USRE15888E

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Info

Publication number: USRE15888E
Authority: US
Publication date: 1924-08-05

Description

Aug. 5 1924.

E. e. 'M CAULEY SYIICI'IRONIZING CONTROL MECHANISM FOR REVERSIBLE PITCH PROPILLERS ori inal Filed Aug. 30. 1921 s Sheets-Sheet 1 Aug. 5, 1924. Re. 15,888

I E. e. MCCAULEY SYNCHRONIZiNG CONTROL MECHANISM FOR REVERSIBLE PITCH PROPELLBRS original Fi led Aug. 30. 1921 5 sheets-sheep 3 Aug. 5 I924. Re. 15,888

E. G. M cAuLEY I SYNOHRONIZING CONTROL MECHANISM FOR REVERSIBLE PI TCH PROPBLLERS 1921 5 Sheets-Sheet 4 Original Filed Aug. 30.

Aug. 5, 1924. Re. 15,888"

Y E. G. M CAULEY SYNCHRONIZING CONTROL MECHANISM FOR REVERSIBLE PITCH PROPELLERS Original Filed Aug. 30. 1921 5 Sheets-Sheet 5 mama Aug 5, 1924.

name. mum, or DAYTON, one.

SYIICEBOII'IZIHG com-nor. Ion I ori inal Io. 1,4,314, and has rams, am, ama u :0, an." Application as reissue m Iebruary a, use. aerm no. 691,858. I a

- To all whomit concern:

-Beit knownthat acitizen of the Umted States, resi at Dayton, in the county of'Montgomery and State of Ohio, have invented new and useful Improvements in Syn Control Mechanism for Reversible-Pitc Propellers, of which the following a specification. L1

invention relates to control mechanism for reversible pitch propellers and is adapted more particularly to.be used in connection with pro%ller blades of an airplane. The primaryo ject of the invention is to 1 nchronize the engine in.relation to t e pitch of the propeller blades to prevent the engine from s 'ng up or racin when the propeller b ades are being '0 anged through the position of meanupitch.v or -this purpose the control mechanism embodies devices for automatically moving the throttle valve of theengine to idling position while the pro ller blades are passing throu h this ositlon of mean itch. The thrott e valve is also automatica y moved to positions between the idlin and maximum open condition in sgnchromsm with the existing angularity o the propeller blades.

In order that the throttle valve may be moved to ofi' position at any time in order to reduce the engine speed, a compensating arrangement is provlded which permits manual control 0 the throttle valve independentl of other parts of the mechanism. Accor ing to my invention the control mechanism 15 mounted on a bracket located withinconvenient reach of the pilot and this bracket also serves as a mountin for a plurality of control levers, thereby a ording a compact arrangement which will occupy a smal space in the cockpit. of the airplane.

In order that my invention may be fully understood, I have illustrated in the accompan ing drawin and will proceed to descrihe a practice embodiment thereof, with the understanding, however, that the same may be variously modified without substantially of my invention.

Other objects of the invention, including novel features of construction and arran ments of parts, will become apparent as t e description proceeds.

In the drawings, similar reference charbled mech departing from the spirit and scope actors refer to similar parts in all the The figures of the drawings may be identified as follows:

. Figure 1 is a diagrammatic view of the oont rol mechanism in assembled relation; 1

F 2is a central vertical sectioh through the control bracket.

a rear elevation of the assem- I bled mechamsm. I

- Figure-3 is I Figure 4 is afront elevation of the Figure is a detail side elevation of the compensatm lever.

Figure 6 is an edge view of said lever. Figure 7 is a side elevation of the cam disc and cam guide, and

Figure 8 is an edge view of the same.

' Figure 9 is a side elevation of the throttle lever, and

Figure 10 is an edge view of the same.

Figure 11 is a side elevation of a spacing disc, and

Figure 12 is a central vertical section of the same.

Figure 13 is a plan view of the control lever stud.

Figure 14 is a sectional view on the line 1414 of Fig. 13.

Figure 15 is a detail view of the spark lever.

