DE265505C

DE265505C -

Info

Publication number: DE265505C
Application number: DENDAT265505D
Authority: DE

Description

KAISERLICHESIMPERIAL

PATENTAMT.PATENT OFFICE.

PATENTSCHRIFTPATENT LETTERING

M 265505 KLASSE 77h. GRUPPE M 265505 CLASS 77h. GROUP

Patentiert im Deutschen Reiche vom 2. April 1911 ab.Patented in the German Empire on April 2, 1911.

Die Erfindung hat den Zweck, den relativen Fahrtwind der Flugzeuge auf eine Fühlfläche einwirken zu lassen, um durch die Bewegung derselben die Seitenklappen in eine das Flugzeug seitlich stabilisierende Lage zu bringen. Dieser Zweck wird bei einem bekannten Flugzeug mit einer um eine senkrechte Achse drehbaren Fühlfläche angestrebt, die aber nur unvollkommen wirkt. Bei dem Erfindungsgegenstand wird dem Flugzeug eigentlich kein neues Organ zugefügt, denn als Fühlfläclie wird die heute an den meisten Apparaten sich schon befindende horizontale Schwanzflosse benutzt, die um eine horizontale Längsachse drehbar ist.The invention has the purpose of the relative airflow of the aircraft on a sensing surface to act in order to move the side flaps into the aircraft by moving the same to bring laterally stabilizing position. This purpose is used in a known aircraft strived for with a sensing surface that can be rotated around a vertical axis, but that only seems imperfect. In the case of the subject of the invention, the aircraft actually does not new organ added, because it is used as a feeling surface on most apparatus today already located horizontal caudal fin used around a horizontal longitudinal axis is rotatable.

Auf der Zeichnung ist ein Ausführungsbeispiel der Steuerung dargestellt, und zwar zeigen: In the drawing, an embodiment of the control is shown, namely show:

Fig. ι und 2 das Verhalten des Flugzeuges bei Wirbelwind undFig. Ι and 2 the behavior of the aircraft in a whirlwind and

Fig. 3 den Grundriß des Flugzeuges.
An den Tragflächen 1 sind Klappen 2 drehbar um ihre Achsen x-x angebracht. Die Fühlfläche 3 ist eine starre Scheibe und kann in mehreren Formen ausgeführt werden. Hier hat sie die Gestalt eines Kreisausschnittes, dessen Mittellinie mit der Längsachse y-y des Flugzeuges zusammenfällt. Um diese Längsachse ist die Fühlfläche drehbar und mechanisch so mit den Klappen verbunden, daß durch eine Bewegung der Fühlfläche um ihre Achse das Hochdrehen der einen Klappe und das Niederdrehen der andern bedingt wird. Auf der Zeichnung wird diese Bedingung durch drei Kegelräder 4 erfüllt, welche nebst der Fühlfläche und den Klappen mit den Wellen 5 unverrückbar verbunden sind. Die Wellen werden durch Lager 6 gehalten.3 shows the plan of the aircraft.
On the wings 1 flaps 2 are rotatably mounted about their axes xx . The sensing surface 3 is a rigid disc and can be designed in several forms. Here it has the shape of a section of a circle, the center line of which coincides with the longitudinal axis yy of the aircraft. The sensing surface is rotatable about this longitudinal axis and mechanically connected to the flaps in such a way that a movement of the sensing surface about its axis causes one flap to be turned up and the other to be turned down. In the drawing, this condition is met by three bevel gears 4, which, in addition to the sensing surface and the flaps, are immovably connected to the shafts 5. The shafts are held by bearings 6.

Fährt nun ein Flugzeug mit dieser Steuerung versehen geradlinig bei ruhiger Luft, so übt der Widerstand der Luft eine Kraft auf die Klappen aus, welche sich sofort drehen werden, bis auf jeder Klappe gleicher Druck herrscht. Da bei geradliniger Fahrt die Geschwindigkeit der beiden Klappen gleich ist, so werden dieselben zur Ruhe kommen, sobald sie gleiche Winkel zur Längsachse einschließen. If an aircraft with this control now travels in a straight line in calm air, so the resistance of the air exerts a force on the flaps, which immediately rotate until there is the same pressure on each flap. There the speed when driving in a straight line of the two valves is the same, they will come to rest as soon as they enclose the same angle to the longitudinal axis.

