US1096252A - Aeroplane or other unstable machine. - Google Patents

Description

Patented May 12, 1914.

5 SHEETS-SHEET 1.

J. S. LANG. AEROPLANE OR OTHER UNSTABLE MACHINE. APPLICATION FILED AUG. 17 1 ,096,252.

1911. RENEWED OCT. 23, 1913.

Patented May 12, 1914.

5 SHEETS-SHEET 2.

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J. S. LANG.

AEROPLANE OR OTHER UNSTABLE MACHINE. APPLICATION FILED AUG. 17, 1911. RENEWED 001 .23, 1913.

Patented May 12, 1914.

5 SHEETS-SHEET 3.

an-N55555:

\X/ITHES 5 E 5= J. S. LANG.

AEROPLANE OR OTHER UNSTABLE MACHINE.

APPLICATION FILED AUG. 17, 1911. RENEWED OCT. 23, 1913.

1,09 ,252. Patented May 12, 1914.

5 SHEETS-SHEET 4.

I D 9 Fig. 5 F I R 4 W 5 SHEETS-SHEET 5.

Patented May 12, 1914.

J. S. LANG.

AEROPLANB OR OTHER UNSTABLE MACHINE. APPLICATION EILED AUG. 17, 1911. RENEWED OCT. 23, 1913. 1,096,252.

JAMES S. LANG, OF BOSTON, MASSACHUSETTS.

AEROPLANE OR OTHER UNSTABLE MACHINE.

Specification of Letters Patent.

Patented May 12, 1914.

Application filed August 17, 1911, Serial No. 644,606. Renewed October 23, 1913. Serial No. 796,954.

My present invention essentially relates 4 to a construction for effecting the automatic control of aeroplanes or other aerial machines employing planes or wings and by means of which construction said machines may be maintained in or restored to a condition or state of normal or proper equilibrium.

My present invention is essentially also an improven'icnt over the construction described and claimed in my .copending application for Letters Patent of the United States. Serial'No. 528,318, filed November 16, 1909. In said application the construction there described comprises in part a motor or gyroscopic engine for driving the machine and which is adapted to maintain a normally operative position with relation to the body of the machine whatever the relatively inclined position of such body may be, and accordingly operates to effect an automatic control of the planes of the machine foi.' varying the same or changing the inclination thereof as occasion may require. The construction also shows means or mechanism by which power generated by the engine may be directed to control the position of the motor or engine, acting, in other words, to restore the same to its proper and normal position in the event of its displacement.

The construction shown 1n the present application, while embodying essentially the same ideas as those shown and described in my former application, yet embodies improved means or mechanism, by' which the power developed by the motor or engine for propelling the machine may operate to restore the motor-.01 engine to its normal position in the event of its displacen'lent from such position. My present invention relates also to a in'iproved means or device for effecting the hand control of the machine in connection with the automatic control and which means 13 an improvement over the means of hand control referred to in my previous application.

My invention can best be seen and understood by reference to the drawings in which 1 have shown my invention applied to an aeroplane of the triplane type or one cinploying three major planes and for effecting also an automatic control of the fore and aft planes of the machine. This is for purposes of illustration only inasmuch as the means or mechanism employed might be applied to other types of machine and for controlling other planes as will hereinafter he explained.

In the drawings :-Figure 1 shows the machine in side elevation. Fig. 2 is a plan of the same. Fig. 3 is a view partly in side elevation and partly in vertical section of the engine and cooperating parts to which special reference will hereinafter be made. Fig. 4: is a plan taken on the line 4-4 of Fig. 3. Fig. 5 is an end elevation of the engum and cooperating parts shown in Fig. :3. Fig. (3 is a plan of a detail of construction to which reference will hereinafter be made. Fig. 7 is.a. view in side elevation of the engine and cooperating parts including the hand-controlling device, a portion of which shown in vertical section. Fig. 8 is an enlarged detail of a portion of the liaml-controlling device to which special reference will hereinafter be made.

Referring to the drawings:'lhe frame of the machine comprises upper and lower sets of longitudinally-extending bars 1, 1

and 2. 52, respectively. These bars converge at their respective ends which define the forward and rear ends of the machine where they are connected and bound by means of erossbars 3. The rods 1, 1 and 2, 2 are held properly separated from one another and braced by means of vertically-extending posts or rods 4 quadrilaterally arranged.

'5, 6 and 7 represent, respectively, the three major lateral planes of the machine which are connected to the frame in any suitable manner. u

S and 9 represent, respectively, the fore and aft movable planes of the machine. These planes in the construction shown are pivotally arranged upon the respective crossbars 3 at the forward and rear ends of the machine. The planes may be turnedv ently of the engine.

thereon so that their inclination may become changed. For controlling these planes there extend from their hubs or pivotal centers arms 10. These arms are connected by a rod 11 extending longitudinally of the machine. The arms it will be observed are reversely arranged with the effect that as the rod 11 is moved longitudinally in either direction the angular inclination of the respective planes will thereby be moved to become reversely changed.