Figure 16 is a side elevation of the operatinglever and folding handle.

eferring to Figure 1, the numeral 1 designates the control mechanism constitutingthe subject matter of this invention. The propeller 2 has the reversing mechanism 3 associated therewith. The reversing mechanism 3 is connected to the control 1 by means of the transmitting devices 4, herein shown as sprockets and chains. The en-' gine 5 of the aircraftvis provided with a superchargerv 6 controlled b a valve 6'; The carbureter 7 is controlle by means of the throttle valve 7 and mixture adjusting valve 8. The ignition devices 9 of the en- .gine are adjustable for var ing the timing of the spark. The superc arger valve 6 throttle valve 7 mixture adjusting valve 8, and spark timing devices 9 are connected by suitable levers and links to the control mechanism 1.

The numeral 10 designates a supporting bracket having proggcting from its rear surface a plurality of sses ll which are bored and threaded as at 12 for receiving suitable fastening devices or attaching the bracket to some convenient part of an airplane such as a longeron of the fuselage. The bracket includes a three-armed spider 13 adapted to be secured thereto by means of the bolt.

' ating shaft 18 is" rotatably mounted. The

shaft, norma with a ball. bearing 16 is retained in place by a rear flange on the hub-15 and by a detachable collar 19 which has screw threaded engagement with the forward portion of said u The forward end of the operatin shaft beyond the ball bearing 16 is three ed andprovided with polygonal surfaces 20 which terminate adjacent to thethreaded end. An operating ever 21 is provided polygonal recess adapted to engage the portion 20 of the operating shaft and a nut 22, engaging the threaded end of the 1 holds the operating lever in operative position whereby the shaft may be turned in either direction in accordance with the movements of the lever.

A pinion 23 .is cut upon the. shaft or otherwise secured thereto adjacent to the ball bearing 17. A cam disc 24 has a bushing 25 pressed into a central opening in the disc and this bushing is rotatably mounted u on the shaft 18 ad acent to the pinion .23. tween the bushing 25 and ball bearing 16 a spacer 26 and washer 27 are placed for the Y vided with purpose of eliminating excessive playin the parts mounted on the shaft between the pinion 23 and the ball bea 16. The rear end of the shaft 18 is also t readed and progolfgonal surfaces 28 adjacent to the three 0' end. A sprocket wheel 29 -having corresponding polygonal recesses is mounted upon the shaft at 28 and is secured in position by means of a nut 30 which engqn the rear threaded end of the shaft. s sprocket wheel 29 is engaged by a chain which connects with the reversing mechanism for the propeller blades.

The cam disc 24 carries a. plurality of pivot ins 31 upon which are rotatably mounted idler ars 32 which mesh with the pinion 23 an with a stationar supported upon the brac et 10 by means of suitable fastening devices 34. The cam disc has riveted thereto a cam 35Awhich projects from the forward surface thereof in spaced relation to a cam guide 36 also riveted to the cam disc. The cam' ide 36 extends along o(part of the length 0 the cam and is form at one end ,with an upwardl in clined surface 37 and inwardly mcline surface 33 and-at the, other endwith a cam surinternal gear 33 face 38' for the purpose which will hereinafter appear.

Nearthe upper end of the supporting bracket 10 a hollow boss 40 is provided in which mounted a control lever stud 41. This stud is formed at one end with a head 42, at the other end with screw threads 43 and intermediately it has a cylindrical body 44 having a keyway 45 cut therein. A double flanged collar 46 has one flange thereof inserted between the stud 41 and the boss 40.

and a second flanged collar 47 is mounted near the threadedend of said stud. The

collar 46 is retained from rotation by means of a pin 46' which passes through the boss 40 and the outer flange of said collar. The collar 46 is also provided with a key which engages keyway 45 and thus retains stud -mounted inspaced relation upon the stud 41. These levers are maintained in spaced relation by spacing or friction discs 54 interposed between adjacent levers and these ldiscs are keyed to the stud by means of th a A compensating lever 56 is also mounted on the stud 41 immediately adjacent to. the throttle lever 53 and a washer 57 is interposed between the compensating lever and the bracket 10. The head 42 of the stud is adapted to abut against the outermost lever and exert a pressure on the levers in accordance with the tension of the spring 48 which, of course, is adjustable by means of the nut 49. By reason'of this construction the levers will retain the positionto they. are adjusted and are not likely to be moved by vibration incident to the operation which of the engine or propeller of the aircraft. v

The friction discs 54'are formed'with apertures which contain stop pins 54. The coning 62 having a roller or pin 63 rotatably mounted thereinfor the purpose of engagmg the cam 35 of the cam disc. The roller 63 is normally pressed toward the cam disc by means of a leaf sprin '64 which is secured near one end to t e compensating lever by means of rivets 65. The free end of the spring 64 bears against the end of the roller or pin as shown at 66.

