US2455584A

US2455584A - Control for airplanes

Info

Publication number: US2455584A
Application number: US624709A
Authority: US
Inventors: Charles R Jamison
Original assignee: Individual
Current assignee: Individual
Priority date: 1945-10-26
Filing date: 1945-10-26
Publication date: 1948-12-07
Anticipated expiration: 1965-12-07

Description

Dec. 7 1948. R, JAWSON 2,455,584

CONTROL FOR AIRPLANE S Filed 00 25, 1945 2 Shets-Sheet 1 Patented Dec. 7, 1948 a 9 UNITED STATES PATENT OFFICE 2,455,584; oon'mon FOR AInPLANEs Charles It. Jamison, Morgantown; W. Va.

" Application October 26, 1945, Serial No. 624,709

This invention relates generally to improvements in airplanes and pertains particularly to an improved control mechanism therefor.

A principal object of the present invention is the provision of a universal control mechanism h which is so constructed that the operator may effectually control the rudder, the elevators, and the ailerons by the manipulation of a singlemovable unit or structure; with the hands alone, thus doing away with the necessity of usingthe feet l might easily get out of order and require frequent attention as to repairs and adjustments.

Still another object of the invention is to provide a control mechanism for airplanes which embodies a single control stick and a wheel nt t y means of which the hands of the pilot may beused for effecting the manipulation of all of the different control elements of the plane which are employed for governing the direction of movement of the same.

A still further object of the invention is to provide a unitary control mechanism of the character above stated in which a hand steering wheel is mounted upon an arm pivotally supported upon the control stick so that the wheel may beshifted or swung over from operating position in front of one pilots seat to operating position in front of an adjacent pilot's seat, the controlstick or shaft upon which the hand wheel is supported, being disposed in a plane passing between the seats. a

Other objects and advantages of the invention will become apparent as the description of the same proceeds and the invention willbe best understood from a consideration of the following detailed description taken with the accompanying drawings forming a partof this application, with the understanding, however, that minor, changes may be made in the structure so long as such changes do not depart materially from the salient features of the invention as expressed in the appended claims.

In the drawings: i t

Figure 1 is a View in dotted outline of an airplane in side elevation showing the placement Y5 Claims. (01. 244- 83) therein of the control mechanism of the present invention,

Figure 2 is a view in perspective of the control mechanism.

Figure 3 is a view showing, partly in elevation and partly in section, the control stick and parts immediately adjacent thereto. a 0

Figure 4 is a sectional view taken substantially on the line 4-4 of Figure 3.

Figure 5 is a sectional view taken substantially on the line 5-5 of Figure 3.

Referring now more particularly to the drawings there is illustrated in Figure 1, in a conventional manner, one type of airplane in which the present control mechanism may be mounted. In this figure the body or fuselage is generally designated l0 and at the rear end of the body is the usual rudder II and the pair of elevators l2, one only of which is shown. The numeral [3 generally designates the wing, at the rear or trailing edge of which is pivotally mounted the aileron HI. One pilots seat is shown and designated l5 and the control mechanism of thepresent invention is mounted in a positionrelative to the pilots seatsso that a pilot in either seat will-be able to conveniently operate the several movable parts of the plane structure by means of which the direction of movement of the structure is controlled.

In accordance with the present invention there are provided suitable bearing brackets or bearing units l6 which are mounted adjacent to opposite sides of the fuselage structure forwardly of the pilots seats and uponany suitable part of the airplane frame.

In each of the bearing brackets Hi there is rotatably mounted one end of a tubular trunnion |'I,these trunnions being alined transversely of the structure as illustrated in Figure 2.

Located between and connecting the spaced opposed inner ends ofth'e tubular trunnions I1 is a relatively flat wheel housing l8, the opposite vertical edges of which are providedwith the-out- Wardly directed nipples I9, in each of which the adjacent end of a trunnion I1 is fixed, Thus it will be seen that the housing l8 and the trunnions H are joined together as a unit and are oscillatable on an axis: extending transversely of the plane. v i

Q Mounted within the housing I8 for rotation upon the pivot 20, is a pulley wheel 2 I, with which is integrally formedor connected in a suitable manner, the gear pinion 22. As shown the lower part of the housing It extends below the trunnions l1 and the pivot 20 for the pulley wheel 2|. is placed below the axial center of oscillation for the housing and trunnions, so that the periphery of the pulley wheel at the top thereof will be substantially in line with the center of oscillation for the trunnions.