12 represents the motor which furnishes the motive power for driving a propeller 13. I prefer to employ, as shown another motor 12 and another propeller 13 for reasons I will hereinafter explain. Reference will first be made, however, to the motor 12 which in addition to driving the propeller 13 acts, also, to automatically control the fore and aft planes 8 and 9 of the machine. This motor preferably takes the form of a gyroscopic engine pivotally supported and arranged in the following manner:-Aflixed to a suitable mounting l4 fastened to the frame of the machine is what may be termed a yoke 15 provided with trunnions 16. The arrangement of the yoke is suchthat its trunnions will extend in horizontal alinoment with one another transverse or at right angles to the longitudinal axis of the machine. The engine 12 is arranged to turn in a frame 17 pref erably rectangular in form. This frame is pivotally suspended from the trunnions 16 of the yoke by means of hangers 18 pivotally arranged to turn upon the respective trunnions. 1V ith this arrangement, the engine pivotally suspended, will assume a normally gravitated position or one in which the sin gine will normally turn in a horizontal plane. Owing to the pivotal arrangement, however, the yoke and frame or body of the machine to which the yoke is secured may turn upon a transverse axis independ- In other words, with the engine in its normal position the frame and body of the machine carrying the respective fore and aft planes may turn upon a transverse axis relatively to the engine by the trunnions 16 turning in the hangers 18 which support the engine frame or the engine may turn independently of the yoke and frame or body of the machine by the hangers supporting the engine frame turning upon the respective trunnions. It is the tendency of the engine, however, by reason of being a gyroscopic engine, to maintain its normal position when the engine will operate or turn in a horizontal plane.

The engine connects with the propeller 13 for driving the same through a series of gears a portion of which are clutch-forming gears. It will be observed by reference to Fig. 3 that the engine shaft 19 turns within bearings 20 effected by a thickening in the respective upper and lower bars of the engine frame. The shaft extends upwardly througlrand beyond the bearing 20 on the upper frame bar and bears upon its end a gear 21. This gear meshes with gears 22 and 23, respectively, arranged upon opposite sides of the gear 21 to engage the same and be engaged by it and operate in the manner of a couple. The gears 22 and 23 are each arranged upon the end of a hollow shaft 2 f. These shafts 24 extend respectively through the respectivetrunnions 16 of the yoke 15 and turn therein.

Parallelly arranged alongside the inner sides of the gears 22 and 23 are gears 25 and 26, respectively. These gears have the same axes of turning as the gears 22 and 23, being affixed to the ends of shafts 27 which extend loosely'through the shafts 24 of the respective gears 22 and 23 and turn therein, the shafts 24 enveloping the shafts 27 in the manner of sleeves.

The gears 22 and 23 are adapted to be movable by the sliding of their shafts in the respective trunnions toward the respective gears 25 and 26 to have frictional engagement therewith in the manner of a clutch for turning the gears 25 and 26 as the gears 22 and 23 are turned. The clutch engageme'nt between the gears 22 and 25 and 23 and 26 is obtained by providing the inside faces of each of the gears 22, 23 with an annular beveled edge 28 which engages a corresponding beveled annular edge 29 formed on the outer faces of each of the respective gears 25, 2c.

Meshing with the gears 25, 26 is a gear 30 arranged upon a spindle or shaft 31 extending upwardly through the center of the yoke 15 and journaled to turn in a bearing 32 projecting upwardly from the yoke. The end of this shaft 31 projects beyond the end of the bearing 32 and has arranged thereon a gear 33 meshing with a gear 34 arranged upon the propeller shaft 35, which is journaled to turn in the frame or body of the machine in any suitable manner. The gears 22 and 23 are held normally in operative clutch engagement with the respective gears 25 and 26 by the application of pressure to the ends of the shafts 24 of these respective gears in the following manner: Arranged to slide upon the end of each of the shafts 24 beyond the outer ends of the trunnions 16 are disks 36, the outer peripheral edges 37 of which are'.made cone-shaped or beveled. The shafts 27 bearing the gears 25 and 26, respectively, and which extend through the shafts 24, project for some distance beyond the ends of these shafts24 and beyond the disks 36 arranged thereon. Secured to the ends of each of the shafts 27, thus pr ecting, is a spider 38 having a hub 39 and bearing a loosely mounted ring 40. The inner edge portion 41 of each of these rings is beveled by which the rings when moved inwardiy may be made to coiiperate and form a clutch engagement with the edge portions 37 of the respective disks. Fixed to the respective spiders and projecting beyond the peripheral edges of the respective rings at the rear thereof are sets of lugs 42 to which are pivoted levers 43. These levers are radially arranged with respect to the projecting ends of the shafts 27 by extending inwardly from the points of their pivotal attachment toward the shafts 27 to points back of the hubs 39 of the respective spiders. The adaptation and arrangement of thelevers is such that when pressure is applied to the converging ends of the levers for moving the same inwardly in the longitudinal direction of the shafts 27 the levers will be operated to bear against the rear edges of the rings 40 at points 44 and by the force thus applied press the rings 40 into clutch engagement with the disks 36, the pressure thus applied acting to move the disks 36 and shafts 24 to which the respective gears 22 and 23 are secured inwardly, and these respective gears into clutch engagement with the respective gears 25 and 26 in the manner as above described.

