US1876254A - Stabilizing apparatus for aeroplanes - Google Patents

Description

Sept. 6, 1932. 4, L.,MARMONIER STABILIZING APPARATUS FOR AEROPLANES Filed Sept. 22, 1931 5 Sheets-Shet 1 Fgnl Sept. 6, 1932. MARMONIER STABILIZING APPARATUS FOR AEROPLANES 3 Sheets-Sheet 2 Filed Sept. 22. 1951 Sept. 6, 1932. MARMONIER STABILIZING APPARATUS FOR AEROPLANES Filed sep t. 22. 1931 3 Sheets-Sheet 3 i Patented Sop 6, 1932 PATENT OFFICE LOUIS MARMOHIER, OF LYON, FRANCE STABILIZING APPARATUS FOR AEROPLANES Application filed September 22, 1931, Serial No. 564,385, and in France'september 16, 1930.

The present invention has for its object devices used together or singly for the purpose of ensuring the stabilization of thepitching and rolling of an aeroplane, asalso its automatic steering. Their application may be made on navigating apparatus producing the three automatic controls of the aeroplane,

as well as on more simple steering apparatus only effecting longitudinal and transverse 9 stabilization or the automaticity of the rolling and of the direction.

These devices are constituted, on the one hand. by gyroscopic arrangements of patterns suitable to the navigating apparatus to be produced. These gyroscopic devices wh ch produce a horizon base and a bearing control, do not form the object of this invention. They are referred to in'this specification only with a view to the description of the various righting members with which they act in concert to automatically stabilize and direct the aeroplane. V v

The arrangement proper with which this patent deals comprises:

An unlocking device of the bearing control dealing with navigating in direction,

A swinging corrector and a palette feeler, preventing slipping on the wings, which operate withthe steering of the aileso rons.

A loss of speed signaller having reference to depth steering.

i The action of the righting members above mentioned, is co-ordinated by difi'erential de- 5 vices which inconcert with the horizon base or the bearing control, permit of obtaining the automaticity of the controls of theaction on two or three of its evolutions. These co: ordinating mechanisms also form an object of 49 this patent.

The navigating apparatus which will be constructed by applyingdevices described in this patent may be of various patterns according to the method of operation which will be chosen for the gyrostats and the Servo-m0- tors. In the text of this specification, and in the diagrammatic drawings annexed thereto, use will only be made of an electric device ensuringthe'automaticity of the controls of the aeroplane on its three evolutions, but it w would be also quite possible to construct on these devices, navigating apparatusworking with compressed air or by vacuum, by modifying the manufacture accordingly.

The electric navigating apparatus, which is more particularly described in this specification and which is shown on the annexed drawings, effects the longitudinal stability caused by the automatic control of the depth rudder. The lateral stability is controlled on by the automatic tilting of the blade, and the direction of the aeroplane is controlled on its bearing line by the automatic control of the direction rudder. The pilot may also cause the aeroplane to rise or dive and carry out all the turns which he considers useful by utilizing the automatic navigating apparatus.

As is proper, the control of the blades or ailerons and that of the directional rudder are connected one to the other during the 7 turns of the aeroplane-in order to obtain a correct turn, and this special arrangement, as also the members correcting the turning or the slip on the wing constitutes one of the characteristics of this invention. The control of the directional rudder and the tilting of the ailerons takes place in connection with a horizon base on which rest its two rudders during the whole of the'turns. The automatic control of the three controls is ensured so by electric, compressed air, or vacuum Servomotors WhlCll, during disturbances of the equilibrium of the aeroplane, rest. on a horizon base and a bearing control produced by a gyroscopic group counterbalanced on the three dimensions of space and which controls consequently all the deviationsof the aeroplane in its threeaevolutions. The horizon ba se which arises'from this gyroscopic groupis utilized to maintain the '90 I tudinal and lateral direction, to automatically brake the pitching and tossing, While the bearing control automatically keeps the aeroplane in its line oi flight.

The automatic navigating apparatus is, furthermore, provided with three special devices which act in accord with the horizon base, which itself is constantly in engagement with the pitching and tossing Servo-motors. One of these devices called the loss of speed signaller deals more particularly with the longitudinal stability. It has for its object to register the minimum speed necessary to sustain the aeroplane in the corresponding wind, in order toefi'ect the diving of the aeroplanebefore it has reached the minimum of speed capable of causing its descent. It thus acts as an automatic righting device in combination with the horizon base.

I The second device called the turning corrector, controls the tilting of the aileron during the turning of the aeroplane, and determines the angle of inclination of the wing, with respect to its speed and the radius of the path described, in order that the speed of the aeroplane remains in the central plane of the appartus.

This turning corrector is constituted by a mass which is displaced laterally in a horizontal plane and which operates in concert with the horizon base. It ensures at the same time the equilibrium of the gyroscopic group of three dimensions or of any other pattern,

which being pendulum are subjected to centrifugal forces duringthe turnings of the aeroplane. The turning corrector which also undergoes the effects of centrifugal force, is able to counterbalance these by a suitable device which will be later described.