The throttle lever is shown in detail in Figures 9 and 10 and is provided with open- 69 and a coilrsprin ing'67 for en ging the control lever stud 41. Below this opening the throttle lever is extended and bent outwardl at 68, for the purpose of esta lishin the correct relation between the throttle ever, the compensatin lever and the cam disc. The extension '0 the throttle lever is also provided with an upwardly extending lug 70 is attached at one end to-the lug 69 an at'the other end to the lug 58 of the compensating lever in order to permit indepiendent actuation of said throttle lever. he lower terminal of the throttle lever 53 is provided with two apertures 71 and 72 which are adapted to be connected to the throttle valve of the engine and to a corresponding control lever (not shown) in the observers cockpit of the airplane, as is more fully shown and described in my Patent No. 1,427,830. The lug 60 of the compensating lever is adapted to engage the throttle ever in order to move the same in one direction toward the .ofi position in accordance with the location of the cam roller 63 on the cam 35. The coil spring 70 will move the throttle lever in the opposite direction in accordance with the osition of the compensating lever as determined by the cam gulde 36.

The operatin I lever 21 is provided with a handle 73 w 'eh is pivotally connected thereto by means of a pin 74. The handle carries a spring-pressed locking key 75 which is adapted to be operated to released position b means ofa push button 76 and a rod 77. file locking key 7 5,-when in locked osition, engages transverse recesses 7 5 ormed in the lever 21 and thereby locks the handle ino erative position with respect to the lever. en it is desiredv to fold the handle,- it is only necessary to press the button 76 until the locking key is moved out of the registering re'cesses in the handle and lever whereupon the handle maybe turned a about the pivot 7 4 until it is in parallel relation to the lever 21. By making the handle foldable, as above described, more room is afi'orded in the cockpit when it is desired to operate for some time with a fixed angularity ofthe propeller blades. 7

If it is desired to change the angularity of the propeller blades from a normal flying itch to a reverse .pitch, the handle 73 is olded outwardly to operative position and the operating lever is turned in the desired direction. This results in the rotation of the shaft 18, pinion 23, the cam disc 35, and sprocket 29, which actuates the propeller reas shown toward open position.

contour and, as the cam disc rotates, the cam roller will position the compensating lever 56 in accordance with the contour of the cam. The lug 60 of thecompensating lever contactsvwith the throttle lever and moves the same toward closed position as the propeller a proaches the mean pitch adjustment. ontinued movement of the handle will move the shaft in the same direction and further change the angularity of the blades from mean pitch to reverse pitch and simultaneously the cam uide acts on the compensating lever which, acting through the spring 70, will tend to move the throttle In this way the throttle valve may be automatically controlled in accordance with the angular position of the propeller blades. For safety purposes, the cam 35 is so shaped as to move the throttle valve to idling position for a considerable period before the propeller blades actually pass throu h the mean position or between the points i and B indicated in Figure 7. The spring also permits the throttle valve to be manually moved at anv time to theoff position when the cam roller is located in the oove between the cam and cam guide. v5 passed through the groove and the propeller blades are in full reverse pitch and after the airplane has stopped,v the throttle lever is manually swung to off position and the roller is moved from the cam by means of the spring 70, as shown in Figure 7. It is only necessary to reverse the direction of rotation of thehandle 73 to bring the. blades from full reverse pitch, throu h mean pitch, to normal flyin pitch. Rotatlon off the cam disc correspon' ing to this reverse rotation of the handle will cause one or the other of while the latter is in o rect the same to the inclined surface 37. whereupon continued rotation of the disc will cause the roller to engage this surface 37 and yield a ainst the tension of the spring 64 and ri e on cam guide until it registers with the groove between the cam and cam guide, which will occur approximately at the off position of the cam when the spring will snap the roller into the groove. The cam surface 38' will direct the roller into the groove between the cam and cam guide in case thevroller should become displaced from the cam durin the rotation of the shaft 18 in a direction or changing the of the propeller bladesflfrom normal to fu-ll'reverse. I Y

W en the propeller blades are in normal flying position, the roller is located midway of the circular surface 80 and rotationof the shaft 18 in one direction or the other moves the surface 80 to one side or the other of this middle point. This surface'80 is of sufficient extent to allow the angularit of the blades to be increased or decreased a which the aft 18 is rotated. When flying at-high altitudes without usin the supercharger, the angularity of the b ades should be decreased while for still hi her altitudes the supercharger should be uti zed and the angularity of. the-blades increased. As the surface v isconcentric with the center .of

the cam disc, changes in angularity of, the;

brac et 10 for the mountin of a plurality of control levers whereby t e same may be readily (grasped and manipulated by the pilot an at the same \time a compact construction is'proviaed.