Pressure is applied to the ends of the levers 43 through caps 46 arranged loosely upon the ends of the shafts 27 which project beyond the converging ends of the levers. These caps 46 are made to slip over the ends of the respective shafts 27 and slide thereon, the inner edges of the caps bearing against the converging ends of the respective sets of levers and operatin the same as pressure is applied to the heads or outer ends of the respective caps. Pressure is applied to the caps by means of bell crank levers 47 and 48, respectively, pivoted to the head of the frame 17 bearing the engine, the respective levers being pivotally secured to turn upon the top side of said frame at opposite ends thereof. The levers it will be observed are oppositely arranged. Each lever has a work arm 50 and a power arm 51.

The arms 50 of the respective levers bear against the respective sliding caps 46 by adjusting screws 52 threaded to extend through the ends of the arms and bear a ainst the heads of the caps. The arms 51 of the respective levers project inwardly and are each provided with oppositely outwardly-turned ends 53 that extend outwardly at right angles to the plane of the frame carrying the engine and pivotally connect with separate bars 54 and 55- at about the longitudinal centers of these bars. The bars 54 and 55 are suspended or hung upon the turned ends of the respective lever arms. The bars are arranged to extend longitudinally on either side of the frame carrying the engine preferably just below the top bar or rail thereofand project at either end some little distance beyond the frame of the engine. The separate ends of the two bars thus projecting are connected by yokes each consisting of a strip 56 which extends laterally over the two bars and is provided at either end thereof with teeth or prongs 57 which project downwardly through the bars, these prongs being preferably curved as may be seen by reference to Fig. i 5. Suspended from these respective yokes from a point about midway the projecting ends of the bars, are pendulums 58. I prefer that the opposite projecting ends of the bars 54 and 55 shall each be provided with two yokes parallelly arranged and two separate pendulums 58 dependent, respectively, therefrom, one of which pendulums is longer than the other. With the parts thus arranged and in a normal position the opposite ends of the weighted yokes which bear against the ends of the respective bars, willbear with equal pressure or weight upon the ends of the bars, the pendulums being arranged to depend from the centers of the respective yokes. Oscillation of the pendulums might tend to disturb this equal pressure or hearing of the yokes and for this. reason I prefer to employ at the ends of the respective bars separate yokes and pendulums of different lengths suspended from the respective yokes in order that the different rates of oscillation of these pendulums may tend to obviate the disturbing influence above noted and the opposite ends of the yokes be maintained to bear against the ends of the rods with equal pressures when the parts of the machine are in a state of normal equilibrium. To prevent, also, the longer rods from a too extended oscillation and for preventing any tendency to a rapid oscillation there is shown secured to the ends of the frame bearing the engine, plates 59 having curvilinear slots therein through which the longer pendulums extend, the course of the pendulums in these slots during the oscillation thereof not only tending to limit the distance of oscillation but tending alsoto prevent any rapid oscillation of the pendulums.

The frame 17 carryin the engine is indirectly secured to the rod 11 by a link or bar 60 which connects with a hand-controlling device 61 which connects with said rod. Of these parts the link or bar 60 is pivotally secured to the under side of the frame 17 by a socket 62 on the end of the bar which engages a ball 63 on the under side of said frame. The hand-controlling device 61 consists of a hollow post 64. At a point near its lower end the post is loosely embraced by a tubular piece or member 65 having trunnions 66 extending laterally therefrom and journaled to turn in bars 67 which form a part of or connect with the frame of the machine. The arrangement of these parts rection of the machine on the trunnions 66.-