The action of the turning corrector is completed by a palette .feeler which registers the direction of the side winds, and prevents slipping on the wing during the turnings Where the actual direction of the wind,

Y with respect to the aeroplane which turns in the wind, varies at each instant. This palette feeler is in direct connection with the horizon base insuch manner that it is in a constant vertical position, whereas the aeroplane inclines in the course of the turning. It is consequently independent ofithe latter, and can counterbalance it efficiently by modifying its angle of entry according to the actual direction of the wind. I v

' 4 The automatic direction of the aeroplane mline of flight is obtained by the bearing control produced by the three dimension gyroscopic group shown in'this patent, or by a v gyroscopic group of a difi'erent model. This control preserves the bearing by exciting the Servo-motor at the least deviation of the aeroplane in its straight trajectory. Nevertheless, it is advisable to release the bearing control during the turning of the aeroplane,

for if it remains attached thereto it would be necessarily put out of order, being fixed in azimuth, while the aeroplane undergoes a gyratory movement. Consequently, the navigating apparatus is provided with a special device which has for effect to connect the bearing control with thedirectional Servomotor during the flight of the aeroplane in a straight line, in order to preserve the bearing, and to disengage this control during the turnings. Nevertheless, in spite of this disengagement, the excitation of the Servo-motor which controls the directional rudder, as also the control of this Servo-motor should remain at the disposal of the pilot, so that he can carry out the turning automatically, in combination with the horizon base.

When the navigating apparatusonly comprises the stabilization of the pitching and tossing, excluding that of direction, the stick which is utilizedby the aviator to direct his aeroplane will be connected to the automatic navigating device of the aileron so that the turns may be carried out correctly and under 9th May 1927, and which comprises several models of groups. That which is used in this automatic navigating apparatus is the model No. 1 of that patent. Itis constituted by four gyrostats each reacting in a different plane insuch manner that two of them place in equilibrium the group to the horizon.

These are entitled horizon gyrostats, for they produce the horizon base, while the other two called directional gyrostats exert their inertia in azimuth and produce the bearing control which automatically directs the aeroplane in its line of fligh To this group has. been added a device entitled Direction recovery, the object of which'is to keep the bearing control in a constant azimuthal plane, and in consequence to preserve to the aeroplane a definite direction. This direction recovery is put 1n movement on the slightestdeviation of the aeroplane from its line of flight, which deviatlon produces' the precession of the directional gyrostats which, in their turn, excite the direction i recovery. The latter produces a "couple contrary to the couple of deviation, in order to re-establish the bearing control in its original azimuthal plane. This bearing control acts in its turn on the directional Servo-mo tor-to bring the aeroplane back into its line of flight. i

To this gyroscopic group are also applied f all the-improvements described in-the'four certificates ofaddition connected with the arrangement leaves the gyrostats in natural equilibrium on their precessio-nal axes, and preserves intact their power of reaction in the azimuthal plane. From this certificate of addition, there is also applied the device entitled Compensator of inertia of the pendulum masses, with the object of keeping the group in a state of equilibrium during the turnings of the aeroplane. Onthe other hand, ifthe automatic'navigating device, instead of beingactuated electrically as is hereafter described in this specification, were actuated by compressed air, the directional and stabilization gyroscopic group would benefit by the improvements pointed out in this first certificate of addition as regards the construc- .tion of the group. 7

. The fourth certificate of addition to the above mentioned patent also contains'devices Wl'llCh are 10f advantage to the gyroscopic group, particularly as regards the bearingcontrol. The devices which are used in this steering device consist: 1

(a) In the braking of the group on its vertical pivots with the object of causing the precession of the directional gyrosta-ts on the \least change of bearing of the aeroplane, and

to produce from this cause, the excitation of the direction recovery which re-establishes the bearing control in its original plane;

(1)) In a device entitled Compensator for retardation ofprecession, which has for its obj ect to, supplement the foregoing device and make it more efiicient.

To facilitate the understanding of the description of the co-ordinating devices and registers of the relative wind which form the object of the present invention, three diagrammatic drawingsnaturally only given as examples, are annexed to this specification.

' These drawings only represent the navigat- 1ng device actuated electrically, excluding the compressed air device, whigh can be-con- Structed according to the same arrangements of principle.

Fig. '1 shows diagrammatically the electrical navigating device, as regards the automatic direction of the aeropane on "the bearing, and the lateral stability controlled automatically' in direct flight and during the.

turns. This view also represents: the two half sections of the stabilizing gyrosco-pie group, of which one deals with the bearing control, and the other thehorizon base; the unlocking deviceof the-'bear-ingacontrol by the direction lever during'theturnings .ofthe aeroplane; the direction lever-zlivhich controls the turn the turning corrector which neutralizes at the same time the effects of centrifugal force of the gyroscopic group mounted in pendulum; the palette feeler which registers the actual direction of the wind in which the aeroplane moves, this I constant vertical position y its connection with the horizon base; the differential mechanisms which co-ordinate the action of these members, while leaving them in constant engagement with the horizon base; the Servomotors for tilting the ailerons and the directional rudder and their subjection to the switches which excite them.

