US1754397A

US1754397A - Aeroplane

Info

Publication number: US1754397A
Application number: US381536A
Authority: US
Inventors: Neustatter Isidor
Original assignee: Individual
Current assignee: Individual
Priority date: 1929-07-16
Filing date: 1929-07-16
Publication date: 1930-04-15
Anticipated expiration: 1947-04-15

Description

April 15, 1930. I NEUSTATTER 1,754,397

AEROPLANE Filed July 16, 1929 2 Sheets-Sheet [sz'dor N wi m,

attozmq April 15, 1930. I. NEUSTATTER AEROPLANE 1.929 2 Sheets-Sheet 2 Filed July 16 3+1 vvnfoz 15x10 Muahzifer Patented Apr. 15, 1930 I UNITED STATES rsrnon nnus'm'r'rnn,

or rocson, ARIZONA AEROPLAN E Application filed July 16,

t This invention relates to improvements in aeroplanes and it is an object of the invention to provide means under control of the operator or pilot for effectively braking the aeroplane and more especially when in flight.

, The invention also has for an object to provide a braking means comprising a pair of normally idle propellers which, upon release of the main or driving propeller, are caused to rotate in a direction to effectively brake the forward travel of the'aeroplane.

The invention consists in the details of construction and in the combination and arrangement of the several parts of my im proved aeroplane whereby certain important advantages are attained and the device rendered simpler, less expensive and otherwise more convenient and advantageous for use, as will be hereinafter more fully set forth.

The novel features of my invention will hereinafter be definitely claimed.

In order that my invention may be the better understood, I will now proceed to describe the same with reference to the accompanying drawings, wherein Figure 1 is a fragmentary view in front elevation of an aeroplane provided with braking means constructed in accordance with an embodiment of my invention;

Figure 2 is an enlarged fragmentary sectional view taken substantially on the line 2-2 of Figure 1 looking in the direction of the arrow;

Figure 3 is a detailed sectional view taken 35 substantially on the line 3-8 of Figure 2 looking inthe direction of the arrow;

Figure 4 is a detailed sectional view taken substantially on the line H of Figure 1 looking in the direction of the arrow;

Figure 5 is a fragmentary view partly in section and partly in elevation of the outer end portion of the drive shaft and the associated hub of the main propeller.

As disclosed in the accompanying drawings, 1 denotes the drive propeller shaft adapted to be operated in a conventional manner and upon the outer end of which is freely mounted the main driving propeller2, said propeller 2 having limited movement lengthwise of the shaft '1 so that said pro- 1929. Serial No. 381,536.

peller 2 may be brought into clutching engagemel'lt with the clutching element 3 or declutched therefrom. The hub 4 of the propeller 2 is provided at its inner end with a clutching means 5 adapted to engage the clutching element 3, said element 3 being fixeld, as at 6, to the shaft 1 for rotation therewit 1.

The hub 4 inwardly of the clutching means 5 is provided therearound with a groove or channel 7 in which is received an annular member or collar,8. This collar 8 is straddled from above by a yoke 9, the free extremities of which being connected, as at 10, to the member or collar 8 at diametrically opposed points. The yoke 9 depends from an end portion of a control rod 11 which extends inwardly of the fuselage F and which is adapted to be manually operated from within the cockpit so that the pilot or operator at will can readily bring the propeller 2 into working engagement with the clutching element 3 or declutch said propeller.

Rotatably supportechby the fuselage F at opposite sides of the shaft 1 and equidistantly spaced therefrom are the supplemental shafts 12 having their outer ends terminating inwardly of the outer end of the drive shaft 1. The adjacent end wall of the fuselage F inwardly of the shaft 12 has the outwardly disposed arms 14 carrying the bearings 15 for the transversely directed shafts '16. The inner end portions of the shafts 16 have fixed thereto the gear wheels 17 meshing with a gear 18 fixed to the shaft 1 whereby the shafts 16 are constantly driven When the shaft 1 is in rotation.

The outer end portions of the shafts 16 are. provided with the gears 19 constantly in meshwith the gears 20 fixed to the supplemental shafts 12. It is to be noted that the ratio of 24. The connection between each of the yokes 23 and a hub 22 is substantially the same as hereinbefore set forth with respect to the hub 4 of the main propeller 2.