Arranged above the tubular member and fixed to the postis a wheel or pulley 68. Fixed also to the post ust below the tubular member is a collar 69, the wheel and collar permitting of the post being turned rotatably in the tubular piece or member 65 and preventing longitudinal movement of the post with respect to the same. Pivotally secured to each of the trunnions (i6 and hung dependent therefrom are segments 70. These segments are parallelly arranged on opposite sides of the post (51 and are fastened together at their forward ends by a pin 71. The link or bar (30 is pivotally secured to this pin by a hub 72 on the end of the bar, thus connecting the frame 17 of the engine with the segments of the handwontrolling device. Arranged upon the lower end of the post 64- is a post extension com: prising in part a hollow sleeve 73 which embraces the lower portion or end of the post below the collar (39 and is slidable longitudinally thereon. Below the sleeve portion 73 the post extension has a central or body portion 7-1 from which there extend downwardly separate flanges 75. The rod 11 ex tends between these flanges, the rod at this point being provided with athickening or eye 76 which is pivotally secured to the respective flanges by a pin 77 connecting with said eye and journaled in the respective flanges on an axis transverse to the longitudinal line of the rod 11. By this construc tion and arrangement of the parts the post extension may turn pivotally in the longitudinal direction of the machine by the pivotal turning of the post. As the post extension is thus pivotally turned it will carry the rod 11 with it. the loose pivotal connection be tween the rod and the flanges of the post extension permitting only of this longitudinal movement and making proper compensation therefor. The post extcnsimi is normally secured to the segments by cars 78 on the outside of its flanges which are adapted to engage the respective segments in the manner of a clutch. In this connection it is to be observed that the curve of the segments is the same as the curve transcribed by the post. extension when pivotally moved, both having the same pivotal centers or the trunnions (36. Accordingly the ears upon the post extension will run around the respective segments and be positioncd to have an interlocking or clutch en gagcment therewith in whatever position the post extension is pivotally moved. The post extension or cars thereof arc yieldingly held in a normal clutch engagcn'icnt with illt l('. ])c 'll\'t? segments by a rod 79 which extends through the post (i4 and body T1 of the post extension and is provided with a head 80 which bears against the under side of the body 7st of the post extension. The rod 79 extends through and beyond the up per end of the post 64 and bears upon its upper end the part 81 of a split wheel which is secured to the end of the rod in any suitable manner. The other portion or part 82 of the split wheel is secured to the upper end of the post (34. Arranged upon the rod 79 between the top end of the post 64 and wheel portion 8-1 on the end of the rod is a coiled spring 83. This spring is normally compressed to bear against the wheel portion 81 on the end of the rod, thereby acting to exert draft upon the rod and draw the head 80 thereof against the under side of the body of the post extension which exerts a pull upon the post extension and draws the ears thereof into interlocking or clutch engagement with the respective segments. \Vhen the post and post extension become thus locked to the respective segments the link 60 pivotally connecting with the frame carryin g the engine and with said segments, becomes indircctly secured to the rod 11 through the segments and post extension which connects with the rod 11 as above described.

The operation of the mechanism described for effecting the automatic maintenance and control of the machine is as follows :-A ssuming the machine to be in operation and the parts of the machine occupying their normal positions, the respective fore and aft planes 8 and 9 will then occupy inclined positions substantially as shown in Fig. 1 where the planes are indicated as having substantially the same upward inclination. The frame 17 in which the engine turns will hang dependent from its supporting yoke to occupy a substantially vertical position, the engine turning within the frame in a substantially horizontal plane, which position the engine maintains, tending to hold its frame in its normal vertical position, until some disturbing influence tends to displace the engine and frame from their normal positions as aforesaid. The engine frame will then be connected also with the rod 11 controlling the fore and aft planes by means of the rod 60 which pivotally connects with the under side of the frame carrying the engine and with the segments 70 of the hand-controlling device, which segments have pivoted interlocking engagement with the rod 11 through the interposition of the post, extension to the luind-controlled device, both said extension and said segn'ieuts being pivotally supported as above described.

It will now be assumed that the machine is subjected to some disturbing influence which tends to cause an unbalanced upward inclination thereof. Under such circumpoint.

stances it is necessary in order to bring the machine into its proper normal position to change the inclinations of the fore and aft planes, the fore plane 8 to have an increased downward inclination from its normal inclination for depressing the forward end of the machine and the aft Plane 9 to have an increased upward inclination from its normal inclination for elevating the rear end of the machine. These changes are effected automatically by the changed position of the machine or body thereof. As was above explained, the engine 12 and frame carrying the same are pivotally supported upon an axis transverse or at right angles to the longitudinal axis of the machine. Accordingly the engine normally assuming a gravitated position and tending to maintain such position by reason of its very operation, will not ordinarily become changed from its normal position, but the frame or body of the machine in effecting its upward inclination as aforesaid will.

turn on a transverse axis relatively to the engine 12 and frame 17 carrying it. With such relative change of position the forward end of the machine will draw away from the bottom end of said frame as the rear end of the machine tends to approach the same. The rod '11 which connects with the respective fore and aft planes will be fixedly held in place through the interposition of the hand-controlling device, the

segments thereof and link or bar 60 connecting with the under side of the engine frame. The resultant effect will accordingly be obtained that as the forward end of the machine becomes elevated the draft of the rod 11 will tend to downwardly incline the plane 8 at the forward end of the machine as the thrust of the same rod tends to upwardly incline the plane 9 at the rear end thereof. The influence of these planes will then tend to restore the body of the machine to a position of equilibrium. As the machine draws back into its position of equilibrium a reverse action upon the planes will be effected by the rod 11 for as the body of the machine reverts to its normal position the forward end of the machine will draw nearer to the bottom end of the frame carrying the engine as the rear end thereof draws farther away from said Accordingly the rod 11, held stationary, will tend to gradually change the positions of the respective planes in an amount commensuratewith the relative 'inclined position of the body of the machine, which change continues until the machine has been restored to its normal position of equilibrium when. the respective planes will also be brought back to assume their normal inclined positions as aforesaid.