Fig. 1 isai continuation of Fig. 1.

Fig. 2 represents diagrammatically the depth steering device. The-gyroscopic group figure in this by the half section which produces the horizon base. This figure also shows the hand lever which permits the aeroplane to be caused to rise or to dive; the loss of speed signaller which registers the mini mum thrust and pull necessary to sustain the aeroplane to prevent the loss of speed and counterbalance this at the proper time; the Servo-motor of the depth rudder and its connection to the exciting switches; the differential mechanisms which co-ordinate the action of these members with the horizon base which serves to support the whole system.

Fig. 3 shows details. of construction of the dilferential mechanisms which permit of unlocking the'bearing control during the turnings of the aeroplane and of ensuring the automatic control as also the control of the directional Servo-motor both during the automatic control of the aeroplane on the bearing as well as during turning.

To facilitate the description which follows, the gyroscopic group placed in equilibrium on three dimensions, has been divided up into two half sections SFig. 1) On the one hand, the half section w ich produces the bearing control and which comprises the two directional gyrostats a and b, as also the oscillating and pivoting suspension'g; on the other hand, the half section ofthe group which improves the horizon base on which rests the automatic governing of the tilting under all circumstances both during straight flight as well asjduring'turnin This same horizon base which is also. app ied to the depthsteering (Fig. 2) comprises the two horizon gyrostats 0 and d which exert their inertia in the horizontal" lane, and which are kept in constant equilihrium in this plane by the pendulum mass f, which, being always preponderant, re-establishesthe'horizontality of the group when this,.for one cause or the other oscillates on its suspension pivots.

This non-equilibrium is produced during accelerations of the aeroplane and principally in the course of turning in consequence of the pJalette being in a r the group during the variations of relative speed of the aeroplane, for the horizon gyrostats 0 and d oppose at once their inertia reaction to an acceleration, the value of which decreases, and the oscillation of the group resulting therefrom is rapidly deadened by the preponderance of the force of gravity. But it is not the same with the effect of centrifugal force, during the turnings of the aeroplane, for this force, continuing over the whole duration of the turn, would put out of equilibrium the horizon base. It is therefore necessary to provide a special device which counterbalances the influence of centrifugal force on this group.

In the navigating apparatus forming the object of this patent, this compensating device consists ina mass 1 of which the centre of gravity is situated, during the flight, ina' direct line on an axis 2 longitudinal to the bearing of the aeroplane. This axis which may pivot freely, is connected to the gyroscopic group by the lever arms 3 and'3 and the connecting rod 1. The mass 1 is mounted on two square rods 5 and 5', along which it can slide laterally rolling on two rollers 7, of which only one is visible in the drawings. It is kept in its central position by two springs 8 and 9. The mass 1 does not therefore oppose the action of gravity on the group, which is one of the conditions of equilibrium of the horizo'i base. 7 It is indifferent to the accelerations of the aeroplane but, on the other hand, being given its lib bearing cont-r01, during the straight flight erty of movement in the lateral direction and on a horizon line which is constant, it is susceptible to the action of centrifugal force,

and can oppose the action of this same force on. the pendulum gyroscopic group. Furthermore, it'serves as turning corrector, as will be later shown.

In the case where the aeroplane which flies towards 6, would turn to the left for example following the arrow 10, the pendulum group of gyrostats is subjected to the action of centrifugal force on the line 11, but at the same time the mass 1, is thrown towards 12 and, from the fact of its lateral displacement on the rods 5, 5', produces a couple 13 which opposes the couple 11, and which'it equalizes during the turnings of the aeroplane naturally on condition that the weight of the mass 1 is in proportion to that of the pendulum f, and that its displacement on the rods 5, 5' is suitably determined by thetension of the springs 8 and 9,"which tension is adjustable as desired.

The mass 1, furthermore, reaches its position of equilibrium on the rods '5 and 5 before the centrifugal force has been able to act on the group, for the gyrostats 0 and d scopic group constitutes an inert mass placed sometimes on their opposite face, so that it neutralizes itself during the turnings of the aeroplane. Also, when the latter again flies in a straight line, gravity having again become predominant, will counteract the oscillations of the group which might have been produced in the course of the turning.

Having at disposal a bearing control and horizon base in constant equilibrium, if the aeroplane flies in a straight line, when it deviates in direction the bearing control will excite the Servo-motor which controls the the following conditions:

(a) Subject the directional rudder to the of the aeroplane, in order to direct it automatically;

(b) Djsengage the bearing control during the turning of the aeroplane, while leaving the directional Servo-motor, as also the members for controlling this Servo-motor,

at the disposal of the pilot, so that he can carry out the turning, while using the automatic navigation.

(0) This same mechanism must permit the pilot to rectify the bearing of the aeroplane if there are produced deviations of route of small incidence, without the disconnecting of the bearing control of the automatic navigating device, as is necessary for a complete turn.

