpit'ching moment on said airfoils, and means to reciprocate said reciprocating elements and air foils.

3. ln aircraft of the class describel, in combination, a fuselage, reciprocatingelements, a plurality of transverse airfoils pivotally mounted to each of the said reciprocatingy elements. the pivotal lateral axis of each air-foil being located forward'ot 'the line of action of the resultant air force acting on said respective airfoil, elasticmeans to impress a pitching moment on the said airfoils, and means to alternatingly reciprocate said reciprocatingy elements.

et. In aircraft of the class described, in combination with the construction as claimed in claim l, a single-cylinder engine mounted rigidly to the fuselage, and means to transmit the reciprocating motions of the piston of said engine directly to the reciprocating eiements carrying the airfoil.

5. rllhe construction suchY asA disclosed in claim 2, wherein the airfoils are in tandem.

6. The construction suchas disclosed in` claim 2, wherein the airfoi'ls are superposed'.

7. ln combination with the constructionz such as claimed in cla-im 2, an internal conrbustion engine having a plurali-ty of cylinders, means tov connect the pistons of said engine directly to the reciprocating elements carrying `the airfoils, and means to elastically interlock the reciprocating elements so as-toT reciprocate a'lterna'tingly.

8. In an aircraft, for the purpose of; uti'- li zing air currents for motive poivrer, the combination of a fuselage, aframe therein, a transverse continuous airfoil pivotally mounted to said frame, the axisv about which the airfoil is rotatable being forward of the center of effective lift! induced inthe said airfoil, elastic means being to impressa pitching moment on the said airfoil tov such an extent asvto' attain anfangl'e of attackvv which is the most economic to producerlift during soaring flight, and to attaina geometrically negative inclination during anupwa'rd m'otion'of an air current, which gives the manimumof lift and thrust, and meansto-reciprocatethe said frame and the airfoil attaohedthereto;

lllbereupon I affix my signature'.

iviLLrAMf statali-n.