In dieser Stellung erhalten sie die Fühlfläche wagerecht; dieselbe sucht sich auch nicht zu drehen, denn die Resultierende des auf sie wirkenden Luftdruckes greift in ihrer Achse an.In this position you get the feeler surface horizontally; the same is also looking for not to turn, because the resultant of the air pressure acting on it engages in hers Axis on.

Der Angriffspunkt des an den Tragdecken stattfindenden Luftdruckes liegt auf deren Symmetrieachse. Legt man eine Vertikalebene durch letztere, und liegt in dieser die Längsachse der Fühlfläche sowie der Schwerpunkt des ganzen Flugzeuges, so findet seitliches Gleichgewicht statt. .The point of application of the air pressure taking place on the supporting decks lies on their axis of symmetry. If you put a vertical plane through the latter, and in this lies the longitudinal axis of the sensing surface and the center of gravity of the entire aircraft, there is lateral equilibrium. .

Tritt aber ein seitlicher Windstoß ein, z. B. von rechts, so wird das Gleichgewicht gestört. Unter dem Einflüsse dieses Windes ändern die Angriffspunkte der Luftkräfte ihre Lage und können bei gewisser Stärke desselben in den Punkten A und α angreifen, während der Schwerpunkt an seinem Platze bleibt.But if a lateral gust of wind occurs, z. B. from the right, the balance is disturbed. Under the influence of this wind, the points of application of the air forces change their position and, with a certain strength, can attack points A and α , while the center of gravity remains in its place.

Die Schwerkraft, welche also immer noch in der Längsachse angreift, sucht jetzt das Flugzeug um die neue Achse, die man sich durch die Punkte A α gelegt denken kann, in der Pfeilrichtung zu drehen. Des Beharrungs-The force of gravity, which is still acting in the longitudinal axis, now tries to turn the aircraft around the new axis, which can be thought of as being placed through the points A α , in the direction of the arrow. Of the persistence

Claims

Fortunately, this cannot take place instantaneously, so that the sensing surface, which sets itself in motion faster because of its relatively small mass, has plenty of time to turn under the action of the force at point α around its longitudinal axis in the direction of the arrow indicated on sheet ι . This force, which is equal in size to the load-bearing capacity of the sensing surface, is generated by it

ίο The rotation is transferred to the flaps where they are now intervenes useful. When the annoying cross wind is over, the flaps and the sensing surface take over their symmetrical position immediately resumes. A crosswind from the left would also met in the right way, since the points of application of the air forces always to the side step out of the longitudinal axis from which the wind is coming.

Also against local gusts of wind, which on the supporting deck alone or only on the sensing surface occur, the control has an advantageous effect. In Fig. Ι and 2 such gusts of wind summarized by showing the passage of a whirlwind. Fig. 1 shows the wings first entering the whirlwind; the overpressure on one wing is countered by evading his flap, since the whole control is elastic System educates. If the overpressure disappears, the valves also decrease immediately again their symmetrical position, and as Fig. 2 shows, the sensing surface alone is the Exposed to cross winds.

The sensing surface itself moves around the longitudinal axis and adjusts the flaps so that the wing 1 is braked, which deflects the aircraft from its path prevent.

You create overpressure on a wing, but that's why it works Do not tilt the aircraft to one side, as its inertia provides for a short time Resistance, and there such local gusts of wind on the sensing surface only during one Can be felt for a fraction of a second, the flaps also take their previous ones just as quickly Location again.

In general, the aircraft is either rapidly moving away from the interfering zone or it has a greater extent, and in this case it becomes supporting covers and sensing surfaces hit from the same side.

But it is always necessary that the form of the aircraft is already built in such a way that it tries to pause its horizontal position as much as possible, because lateral inclinations, which are not caused by the airstream cannot and should not be caused by the control system be compensable.

Ρλ τ ε ν τ - A ν s ρ r υ c η:

Automatic device for the transverse stabilization of aircraft, characterized in that that the tail surface of the aircraft is arranged and rotatable about its axis of symmetry parallel to the direction of travel is connected to the flaps of the aircraft in such a way that on the side of the aircraft, on which the tail surface is hit by a gust of wind, the inclination of the corresponding side flap in the sense of Change in inclination of the tail surface is changed, while the inclination of the opposite side flap in opposite Meaning is changed.

For this purpose ι sheet of drawings.