If the inclination of the machine or body thereof is changed so that it has an abnormal downward inclination a reverse action is effected to that just above described. In other words, the fore plane 8 will be automatically controlled to effect an increased upward inclination for lifting the forward end of the machine as the aft plane 9 is controlled to have an increased downward inclination for depressing the rear end of the machine, this continuing until the body of the machine has been restored to its proper normal position when both planes will become restored to their normal inclined positions the same as before. It is of course evident that the proper automatic control of the fore and aft planes will depend upon the engine and frame carrying it maintaining their proper normal positions. Although thegyroscopic nature of the engine tends to malntain the engine and frame in the proper positions, yet disturbing influences may tend to displace the engine and frame from their proper normal positions. This may happen during the time when the inclinations 0f the planes are becoming automatically changed, for during such time the engine and frame act as a resisting base, which resistance may be overcome if the acting force becomes too great when of course the engine and frame will become displaced. Under such circumstances it is necessary to restore the engine and frame to their proper normal positions and this is done by the force exerted by the engine itself through the chain of transmission by which the engine is made to operate the propeller. In order to understand this. action attention will first be directed to the normal positions and operation'of the elements or parts which tend to maintain the engine and frame carrying it in place. These elements or parts consist of the transmission by which the power of the engine is transmitted to effect a rotation of the propeller shaft. When the frame of the engine is in its proper normal or vertical position with the engine turning in substantially a horizontal plane, the power of the engine will be transmitted for turning the propeller shaft through the gear 21 which acts 7 'to drive the gears '22 and 23, respectively.

The gears 22 and '23 will then beforced to have a clutch engagement with therespect-iv'e gears 25 and 26for gdrivin these gears, and the gears 25 .and' 26 thus riven will actto drive the gear 3Q which in turn'connects with the propeller shaitynsr operating the same asbefore explained? Inf'this connection it is especially to be noted that when the engine and frame'are-in their'normal positions as above noted the clutch-forming gears 22 and 23 are both moved into a working or clutch-forming engagement with the respective gears 25 and.26' for turning both of these gears and thusoperatingto turn the propeller shaft. In other words, the gear-21 carried by the engine frame, inasmuch as it is arranged upon the end of the engine shaftthrough duplicate sets of transmission which engage the gear 21 on opposite sides thereof and are driven thereby to turn in reversely opposite directions. circumstances any reactive influence in-v duced in the respective gears 22 and 23 for changing the position of the engine frame will be in reverse and opposite directions and accordingly will either have no influence to disturb the position of the engine frame or, if it has any influence, will act to maintain the frame in its original position.

The clutclrforming gears 22 and 23 are held in engagement with the gears 25 and 26, respectively, when the parts are occupying their normal positions as aforesaid, in the following manner :-Both the levers 47 and 48 will be influenced to bear by their 'working arms against the caps 46 arranged upon the ends of the shafts 27. These caps will be forced inwardly to bear against the levers 43 which in turn are influenced to bear against the rear side of the rings 40. forcing these rings in a longi tudinal direction to have a clutch engagement-with the disks 36 and acting, as the clutch engagement is made, to move these disks inwardly. Inasmuch as the disks are secured to the shafts 24 bearing the respective gears 22 and 23, the pressure thus-applied and movement effected will-act to move the shafts 24 and gears carried by them in a longitudinal inward direction, the

' shafts 24sliding in the respective trunnions and relatively to the shafts 27 with the resultant effect that the gears 22 and 23 will be forced inwardly to have a clutch engagement with the gears 25 and 26 so that both of these respective sets of gears 22, 25 and 23, 26 will operate together and both sets be driven by the gear. 21;