The arms 24 are supported for desired swinging movement, as at 25, by the extended portions 14 of certain of the arms 14;. The pivoted end portions of the arms 24 are pro- "ided with inwardly disposed and angularly related arms 26 which, as herein disclosed, extend inwardly of the fuselage F through the suitably positioned openings 27 provided in the adjacent end wall of the fuselage.

The end portions of the arms 26 within the fuselage are operatively connected by a rigid link 28 with the end portions of the levers 29. These levers 29 substantially midway their ends are supported, as at 30, for rocking movement by the inwardly disposed brackets 31 carried by the adjacent end wall of the fuselage F. The opposite or inner end portions of the levers 29 are operatively connected by the rigid links 32 with the control rod 11 hereinbefore referred to. As is particularly illustrated in Figure 2, it is to be noted that the arrangement of the levers 29 and the arms 26 is such that when the mam propeller 2 is in driven connection with its clutching element 3, the braking propellers 21 are in declutching positions with respect to their associated clutching elements 33. The clutching elements 33 are fixed to the shafts 12 for continuous rotation therewith.

It is to be understood that the action of the propellers 21 is reversed to that of the propeller 2 so that when in flight it is desired to rake the travel of the aeroplane, the control rod 11 is adjusted to declutch the propeller 2 and at the same time bring the propellers 21 into clutching engagement with the elements 33. This Wlll result in the propeller 2 becoming idle and the propellers 21 rotating in a direction to reduce the speed of travel of the aeroplane. It is also to be understood that when the propeller 2 is working the propellers 21 are idle.

*rom the foregoing description it is thought to be obvious that an aeroplane constructed in accordance with myinvention is particularly well adapted for use by reason of the convenience and facility with which it may be assembled and operated, and it will also be obvious that my invention is susceptible of some change and modification with out departing from the principles and spirit thereof and for this reason I do not wish to be understood as limiting myself to the precise arrangement and formation of the several parts herein shown in carrying out my invention in practice except as hereinafter claimed.

I claim:

1. In combination with the propeller drive shaft of an aeroplane and a propeller freely mountedthereon, a clutching element carried by the shaft, means for adjusting the propeller into or out of engagement with the clutching element, supplemental shafts at opposite sides of the drive shaft, an operative connection between the drive shaft and the supplemental shafts forrotating the supplemental shafts at a greater speed than the rotation of the-drive shaft, braking propellers freely mounted on the supplemental shafts,

clutching members carried by the supplemental shafts, and means operated by the first named means to move the propellers on the supplemental shafts into or out of engagement with the clutching elements carried by said supplemental shafts.

2. In combination with the propeller drive shaft of an aeroplane and a propeller freely mounted thereon, a clutching element carried by the shaft, means for adjusting the propeller into or out of engagement with the clutching element, supplemental shafts at opposite sides of the drive shaft, an operative connection between the drive shaft and the supplemental shafts for rotating the supplemental shafts at a greater speed than the rotation of the drive shaft, braking propellers freely mounted on the supplemental shafts, clutching members carried by the supplemental shafts, and means operated by the first named means to move the propellers on the supplemental shafts into or out of engagement with the clutching elements carried by said supplemental shafts, the propellers on the supplemental shafts being out of engagement with the clutching elements carried by the supplemental shafts when the propeller on the drive shaft is in engagement with the clutching element carried by said drive shaft.

3. In combination with the propeller drive shaft of an aeroplane and a propeller freely mounted thereon, a clutching element carried by the shaft, means for adjusting the propeller into or out of engagement with the clutching element, supplemental shafts at opposite sides of the drive shaft, an operative connection between the drive shaft and the supplemental shafts for rotating the supplemental shafts at a greater speed than the rotation of the drive shaft, braking propellers freely mounted on the supplemental shafts, clutching members carried by the supplemental shafts, and means operated by the first named means to move the propellers on the supplemental shafts into or out of engagement with the clutching elements carried by said supplemental shafts, said braking propellers being positioned inwardly of the propeller on the drive shaft.

In testimony whereof I hereunto affix my signature.

ISIDOR NEUSTATTER.