This mechanism represented in Figs. 1 and 3, comprises a vertical spindle 14 which carries at its upper extremity a contact arm 15 which transmits the contact disc 18, which terminals are connected to the two concentric contacts 16' and 17' and to the two fixed post current terminals 16" and 17 The spindle 14 rotates in-a tube 19 fixed on the frame 20, and carries at its lower part a square base 14' in which can slide a disc 21 which normally is kept raised by aspring 22 which compresses it strongly against another disc 23. This latter is connected with the gyroscopic group by a bevel wheel 24:

to which it is keyed, and another bevel wheel 25 connected directly by the spindle 25 a to the group by two other bevel wheels not shown on the drawings. The spindle 14 is therefore to the frame 27 of the gyroscopic group, and

consequently connected to the. aeroplane. On the tube 19;is placed a double difi'erential constituted by the planetarium 28 and a satellite 29. The latter can rotate about the tube 19 in consequence of its being mounted on a sleeve 29 pivoting on this tube.

On the sleeve is fixed the direction lever 30 which controls the automatic turning, to the right or to the left, of the aeroplane ac.- cording to whether it is displaced to the right or to the left. The double differential is completed by a double planetarium 31, a satellite 32, and a planetarium 33, which is fixed to' the contact disc 18. On the direction lever 30. is fitted a switch 34 which in pivoting in one direction or in the other direction closes the contact with two sectors 35 and 35 connected together and, on the other hand, to the electromagnet 26.

In consequence of this arrangement, when the direction lever 30 is in the position of rest, 'the bearing control being coupled to the spindle 14 and consequently to the'contact arm 15, the aeroplane is automatically directed on its bearing, while the displacement of the direction lever 30 to the right or to the left magnetizes the electromagnet 26 which, attracting the disc 21, fixes the spindle 14 and its contact arm 15 on the frame 27.

Owing to this, the spindle 14 being disengaged from the bearing control and being connected to the aeroplane, the pilot can carry out a turning with the aid of the navigating device, for the Servo-motor 36 of the direction rudder 37 remains in communication with the directionlever 30 by the differential 28, 29, 31, and by that 31, 32, 33, which is coupled to the rods actuating the Servomotor 36 by a lever arm 43. v

This device is complemented by a worm wheel 51, which is fixed to the planetarium 2S and which pivots in one direction or the other by means of a worm- 30, the splndle of which is within reach of the pilot. I This movement of rotation has for effect to rotate the contact disc 18 through the intermediation of the double differential and consequent- -ly to vary the bearing of the aeroplane without it being necessary to disengage the bearing control.

. In view of, these devices, if the aeroplane. which follows-its flight towards 6, deviates to the left-towards 10, the contact arm 15 i comes into' 'i'contact with the half sector 16 which excites the Servo-motor 36 which 1nduces, in .its turn, the displacement of the direction rudder 37 following the arrow 40. This displacement is limited by the control rod system 39 which; moving towards 42, causes the arm 43 to rock, rotates the satellite 32 towards 44, and finally, rotatesthe con tact disc 18 towards 45, thus cutting off the current of the Servo-motor 36.

When, under the influence of the direction rudder 37, the aeroplane takes up again its line of flight, the reverse operations'will take place until the moment when the direction rudder 37 again takes up its neutral position. The automatic navigation of the aeroplane in the lateral direction and the braking of the rolling, are produced under similar con 'ditions, but with this difference that the Servo-motor of the ailerons remains constantly in engagement with the horizon base which intervenes under all circumstances.

Seeing that the horizon base is shown by the planetarium 47, any lateral steering device therefore gravitates about this planetarium on which it is supported to ensure the automatic lateral stability, both when the aeroplane flies in a direct line, as well as.

when turning.

, In the case Where the aeroplane, commencing a rolling movement, would hang for example on the left wing, the two oscillating arms 48 and 49 being connected with the aeroplane, undergo the rolling and incline towards the right carrying with them in their displacement the satellites 52 and 54 towards 55 and 56, causing the planetarium 53 to pivot towards 57. But as the satellite 52 is in engagement with the planetarium 47 of the horizon base, the movements of rotation of the satellites 52, 52 and 54 come into equilibrium in the planetarium 53 and the planetarium 58 remains at the fixed point in spite of the rolling of the aeroplane. As this planetarium 58 is in engagement with the contact arm 59, the latter also remains at the fixed point, and subjected to the horizon base 47 without the" double differential affecting this connection. But it is not the same with the contact sector 60 which is carried towards 66 by the rolling of the aeroplane in consequence of its connection to the controlling rods 65. Current taking is therefore established between the contact arm 59 and the contact 61, exciting the Servo-motor 62 which causes the ailerons 63 to turn towards 64, so righting the aeroplane. The

tilting of the ailerons 63 is limited exactly duce the reverse action of the tilting Servomotor and the ailerons will take up their normal position in the same degree as the aero-. plane re-establishes its equilibrium.