It is obvious that modifications in the structure herein'shown and described without departing from the spirit and scope of my in the appended claims.

I claim 4 .1. In an aircraft having an internal combustion engine and a reversible propeller, the combination with means for operating the throttle valve of the engine and a device for changing the angularity of the blades of the propeller, of a mechanism for controlling the movements of said throttle valve in accordance with the angular position of'the propeller blades when changing from'a forward to a reverse pitch, a compensating device for permitting the actuation of said means to an ofi position regardless of the position of said mechanism, said compensating device having further com ensating means permittin said throttle vave to remain in an ofi ition when the angular position of the bla es is being changed rom a full reverse to a forward or a normal flyinvention as defined 'ing position.

2. In a control mechanism for an engine, an en 'ne throttle valve and a reversible rope er, the combination with a throttle ever and a device for changing the angularity of the blades of the progeller, of means for automatically closing sai throttle valve when the; angular position of the blades is assing through a neutral point, and means or automatically opening said throttle valve when the blades are being moved from neutral to full reverse, 581d last mentioned means he bein mov from neutral to full ahead.

3. n ,a control mechanism for an engine, an e e throttle valve and a reversible pro er, the combination with a throttle u't five' degrees degnding upon the direction in invention' also utilizes the control those skilled in the art to which this invention appertains may make 'inefiective when the blades arelever and a device for changing the angu- ,larity ofthe :blades of' the propeller,- of;

means for automatically cl v'alvef'when the angular position of the blades is passing; through a neutral point, and means for. automatically openingsaid throtsaid throttle tle valve when the blades, are being movedfrom neutral to full reverse, said last-mentioned means being ineffective when the blades are being moved from neutral to full ahead, and a compensating devicepermitting actuation of said throttle valve at any time independently of the position of either of said means. 4. In a control mechanism for an engine, an en 'ne throttle valve and a reversible ropel er, the combination with a throttle ever and a device for changin the angularity of the blades of the prope er, of a cam actuated b said device for automatically clo'sing sai throttle valve whenthe angular position of the blades passes through a neutral point, and a cam guide cooperating with said cam for automaticall opening said throttle valve when the b ades are being moved from neutral to full reverse, said cam guide being ineffective when the blades are being tions. 1

5. In an aircraft having an engine and a reversible propeller, the combination with means for operating the throttle valve of moved from neutral to full aheadposithe engine and a device for changing the angularity of the blades of the propeller, of

mechanism for opening and closing the throttle valve in accordance with the angu lar position of the propeller blades, said mechanism including a evice' to allow the throttle valve to remain open a definite amount for a predetermined portion of the change in angulairty of the blades when the blades are approximately in a normal flying position.

' 6. A control mechanism for aircraft having a reversible gzopeller and an engine rovided with a t ottle valve, comprising in combination, a rotatable shaft, a cam disc rotatably mounted on said shaft, gearing for operating said cam disc from the shaft,

a throttle lever, devices adapted to be actuated b the cam of said cam disc for au} tomatica ly positioning the throttle valve,

and means connected to said shaft for changing the angularity of the propeller blades simultaneously with the automatic movements of the throttle valve.

'7. A control mechanism for aircraft hav- I ing a reversible propeller and an engine pro;- vided with a' throttle valve, comprisin' in combination, "a bracket, a rotatable s aft mounted therein, a cam disc rotatably mounted on said shaft, glearing for operating said cam disc from t e shaft, a throttle lever mounted on said bracket, com nsating devices adapted to be actuated h y the cam of said disc for automatically positioning the throttle valve, and means for changing the angularityiof the propeller blades.