' Above the pivot 20 there is rotatably supported within the housing, between the front and rear walls, the pivot pin 23. The rotary centers for the

pivots

20 and 23 are parallel and lie in a plane extending lengthwise of the center of the plane body.

The top part of the wheel housing [8 is provided with the slot or opening 24 and extending from within the housing upwardly through this opening 24 is the shank portion 25 of a gear segment 26. The pivot 23 passes through the radial center of this gear segment and the teeth '2? thereof have toothed engagement with the gear pinion 22 so that upon oscillation of the gear segment on the pivot 23 turning movement will be imparted to the pulley wheel 2|.

The body portion of the gear segment and the shank thereof are of hollow form and disposed within the hollow portion of the gear segment is a. pulley wheel 28 which is freely rotatable upon the pivot 23 so that it may be turned on the pivot without necessitating the oscillation of the gear segment.

"The upper or outer .end of the gear segment shank 25 has secured therein the tubular column 29 which normally stands vertically and carries upon its upper end the hollow head 30.

Within the head 30 is located the sprocket gears 31 which are coupled together and pivotally supported upon the pivot pin or axle 32 which extends transversely of the head. This pivot axle is parallel with the pivots-23 and extending over one of the sprocket gears 3i and downwardly through the tubular column 29 into the hollow portion of 'the gear segment 26, is a sprocket chain 33 which passes around the sprocket gear 34 which is joined concentrically to the pulley wheel 28.

Pivota'lly supported upon the head 36 for oscillation around the :axis of the pivot pin 32 is the short column extension housing 35. This housing is coupled at one end with the head 30 to swing around the pivot 32 as shown and in its outer or free end is *pivotally supported the shaft 36 upon which is carried, within the extension housing, the sprocket wheel or gear 3'! while one end of the shaft 36 which extends outside the extension housing and rearwardly therefrom, carries the steering wheel .38.

Extending through the extension "housing 35 is the sprocket chain 39 which connects together the gear 31 and one of the gears 31. By this means it will be seen that rotation of the hand wheel 38 will impart rotary movement to the pulley wheel 28 which wheel is connected with and controls the operation of the airplane rudders as hereinafter described;

At each side of the Wheel housing 18, each trunnion I! has formed therein the rearwardly directed slots 40 and extending vertically through the trunnion and across the central part of ea'ch slot 40 is the pivot pin 44, the ends of which are suitably mounted in the walls of the trunnions. Each pivot pin 4| carries a pulley wheel 42 and the pivots for these pulley wheels are so positioned that the periphery of the pulley wheel thereon has the center line or axis line of the trunnion passing tangentially thereacross.

Attached to the pulley wheel 28 are rudder actuating cables 43, each of which passes from the 'lower edge of the pulley wheel into one trunnion I! and around a pulley 42 outwardly through the adacent opening 4|] and toward the rear of the airplane for connection with the rudder ll. These rudder cables 43 pass partly around a pulley 28 and are secured thereto so that rotation of the pulley will impart positive movement to one cable to eiTect swinging of the rudder in one direction and such swinging of the rudder will impart positive movement to the other cable to take up slack therein as it is released from the pulley.

Outwardly from each of the pulleys 42, each trunnion I! has extending transversely therethrough and pivotally supported therein, a pulley wheel pivot pin 44 upon which is mounted a pulley wheel 45. At each pulley wheel 45 the trunnion H in which the wheel is housed, is slotted as indicated at 46 for the passage outwardly of an aileron control or actuating cable 47, which passes around the pulley 45 and axially through the trunnion to the wheel housing l8 and to the periphery of the pulley wheel 2|, to which it is secured.

It will be readily apparent when the pulley wheel 2 is turned one of the aileron cables 41 will be wound up thereon and the other one will be unwound or payed out. This rotation of the pulley wheel 2| for the operation of the ailerons is effected by oscillating the. column or standard 29 transversely of the ship, that is, either to the right or to the left of the pilot. a

As previously stated the trunnions H are mounted for turning movement in the bearings l6. Thus the trunnions andtthe housing 'l8 may be turned on an axis extending transversely of the ship, by oscillating the standard or column 29 forwardly or rearwardly. ihis'action is 6111-- ployed for the control of the elevators 12., and such control is had through the medium of the crank arm 48 which is secured to a trunnion H and hangs downwardly therefrom. Such crank arm is connected at its lower end with the ac tuating rod '49 which in turn is connected with the "crank 50 which is attached to the pair of oppositely extending arms 5|. From the outer end of each of these arms a cable 52 is extended to an elevator.