To carry out a turning in the aeroplane, and in order that this may be correct, it is necessary that the speed remains in the central plane of the apparatus. It is therefore necessary that the thrust and the drag, place inequilibrium both the weight of the aeroplane and the centrifugal force which is exerted on it during the turning. The direction and tilting controls must therefore act in concert in order that the turning may be started, while the tilting of the ailerons inclines it on the wing with an angle of entry sufficient for the centrifugal force not to bring it out of its v course. In the case of automatic navigation,

such as this forms the object of the present invention, the intervention of the direction rudder and the tilting of the ailerons must take place simultaneously on the starting of the turning, and immediately after the disengagement of the direction control. 'But in order that the condition of turning may be fulfilled, it is indispensible to add to the automatic device a turning corrector which determines exactly the angle of entry correspending to the centrifugal force acting on the aeroplane. This turning corrector which operates in concert with the horizon base, has for this reason an action defined and limited by the inclination of the aeroplane to this horizon base, on which rests the whole of the device.

The turning corrector' of the automatic navigating device is the mass 1, which as v has been previously stated, is displaced laterally during the turnin gs. This mass being.

only sensitive to centrifugal force which is exerted on it in a constant horizontal plane, registers exactly the value of the centrifugal force which acts on the aeroplane whatever may be the incidence of the angle of entry of the latter to the horizon. Consequently,

if the aeroplane is to carry out for example a turn to the left, in the directionof the arrow 10 it is suliicient for the pilot to move the direction lever 30 to the right towards 30', nothaving to carry out any other operation for the turn to take place automatically and correctly up to the moment when it is necessary to again take up the direct line of flight, releasing the direction lever, which by means ofa resetting device, not shown on the draw-- ings, will automatically take up its neutral position.

In consequence of the movement to the right of the direction lever 30, the switch 34 excites the electromagnet 26 which has for 4 engages with the planetarium 28 which is'eonnected to the aeroplane, the double planetaating rod system 39 which moves towards 71 v and the satellite 32 which cause the contact disc 18 to pivot towards 71, limit the angle of entry of the rudder 37, the latter retain ng this position for the whole of the turn, its

angle of entry y being equal to the angular displacement 3 of the correction lever 30.

At the same time, that this manoeuvre takes place, the direction lever 30 displaces the rod 73 towards 74, which has the effect to cause the oscillating arm 49 to pivot towards 7 F and to displace the planetarium 58 towards 76, the contact arm 59 towards 66, and putting it in communication with the contact 77.

The Servo-motor 62 being excited, tilts the ailerons 63 towards 78. The left wing sinks, and the aeroplane inclines in the direction of the turn, but in acertain proportion for the angle of entry of the ailerons 63 remains in relation to the angular displacement y of the direction lever 30, this angle of entry being limited 'by the controlling rod system 65 which, moving towards 75, cuts off the current at the proper moment by the contact sector 60 which pivots on its axis. As, on the other hand, the contact arm 59 is connected to the horizon base by the double differential 52, 53, 54, 58 its incidence to the horizontal plane can only reach the angle y of displacement of the direction lever 30. Thus, when the inclination of the aeroplane to the horizon corresponds to, or exceeds, this angle, the aileron 63 will cease to tilt or will tilt towards 64, if it exceeds this angle, in consequence of the reverse action of the Servo-motor 62.

At this moment, the turning eorrector will intervene, as this comes into action from the moment that the aeroplane commences to turn. Owing to this, the mass 1 is projected horizontally to-the right, towards 12, carrythe double planetarium 53 towards 57, the

satellite 54 towards 87, and finally the planetarium 58 and the contact arm 59 to which it is attached, towards 66, making connection with the contact 77, that is to say, in the sense of the tilting of the ailerons on the left win g,

towards 78, this tilting being increased in proportion to the centrifugal force which acts on the aeroplane, which corresponds to that which acts on the turning corrector.

But this tilting cannot exceed a definite angle; for the whole of the arrangement being subject to the horizon .base, ifthe angle of 'once in consequence of entry at a turning were exceeded, which might of entry of the aeroplane on the wing is exaggerated with respect to its relative speed in the wind. The actual direction of the wind with respect to thelaeroplane varies at each instant during the turning, and the slip on the wing is produced in particular when the aeroplane, having fought against the wind an d having lost a portion of its real speed, a loss which is proportional to the actual speed of the wind, enters afresh .into the winds eye. At this moment, not having regained sufficient relative speed to support it, it slides on the wing if the incidenceof the angle of entry of the inner wing is too accentuated.

With a view to giving this angle of entry on the wing the incidence corresponding tothe direction and actual speed of the wind, there is added to the navigating lateral device a palette feeler 90, situated at the extremity of two arms 91, 91 fixed on two sockets 92. 92, which are carried on a vertical spindle 93 which pivots in the frame 94. This frame 94 itself pivots on an axis 95 longitudinal to the aeroplane. and the whole of this device is connected directly to the gyroscopic group by a. rod system 96, 97

- and the levers 98 and 99. In consequence of this arrangement, the palette feeler 90 remains always vertical whatever may be the angle of entry of the aeroplane on the wing. It is placed in equilibrium statically by the counter weights 100, 100, and is held in the longitudinal axis of the aeroplane by counter springs 101, 101'. In view of its constant vertical position, independent of the position of the aeroplane and of its angle of entry on the wing in the course of turning, this palette feeler registers the direction and. actual speed-of the wind. Its indications are transmitted by the bevel wheels 102, 103 to a longitudinal spindle 104 which transmits them to a planetarium 105, which in its turn acts on the excitation of the Servo-motor 62 ,toproduce the tilting of the aileron 63 in one direction or the other.