8. A control mechanism for aircraft having a reversible propeller, andan engine provided with a throttle valve, comprising in combination, a bracket, a rotatable shaft mounted therein, a cam disc rotatably mounted on said shaft, gearing for operat-' and a reversible propeller, comprising in combination, a rotatable shaft, a cam disc rotatably mounted on said shaft, gearing op-' eratively connecting said cam disc with the shaft, a throttle lever, devices adapted to be actuated by the cam of said cam disc for automatically positioning the throttle valve,

means connected to said shaft for changing the angularity of the propeller blades simultaneously with the automatic movements of 0 the throttle valve, and an operating "lever proviged with a foldable handle for rotating 7 said aft. I

10. A control mechanism for aircraft hav- 'ng a reversible propeller, comprising in 'yc'ombination, a rotatable shaft, a cam rotatably mounted on said shaft, means for rotating said cam the shaft, a throttle lever, a compensating lever, resilient means connecting said levers, means on the compen sating lever adapted to engage and move said throttle lever, means carried by said compensatin lever for engaging said cam and means or changing the angularity of the propeller blades.

11. A control mechanism for aircraft having a reversible propeller, comprising in combination, a rotatable shaft, ,a disc rotatably mounted on said shaft. a cam carried by said disc, means for rotating said disc from the shaft, athrottle lever, a compensating lever, a spring connecting said levers, a lug on the compensating lever adapted to engage and move said throttle lever, a roller carried by said compensating lever for engaging said cam, and means for changing the angularity of the propeller blades including a sprocket wheel secured to said shaft.

12. N contrlol mechanism for aircraft, comprising in combination, a rotatable shaft, a disc rotatably mounted on said shaft, a cam and a cam guide carried by said disc in spaced relation, means for rotating said shaft, a throttle lever, a compensating lever, a lug on the compensating lever adapted to lation,

the pitch of the propeller,

engageand move said throttle'lever, a spring connecting said levers and permittin indeendent manual actuation of said tirottle ever, and a spring-pressed roller carried by said compensating lever and adapted to engage said cam, said cam guide-having cam surfaces formed thereon for directing the roller a ainst said cam when manually displaced t lerefrom.

13. In an aircraft having an internal combustion engine and a reversible pro eller, a control bracket havin a rotatab e shaft and a stud mounted t erein in spaced rea throttle lever mounted on said stud, means connected with said shaft for reversing the angularity of the propeller blades, and o-actmg devices between said shaft and t rottle lever for automaticall actuating the latter in accordance wlth the angular position of'the propeller blades;

14. A control bracket for aircraft having a stud mounted therein, a plurality of control levers pivotally mounted on said stud, friction discs inter osed between said levers for yieldingly hol ing the latter in adjusted position, and devices carried by said discs for limiting the travel of said levers.

15. In an aircraft having an engineand a reversible propeller, the combination with means for operatin the throttle valve of the engine and the evice for changin the angularity of the blades of the propel er, of mechanism for opening and closing the throttle valve in accordance with the angular position of the pro eller blades, said mechanism including a evice to maintain the throttle valve in its idling adjustment for a substantial pie-determined portion of the changein angularity of the blades when the blades are in and near a neutral posit1on.

16. In an aircraft having a motor and a reversible pitch propeller, means for varying the pitch of the propeller, means for changing the speed of the motor and means for automatically keeping the motor at idling speed for an interval greater than that taken by turning the propeller blades through neutral position and for automatically 1ncreasin the speed of'the motor when the blades ave been adjusted to near a full reverse position from normal, said last mentioned means being 0 erated by the move- -ment of the first mentioned means to actuate the speed changing means of the motor.

17. In an aircraft having a motor and a reversible pitch propeller, means for varying means for changing the speed of the motor and means for automatically keeping the motor at idling speed for an interval greater than that taken by turning the propeller blades through neutral position and for automatically mereasin the speed of the motor when the blades have been adjusted to near a full reverse position from normal, said last mentioned means being also operable to reduce the of the motor as the first mention means is moved from the full re- 5 verse toward the neutral position.

18. In an aircraft having a motor and a reversible pitch propeller, means for varying the pitch of the fropeller, means for changing the speed 0 the motor and means for 1o automatically keeping the motor at idling speed for an interval greater than that taken by turning Y the propeller blades through mass neutral position and for automatically insition-of the first mentioned means.

speed of the motor when the creaz-unq1 0 blades ave'been adjusted to near a full 1 reverse position from normal, said last mentioned meansbeing operated by the move- 7 ment of the first mentioned means to actuate the speed changing means of the motor, and further means for permittin the manual movement of the motor contro means to decrease the motor speed regardless of the po- ERNEST GgMcCAUl lEY