The influence that affects the respective levers 47 and 48 for operating the levers to bear against the caps 46 are the bars 54 and 55 borne by the arms 51 of the respective levers and also the pendulums arranged upon the ends of the respective bars. The combined weight of the bars and pendulums acting through the respective levers, will influence the arms 50 ofthe levers to bear with considerable pressure against the caps 46 inasmuch as the arms 51 of the respective levers, to the ends of which the weight is applied, are-of considerable length or relatively much longer than the arms 50. The pressure thus applied to the caps is 'rther multiplied for effecting an inward 'movement of the rings 40 against the respective disks 36-by the bearin of the le vers 43 against the rear sides 0 the respective rings, for it will be noted that these levers bear against the rings at points very Under thesenear the points of fulerumage of these respective levers as compared with the length of the levers, the caps 46 acting against the very ends of the levers. As the rings 40 come into clutch engagement with the disks 1 36 the very inclination of the clutch-forming surfaces 37 and 41 of the respectiverings or disks will act to multiply or increase the force applied for moving the disks inwardly and imparting a thrust movement to the respective gears 25 and 26ithrough the shafts 24 as above explained. Although the weight of the lever arms 51 and bars 54 and 55 carried by the arms of the respective levers will act to influence the levers and connecting parts to exert, considerable pressure upon the gears 22 and 23 to move these gears into clutch engagement with the gears '25 and 26, yet this in itself is insufficient for effecting a proper Working clutch engageg5 ment between these respective sets of gears and it is only by reason of the added weight of the pendulums 58 that the levers and connecting parts are influencedto effect a proper working clutch engagement'between the gears 22 and 23 and the respective gears 25 and 26. Now when the frame of the machine upon which the respective levers 47 and 48 are arranged is occupying its normal vertical position the bars 54 and 55 carried by the levers will at the same time occupy such normal position that the yokes or straps carrying the pendulums 58 will bear evenly upon the ends of both of the bars 54 and 55 and accordingly the weight of the respective pendulums being thus added evenly to both of the bars 54 and 55, will act to so weight both of these bars that they will properly influence the levers 47 and 48 and connecting parts to effect a proper working clutch engagement between the respective sets of gears 22, 25 and 23, 26.

It will now be assumed that by reason of --some disturbing influence the frame 17 and engine carried by it is displaced from its normal position as above referred to into a position of inclination toward the forward end of the machine. Neither the disturbing influence or the displaced position of the engine and frame will have any effect upon the pendulums 58 although the positions of the bars 54 and 55 carrying the pendulums will have become changed. The pendulums are loosely carried upon the. ends of the 'bars 54 and 55 so that whatever the relatively turned position of these bars may be,

the pendulums will maintain a uniform vertical pendant position. When the rods 54 and55 become turned by the turning of the engine frame carried as-they are by the levers affixed to this frame, the end of one'bar or the other will draw away from the straps or yokes bearing thependulums dependent upon the direction that the frame of the engine is turned, for as above explained, the 110 yokes or straps connect the ends of the bars by teeth extending loosely through the bars so that either bar may turn and draw away from the strap or yoke normally resting upon it, assuming of course that theyoke or strap is maintained in its normal position as it is maintained by the pendulums dependent from the respective yokes or straps. Accordingly when the frame 17 carrying the engine inclines toward the forward end of the machine the bar 55 will become lifted against the yokes or straps bearing the pendulums and the bar 54 will draw away from the yokes with the effect that the weight of the yokes and pendulums is borne entirely by the rod 55 and eliminated from the rod 5a. \Vhen the weight of the pendulums comes upon the rod 55, inasmuch as this rod is carried by the lever 47 acting through the connecting parts to effect a clutch engagement between the gears 22 and 25, the added weight thus imparted to the lever for operating the same will act to effect a more positive clutch engagement between these respective gears. At the same time the pressure applied for effecting a proper working clutch engagement between the gears 23 and 26 will be relieved and the pressure will be insufiicient for effecting a proper clutch engagement between these gears. The reasonfor this is that the bar til which connects with the lever 4:8 effecting normally a clutch engagement between the gears 23 and 26 through the connecting parts, is no longer capable of exerting such influence upon the lever 48 as to effect a proper working clutch engagementbetween the gears 23 and .26, for the bar 54 in drawing away from the yokes or straps as above explained becomes relieved from the weight of the pendulums. The gears 23 and 26 now having no longer a proper working clutch engagement, the engine will act to drive the propeller or object driven through that portion or part of the transmission which includes the gear 22 engaging the gear 21 driven by the engine upon one side thereof. The reaction set up in this gear by the work done no longer being balanced or offset as it normally is by that set up in the gear 23, acts through the gear 21 and engine shaft to move the frame 17 and engine carried by it in a direction toward the rear end of the machine. This operation continues until the frame becomes vertical and the engine resumes its normal position for then the bars 54 and 55 will have been moved back to a position where the yokes and pendulums carried by them will rest upon the ends of both bars with the resultant effect that all the parts resume their nomal position and all reactive influence tending to move the frame and engine carried by it is overcome by the balanced position of the parts.

When the engine and frame carrying it are displaced in a direction toward the rear end of the machine the operation in effect is the reverse of that just above explained. The bar 54 will bear the entire weight of the pendulums and the lever 48 and connecting parts will accordingly be influenced to throw the gears 23 and 26 into a more positive clutch engagement with one another and the gears 22 and 25 will be re- -lieved of their proper working clutch engagement by the elimination of all weight from the bar 55. Accordingly the reactive influence of the gear 23 will through the gear 21 and engine shaft tend to move the engine frame and engine in a direction toward the forward part of the machine which operation continues until the frame reaches its normal vertical position and the engine turns in its normal horizontal plane, all the parts then coming into balancedposition and operation.