If the aeroplane turns to the left towards '10, the palette feeler 90, in consequence of the relative speed ofthe aeroplane and of its change of bearing, is drawn along and pivots horizontally towards r, in proportion to this speed and to the curve of the trajectory of the turn, the incidence of entry being adjustable at will by the counter springs 101,

101'. The variation of incidence of the palette feeler 90 causes the spindle 104 to rotate towards 106, and the planetarium 105 to pivot towards 107, which produces the tilting of the aileron 63 towards 78, toi'ncrease the angle of entry of the aeroplane on the wing. j q 5 But, if the wind '0 is strong, when the aeroplane having fought against this wind and having its actual speed reduced in roportion to the speed of this wind'itsel if it pursues its turn towards 10, the wind commences to act on the palette feeler 90, the incidence of which it diminishes and even causes this latter to pass over to the incidence 1*,if it has a high speed. In this case,

the spindle 104 pivots towards 108. the planetarium 105 towards 109, tilting the aileron 63 towards 64, righting the aeroplane and diminishing its angle of entry on the wing, so'thatthe aeroplane enters into the winds eye under conditions satisfactory for its lat eral stability.

It is evidently necessary to co-ordinate the respective action during the turnings:

a) Of the direction lever 30 on the tilting of the'wings;

5) Of the turning corrector 1 on this same tilting;

(0). Of the palette feeler 90 tothe regulation of the angle of entry on the wing, in case of violent wind, in such manner that the turning may be'correct under all circumstances.

-' To this end, the navigating automatic depermitting the Value of the action of each '95 vice is provided with regulating mechanisms of these devices which act in common to be exactly determined.

As regards the automatic navigation of the aeroplane in depth, the various manoeuvres for re-establishing longitudinal equilibrium also find their point of support on the hori- -zon base produced by the gyroscopic group placed in equilibrium on the three dimensions of space. The braking of the pitching of the aeroplane about its centre of gravity is effected automatically by the horizon base which acts as an indicating member of the righting and controls the depth rudder at the proper moment.

But, in order that the depth navigation may be effective, it is indis pensible to add to the horizon base a loss of speed SignalIer which causes the diving of the aeroplane before" the thrust and the drag which support it in the relative wind have attained their minimum critical limit, below which, the aeroplane being too lightly supported, would commence to fall or to slip on the wing. The

loss of speed'signaller being subjected to a horizon base, its actual front of entry into the eye of the wind is always in a position entirely free andindependent of the longitudinal angle of entry of the aeroplane into the same relative wind. Consequently, if the thrust and the pull which sustain the aeroplane in the relative wind are insuflicient to support it, the loss of speed signaller effects an immediate action of the. depth rudder which causes the aeroplane to dive owingto their insufficiency to increase its relative speed.

Furthermore, in consequence of a special device, this dive of the aeroplane is the more which keeps the aeroplane in equilibrium in the relative wind.

The first device (Fig. 2) comprises:

A reduced model aeroplane 115, the profile of the supporting wing of which and the centre of the thrust of this wing are identical with the profile of the wing and the centre of thrust of the aeroplane which is automatically navigated. On this reduced model, exactly in the centre of thrust, is situated a pivoting axis 116 which permits it to hold itself in a stable position in the eye of the wind, and to register exactly the value of the thrust Pwhich is exerted on the aeroplane. The axis 116 is placed at the extremity of a beam 117 pivoted at 118, and the socket of which carries two opposite levers 119, 119 on which are connected the attaching wires'120, 120 which connect'it to another double lever 121 placed on the automatic navigating apparatus. This doublelever 121 therefore registers the displacement of the beam 117 and, consequently, the thrust P exerted on the small aeroplane 115. On the socket of the double lever 1 21 is keyed a rod 122 which is inclined by 30 to 45 to the horizon when the aeroplane is itself in a horizontal line of flight, the incidence of of the rod 122 being variable according to the design of the aeroplane to be stabilized. On this rod 122 is placed a mass 123, the weight of which counteracts the thrust P projected on the horizontal, up to the limit useful for supporting the aeroplane in the horizontal flight. The double lever 119 is prolonged by the rod 119 which slides in a slide 124, which permits it to move back when the thrust P is not suflicient to support the aeroplane,

but which limits its travel when this thrust P is normal, or even in excess' Consequently, if the minimum thrust corresponding to the limit of speed in the relative wind necessary to support the aeroplane is not obtained, the beam 117 under the influence of the mass 123 which rocks towards 125, falls towards 125 onthe horizon base with which it is always in accord, as will be hereaftershown.

On the other hand, the mass 123, the rod 122 of which is inclined to the horizon, acts more strongly on the beam 117, the greater is the angle of entry at of the aeroplane in mountditions as these.

ing, for the angle a of the rod 122 to the horizon diminishes in proportion as the elevation of the aeroplane in mounting becomes more accentuated.