It will be readily apparent that the standard 29 takes the place of the usual control stick and that such standard may be oscillated in either direction from the vertical transversely of the plane or in either direction from the vertical forwardly and rearwardly of the plane to effect the actuation of the aileron and elevator cables and the elements to which they are attached. By turning the hand wheel 38 the rudder mechanism is eifectively controlled. Thus it will be seen that when a pilot is using the mechanism herein described he can readily shift or move the rudders, ailerons or elevators entirely from the hand wheel 38 and that no supplemental operating elements, designed to be controlled by thefeet, are required. V

In order to prevent the swinging of the column 29 too far in either direction on the pivot 23, adjustable spring stops are provided in'the opposite sides or side edges of the housing. These stops each comprises an adjustable pin or screw 53 threaded through the side edge wall of the housing to the interior thereof and directed at its inner end toward the adjacent side of the gear segment 25. Between the inner end of each pin 53 and the adjacent side of the "gear" segment, is a relatively or stiff spring 54 which constitutes a separating means between the adjacent side or swung to the right or to the left but the springs i with the pins 53 function to prevent the swinging of the gear segment to such an extent as to cause disconnection of the segment teeth from the teeth of the pinion gear.

I claim:

1. In an airplane having flight controlling units comprising a rudder, an elevator and ailerons, a relatively long tubular member supported upon the airplane to extend transversely thereof and for turning on its long axis, said tubular member including a housing intermediate its ends, a

normally upright column having one end extended into said housing, .a pivotal connection between the said one end of the column and the housing by which the column may be swung in a plane extending transversely of the airplane, turning movement being imparted to said memwith which it is tively long member supported upon and transversely of the airplane for turning on its long axis, said member including a housing, a, pair of Vertically spaced shafts supported within the housing with their axes extending longitudinally of the airplane, a gear segment supported upon the upper one of said shafts, a normally upright column secured to said gear segment and extending upwardlythrough and beyond the top of the housing, the column and gear segment being swingable upon the said upper shaft in a vertical ber by swinging movement of the column in a plane extending longitudinally of the airplane, a pair of wheels rotatably supported within the housing, an operative connection between one of the wheels and the lower end of said column by which turning movement is imparted to the said one of the wheels upon swinging of the column on its pivot in the plane extending transversely of the airplane, an operative coupling between the said one of the wheels and one of the fiightcontrolling units for the actuation of the latter upon the turning of said one of the wheels, an operative coupling between the other one of the wheels and another one of the flight controlling units for the operation of the last mentioned unit upon the turning of the said other wheel, means carried by the column for effecting the turning of the said other wheel, and an operative coupling between the said member and the third one of the flight controlling units by which the last mentioned one of the units is actuated upon turning of the member on its long axis.

2. A mechanism of the character stated in claim 1, in which the said means coupling the lower end of the column with the said one of the wheels, comprises a gear segment connected with said column and disposed within the housing, and a pinion connected concentrically with the said one of the wheels and having toothed connection with said segment.

3. A mechanism of the character stated in claim 1, in which the said means carried by'the column for imparting rotary motion to the other one of the wheels comprises a relatively long hollow ex tension housing pivotally connected at one end with the other end of the column for swinging in a vertical plane on a pivot paralleling the pivotal axis on which the column swings transversely of plane extending transversely of the airplane, the column being swingable with and on the axis of the member in a vertical plane extending longitudinally of the airplane, a pulley supported upon the upper one of the shafts for rotation independently of the segment, operative connections between said pulley and one of said units for effecting actuation of the said one of the units upon turning of the pulley, means carried by the column for imparting rotary motion to the pulley, a gear pinion supported upon the lowermost shaft and having toothed connection with said segment, a pulley supported upon the lowermost shaft and connected with the pinion to turn therewith, an operative coupling between the last mentioned pulley and another one of said units, and an op erative coupling between the said member and the remaining one of the units for actuating the latter upon the turning of the long member through the swinging of the column in the longitudinally extending plane.

5. Control mechanism for an airplane as stated in claim 4, with a pair of centering springs within the housing and supported upon opposite sides of said gear segment above the top shaft, between which said segment is positioned, the springs engaging opposite sides of the segment and normally functioning to maintain the segment and column in the said upright position.

CHARLES R. JAMISON.

REFERENCES CITED The following references are of recordin the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,308,997 Simmons July 8, 1919 1,348,548 De Dominicis et al. Aug. 3, 1920 1,508,591 Breguet Sept. 16, 1924 1,855,988 Ranasey Apr. 26, 1932 2,166,241 DOplin-ter July 18, 1939