Explanation has been made of how the automatic maintenance and control of the machine is effected and how the engine and frame carrying the same are maintained. in a normal position for effecting such automatic control. It was pointed out that for the purpose of effecting the automatic control the engine frame is connected with the rod 11 controlling the fore and aft planes through the rod 60 which connects with the rod 11 through the segments 70 of the handcontrolling device and through also the post extension of the same device with which the segments 70 have a normal interlocking engagement. It is apparent that a discontinuance of the automatic control may be ob tained, breaking the chain of connection, simply by relieving the post extension of the hand-controlling device from its interlocking engagement with the segments 7 0 of the same device. This effect may be obtained by drawing together the parts 81 and 82 of the split wheel of the hand-controlling device which has the effect of compressing the spring 83 and moving the rod '(9 inwardly when the head of the rod becomes moved away from the body of the post extension and the extension is relieved froln its interlocking engagement with the segments 70, breaking the automatic control. It is apparent that the hand-controlling device may then be pivotally moved backward or forward for imparting a corresponding movement to the rod 11 and operating the fore and aft planes as occasion may require, the. cars 78 of the post extension during this operation simply running around the segreleasing the pressure which acts to draw together the two parts of the split wheel of the hand control when the parts thereof will i resume their normal position and the po. extension will be drawn by the tension of the spring 83 and connecting rod 79 into interheking engagement with the segments in when the engine or frame carrying it -be come connected with the rod 11 and all of the parts for effecting the automatic control again become operative.

Reference has been made to the fact that the post (A of the hand control is not only pivotally mounted but also mounted so as to be turned, as it may be turned, simply by turning the wheel. The pulley 68 thereof which is fixed to the post is one which may be used for controlling a rudder as the post is turned in either direction. This operation is independent of the automatic control or hand control as above explained.

I have already referred to the fact that two engines are employed and two propellers. Accordingly an auxiliary engine 12 and propeller 13 are shown. The engine 12 operates to turn the propeller 13 in precisely the same manner as the engine 12 operates to turn the propeller 13. All the operating parts are precisely the same excepting that the engine 12 is mounted to turn upon an axis extending in the longitudinal line of the machine for effecting the automatic control of the lateral planes of the machine which may be effected iii-substantially the same manner as that above explained, mechanically dependent, however, upon the type of lateral plane or control employed for it is evident that the parts described may be employed for effecting the combined automatic and hand control of any plane of the machine.

The advantage of employing two engines. one of which effects the automatic control of the fore and aft planes and the other the lateral control of the machine is that should the engine 12 for example cease to operate the fore and aft planes may then be controlled through the hand control and the engine 12 continuing to operate will effect an automatic lateral control of the machine.

Having thus fully described my invention. I claim and desire to secure by Letters Patent of the United States 1. In a machine of the character specified, the combination with an engine, of means for pivotally mounting the same, a gear driven by said engine, an ultilnate driven object, and duplicate .sets of transmission each comprising a clutch having separate clutch members one of which for each set of transmission is in constant engagemcnt with said driven gear.

7 2. In a machine or the character specified, the combination with an engine, of means for pivotally mounting the "same, a gear driven by said engine, an ultimate driven object, and-duplicate sets of transmission comprising in part driving gears having a constant geared connection with said driven gear on opposite sides thereof to be driven thereby for driving said ultimate object, each set of transmission comprising in part, also, other gears having a clutchforming engagement with said driving gears and a gear interposed between said other gears and driven thereby through engagement therewith on opposite sides thereof.

3. In a machine of the character specified, the combination with an engine, of a frame therefor, means for pivotally mounting said frame, a gear carried by said frame and driven by said engine, duplicate sets of transmission each comprising a clutch having separate clutch members one of which for each set of the transmission is in constant engagement with said driven gear on opposite sides thereof, and means for automatically controlling the clutch members for each set of the transmission to have engagement or disengagement dependent upon the relative position of said frame.

4. In a machine of the character specified, the combination with an engine, of a frame therefor, means for pivotally mounting the same, a gear carried by said frame and driven by said engine, duplicate sets of transmissioi'i comprising in part driving gears having a constant geared connection with said driven gear on opposite sides thereof, each set of the transmission comprising in part, also, other gears having a clutch-forming engagement with said driving gears, and means for automatically controlling said respective clutch-forming gears of each of the transmission to have engagement or disengagement with relation to one another dependent upon the relative position of said frame.

In a machine of the character specified, the combination with an engine, of a frame therefor, means for pivotally mounting said frame to have an axis of turning, a gear carried by said frame and driven by said on 'gine, duplicate sets of transmission, each set comprising a clutch having separate members one of which consists of a driving gear having constant engagement with said driven gear and arranged on opposite sides thereof for the two sets of transmission, the other of which members consists, also, of gears arranged to turn on the same axis as said frame, and means whereby pressure may be applied to the members of the separate sets of transmission for throwing said members into an engaging position depend out upon the relative position of said frame.