As the loss of speed of an aeroplane is all the more dangerous the greater the incidence of its angle of entry in mounting, this device has "for eifectto act and to right the aeroplane by advancing the limit of dangerous speed in a proportion as the aeroplane is upturned. It does not act when the aeroplane dives, which does not afford any use, but, on the contrary, it still registers the loss of speed when the resistance of the wing, whichldiminishes in proportion as it is elevated, reduces the support of the aeroplane which can only be stabilized by an excess of speed. Itis the same when the aeroplane is at the maximum altitude. Furthermore, the centrifugal force which obliges the aeroplane to increase its portance and consequently its relative speed in the course of turning, will also act on the mass 123 and on the device indicating loss of speed 115117 to produce the dive of the aeroplane in the course of turning as a function even of this centrifugal force.

The loss of speed signaller is completed by a drag indicator although this is not indispensable. This drag indicator is composed of the fuselage 126 having the fineness of the polar of the supporting planes of the aeroplane stabilized. It consequently registers the value of the drag T of this aeroplane. Thisfuselage 126 remains constantly in the eye of the relative wind by the plane 127 and by its mounting on a trunnion 128 which is fixed at thetop of a road 129, 129', which pivots at 118, and the rotation of which is transmitted to the double lever 131, 131' by the connecting wires 132, 132'. The move ment of the rod 129' is limited for a normal trail or an excess one, by being keyed to the bottom of the slide 133, but it can move in this slide if the drag T necessary to support the aeroplane, weakened beyond the dangerous' limit, for this limit is determined by the weight of the mass 180, in projection to the horizontal, in consequence of its position on the rod 134 which'is inclined by 30 to 45 to the horizon, similarly to the rod 122 of the thrust indicator.

Now, if the aeroplane flying in a straight line according to the arrow 135 pitched towards 136, the double diiferential 137, 138, 139, 140, 141, which is similar to those previously described for the lateral direction and stability, the planetarium 137, showing the horizon base, will act under the same con- The contact arm 142 is thereforeinsensitive to the pitching of the aerpplane, while the contact sector 143 is carried in the pitching movement towards 144. The current passing between the contact 146 and the contact arm 142, excites the depth Servo-motor 149 which acts on the depth rud-.

der 150 moving it towards 151 up to the extent of the rotation of the contact sector 143, towards 145, in consequence of the displacewards 157. The oscillating arm 158 being pushed towards 159, the satellite 140 pivots towards 170, carrying with it the contact arm 142 towards 144, thus-putting it in contact with the contact 147. The Servo-motor 149 then excited, moves the depth rudder 150 to-, wards 152 until the moment when the angle of entry or of the aeroplane, having the same I incidence as the angle of the depth lever 156, the depth rudder 150 is again in the position of rest. All these operations are carried out in connection with the horizon base, the latter intervenes each time that the angle of entry of the aeroplane varieswith respect to the angle of entry which the pilot has given to the depth rudder 150. The loss of speed signaller which registers on the one hand the limit of thrust P, and on the other hand the limit of drag T dangerous for the stability of the aeroplane, can then intervene efliciently' in combination with the horizon base, even when the aeroplane is mounting, to prevent the loss of speed and makin'g'it dive in good time and without thishoriz'on base ceasing to intervene if the aeroplane exceeds its position of equilibrium in one direction or the other. .For this purpose, the double levers 121, 121 and 131, 131'. being respectively keyed on to the planetaria 161, 162, any rotation of these levers towards 163, 163' is communicated to the rods 164, 165 which move to- I wards 166, 166'. The oscillating arm 167 being drawn in the same direction, and the planetarium 137 of the horizon. base being in a stable position, causes the satellite 138 to pivot towards 168, the double planetarium 139 towards 169, the satellite 140 towards 172, and the planetarium 141 and the contact arm 142 to which it is attached, towards 173 and 145. The contact 146'being excited, forces the Servo-motor 149 to act on the depth rud-v der 150, moving it towards 151, producing the dip of the aeroplane in depth 150 towards 151, causing the dip of the aeroplane in pro-, portion to the loss of speed, and this under all the positions which the aeroplane can occupy, but principally when it turns, and when it is upturned, for the indication of the loss of speed is. particularly sensitive when the aeroplane is mounting, or making a turn.

The action of the masses 131 and 180 is the more efiicient the more the angles a and a are reduced, and the greater are the centrifugal forces 125 and 180 which are exerted on them in the course of turning, all condi- The latter must therefore have a very marked excess of power to permit it to turn while ascending.

On the other hand, it is evident that, in order that the above-mentioned automatic navigation devices may act under satisfac-- tory conditions, it is supposed that the aeroplane has sufficient motive power available, if not, the action of the automatic controls not being sufliciently efficient, the aviator must' manoeuvre correspondingly.