6. In a machine of the character specified, the combination with an engine, of a frame, means for pivotally mounting said engine to have an axis of turning, a gear mounted upon said frame and driven by saidengine, clutch-forming gears mounted to have the said 1 clutch-formin same axis of turnin as said frame and arranged to engage said driven gear on opposite sides thereof, other gears having the same axis as said frame with which said clutch-forming gears have a clutch-forming engagement, means for supporting said clutch-forming gears to be movable into an upon said frame and driven by said engine,

clutch-forming gears ,gnounted to have the same axis of turnin as said frame andyarranged to engage said driven gear on opposite sides thereof, other gears having the same axis as said frame with which said clutch-forming gears have a clutch-forming engagement, means for supporting said clutch-forming gears to be movable into an engaging or disengaging position with respect to said other gears, means for mount ing said other gears, and a gear interposed between said other gears and driven thereby through engagement therewith on opposite sides thereof. i

8. In a machine of the character specified, a yoke having trunnions forming a pivotal support, an engine, a frame carrying said engine mounted to turn upon said trunnions,

a gear carried by saidnframe and driven thereby, clutch-forming gears having shafts turning within said trunnions and slidable longitudinally therein, said gears being arranged to engage said driven gear on opposite sides thereof, other gears arranged alongside said clutch-forming gears, shafts carrying said other gears and arranged respectively to turn within the shafts of said clutch-forming gears, a gear interposed between said other gears and engaged thereby on opposite sides thereof, means whereby pressure may be applied to the ends of the shafts of said clutch-forming gears for controlling said gears to have engagement with said other gears, and means whereby the pressure applied as aforesaid may be controlled dependent upon the relative position of said frame.

9. In a machine of the character specified, the combination with a supporting fixture, of a clutch-forming ear having a shaft extending through sai alon side said clutch-forming gear to have clutc engagement therewith, a shaft upon which said other gear is mounted extending through and rotatable within the shaft of p gear, a disk mounted upon the end of t e shaft of said clutchformin gear, a spider arranged upon the shaft 0 said other gear, a ring carried by plicate sets 0 fixture and rotatablev and shdable therein, another gear arranged said spider havin a clutch-forming engage ment-with said isk, levers carried said spider and pivoted thereto for engaglng'tlie same on the rear side thereof upon the application of pressure to said levers, and means whereby pressure may be applied to said levers.

10. In a machine of the character specified, the combination of a gyroscope having a spi'ndle,a pivoted frame bearing said gyroscope and in which said spindle is mounted toturn, a gear fixed to said spindle, du-

plicate setso-f transmission each comprising separaterotary clutch-forming members arranged to turn inthe axis of said frame and consisting in part of gears having a constant engagement with the gear fixed to said spindle, and means for controlling said clutch-forming members to occupy an engaging or disengaging position with relation to onevanother dependent upon the relative position of said frame.

fied,the combination of a gyroscope having a spindle, a pivotedframe bearing said gyroscope and in which said spindle is mounted to turn, a ear fixed'to said spindle, du-

f transmission each consisting of separate rotary clutch-forming gears arranged to turn in the axis of said frame and one of which gears of each set of gears is in constant engagement with the gear fixed to said spindle, and means for controlling each of said respective sets of clutch-forming gears whereby they may have engagement or disengagement dependent upon the relative position of said frame.

12. Ina machine of the character specified, the combination of a frame, means for pivotally mounting the same, separate sets of rotary clutch-forming members arranged to turn in the axis of said frame, and means for controlling said clutch-forming members to have engagement or disengagement with relation to one another dependent upon the pivoted position of said frame, the same comprising levers carried by said frame pivoted thereto and'movable therewith, bars supported by said levers, yokes loosely connecting the separate respective ends of said bars, and endulums connecting with and dependent om said yokes.

13. In a machine of the character specified, the combination of a frame, means for pivotally mountingthe same, separate sets of rotary clutch-forming members arranged to turn in the axis of said frame, and means "for controlling said clutch-forming members to have engagement or disengagement with relation to one another dependent upon the pivoted position of said frame, the same comprising levers carried by said frame pivoted thereto andv movable therewith, bars carried by said levers, straps extending from the ends of said respective bars with teeth "11. In a machineof the character specithereby around said segment independently extending looselyltherethrough, and penduluins depending from said straps between the ends of said bars.

14:. In a machine of the character specified, a hand control comprising a rotary post, apivotal support therefor, means for mounting said post to turn on and independently of said support, a segment connecting with said pivotal support to turn with or independently of said post, a movable post extension to said post arranged to be turned thereof as said post is pivotally turned or have interlocking engagement with said seg ment, and means carried by said post for effecting an interlocking engagement between said post extension and said segment at any pivotally turned position thereof.

15. In a machine of the character specifired, a hand-controlling device comprising a nollow rota? post, a pivotal support there for, means or mounting said post to turn on and independent of said support, a segsaid post extension and hold the same in engagement with said segment.

JAMES s. LANG. Witnesses JOHN E. R. HAYES, JAMES J. KENNEALLY.

Copies of this patent may be obtained. for five cents each, by addressing the Commissioner of Patents, Washington. I). 0.

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