What I claim and deslre to secure by Letters Patent of the United States'is 1. In an aircraft, means for automatically operating the lateral control surfaces comprising a gyrostat and compensating means for acting in opposition to said gyrostat underthe action .of centrifugal force during turning movement of the aircraft for tilting the said lateral control surfaces to bank the aircraft at the necessary angle to perform a correct turning movement.

2. In an aircraft, means for automatically operating the lateral control surfaces comprising a gyrostat and compensating means comprising a mass having a limited sliding motion transversely of the aircraft under the action of centrifugal force during turning movement of the aircraft and acting in opposition to said gyrostat to op ose any move-' ment of the lateral control sur aces due to the action of the gyrostat in a-banked turn.

3. In an aircraft, means for automatically operating the lateral control surfaces com prising a gyrostat in combination with a blade disposed vertically in the line of flight of the aircraft and pivotally mounted so that it can be deflected from side to side by side pressure of the air and means for connecting the blade to the mechanism for operating the lateral control surfaces, the blade bein connected to the gyrostat so that it is a ways maintained in avertical position.

4. In an aircraft, means for automatically operating the control surfaces during normal flight of the aircraft in combination witha pivotally mounted aerofoil arranged in the.

yieldably opposing such movement of said 7,

mass.

6. In an aircraft, control means comprising a gyroscopic group creating the horizon base and mounted in pendulum fashion, and compensating means comprising a mass in connection with the gyroscopic group and movable in the lateral direction of the air- I craft under the action of centrifugal force during the turning of the aircraft to compensate the effects of centrifugal force acting ingly opposing such movement of said'inass. 7. In an aircraft, lateral control surfaces,

and means for controlling said surfaces-including a gyroscopic group creating the horizon base and a blade feeler arranged vertical-.

ly in the line of flight of the aircraft, said blade feeler being mounted pivotally to turn laterally-under pressure of the air, and operating mechanism for the control surfaces affected by said feeler in conjunction withthe gyroscopic' group to insure correct banking of the aircraft with respectto the strength and direction of the wind in which v the aircraft is flying.

8. In an aircraft, lateral control surfaces, and means for controlling said surfaces including a gyroscopic group creating the horizon base and a blade feeler arranged vertically in the line of flight of the aircraft, said blade feeler being mounted pivotally to turnlaterally under pressure of the air, operating mechanism 'for the control surfaces affected by said feeler in conjunction with. the gyroscopic group-to insure correct banking 'ofthe aircraft with respect to the strength and direction of the wind in which the aircraft is flying, the blade feeler being also mounted for adjustment about an axis extending longitudinally of the machine, and

connecting means between the gyroscopic group and blade feeler whereby the verticalpgsitlon of the latter is constantly mainta ine 9,5111 an aircraft, an elevator, and means fori'automatically operating the elevator during flight of the aircraft, said means com pris ng'a gyroscope group creating the horizon base, operating connections between said ,gyroscopic group and the elevator, a mova-' "ble surface mounted in the line of flight of the aircraft and being maintained in'a normal position air pressure during normal flight of-the a rcraft, means associating said surface with said operating mechanism whereby upon movement of said surface due to loss of flying speed the operating mechanism is affected to depress the elevator, an 1 prisingja gyroscopic group creating a horizon base, a manually operable lever, a centrifugally controlled turning corrector, and

a blade feeler-pivoted on a vertical axis in the line of'flight'of; the aircraft; a control 1 lever for determining the-range of movement of, said control, -jsurfaces, and coordinating mechanism including two pairs of opposed be've' l gears,' one' gear of one pair; being eonnected to'one gear of the other pair, the other on' the gyroscopic group, and means, yield-i-= gearof one'pair being in connection with -the-ygyroscopicf-group, said control lever bein'gconnected to the other gear of the other pair, satellite pinions respectively engaging the gears ofsaidpairs'of gears, a connection between saidmanually operable lever and one ofv said satellitepinions, and a connection between the turning corrector and blade feeler and the other of saidsatellite pinions.

11. In an aircraft, lateralcontrol surfaces;

and means for controlling said surfaces commechanism including two pairs of opposed bevel gears, one gear of one pair beingconnected to onegear of the other pair, the other gear of onepair being in connection with the gyroscopic group, said control lever being connected to the other gear of the other pair, satellite pinions respectively engaging the gears of said pairs of gears'fa connection between said manually operable lever and one of said satellite pinions, and a connection betwee the turning corrector and blade feeler and the other of said satellite pinions, said last named connection including difi'erentlal gearing coordinating the movements of the turning corrector and blade feeler and having a satellite whose angular movements are imparted to the last-named satellite pinion.

1 12. In an aircraft, an elevator, and means for controlling the elevator; said means comprising a gyroscopic group creating the hori- I 0 one gear of one pair bemg connected to one lever and the other of said satellite pinions.

13. In an aircraft, control surfaces therefor, and control means for the control surfaces, said control means comprising a gyroscopic group creatingthe horizon base and direction reference, connections between the gyroscopic group and control surfaces including a clutch, two manually o erable direction controllers operable on t e control surfaces through said connections, and means operated upon initial movement of one of said controllers to disen a c said clutch. I

' LOUI MONIER.

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