US1989708A - Airship - Google Patents

Description

I. J. MARRIAGE Feb. 5, 1935.

AIHSHIP Filed Oct. 28, 1929 4 Sheets-Sheet 1 INVENTOR.

l. J. MARRIAGE Feb; 5, 1935.

AIRSHIP Filed Oct. 28, 1929 4 Sheets-Sheet 2 Feb. 5, 1935. J. MARRIAGE 1,989,708

AIRSHIP Filed Oct. 28, 1929 4 Sheets-Sheet 3 Feb. 5, 1935. ,1. J. MARRIAGE 5 3 I AIRSHIP Filed Oct. 28, 1929 4 sheets-sheet 4 INVENTOR.

Patented Feb. 5, 1935 i UNITED STATES PATENT OFFICE 1,989,708 misun- I Ira J. Marriage, Mullinville, Kans. Application October 28, 1929, Serial No. 403,012

The object of this invention is to provide a inFig. 1, are driven in awhirling motion for lift means by which an air-ship can rise vertically ing ship upwards and retaining same in mid-air, and then sustain itself in mid-air while maneueach set of wings hav n an pp motion to verying as follows: the other in order to stabilize the ship. These Hover in a given position; move either forward wings can be adjusted to a more level plane after 5 or backward at speeds from very slow to very h Ship gains Suflicient m mentum either forrapid; turn to the right or to the left while movward or backward, then the clutch in bell-housing forward or backward without the aid of a tail, ing 33 may be released, after which the wings are or even revolve to the right or to the left in a pivused as planes for sailing. I otal action, and alight gently from a high per- The mechanism which controls the tilting of 10 pendicular position either with or without the aid the wings is arrang d so as o tilt same in reof the motor. verse angles to that required for lifting, thereby A further object of my invention is to guide the making it possible to take advantage of the under vertically inclined driving shafts on which the air pressure when alighting with a dead motor.

Wings are mounted. When descending, these wings may be tilted in 15 These and other objects will hereinafter b'e reverse, and the displacement of air will cause more fully explained, reference being had to the them to whirl at a terrific speed, thus providing accompanying drawings forming a part of this momentum for an opposite tilt when near the specification, and in which like characters will ground, causing them to lift and facilitate land apply to like parts in the different views. ing. 20

Referring to the drawings: The foregoing performances are made possible Fig. 1 is the side view of the air-ship proper. by the following described coordination of mecha- Fig. 2 is a plan view of Fig. 1. nisms:

Fig. 3 is an enlarged detail view of the vertical InFigs. 3 and 6 the shifting-lever 14 being jourpropeller shafts and shaft connections therefor, naled to pintle 12 in the center of clamp-coupling 25 parts removed for convenience of illustration. 11, serves as a rigid support for same. The pegs Fig. 4 is an enlarged sectional view in detail of 15 and 16 which protrude upwards through and the vertical shaft housing and propeller. above the slotted openings in clamp-coupling 11, Fig. 5 is a plan view of one section of the proare attached rigidly to connections 6 and 7 and peller frame. are held in proper position between the forks 13 30 Fig. 6 is an enlarged fragmentary plan view and 13 by same; thus by twisting the lever 14 to of the horizontal drive shaft housing and prothe right or to the left on the pintle 12, the conpeller control lever, sectionally shown. nections 6 and 7 are forced to turn in arcs oppo- Fig. 7 is an enlarged plan view of the propeller site to each other, but when the lever 14 is moved assembly partly in section and other parts re toward the rightor toward the left on the same 35 moved. axis with the connections 6 and 7 then both said Fig. 8 is a modified end view'of an air-ship connections with their eccentric mountings folshowing the tilt of the propeller sections. lowthe same are in unison. When the connec- Fig. 9 is a plan view of Fig. 8. tions 6 and 7 are fully assembled, the two bear- Fig. 10 is amodified form of reversing the proing points 17 and-17 are journaled in the two 40 peller blades, parts removed for convenience of bearings 18 and -18, thereby holding the eccentrics illustration. 9 and 9 in a central position in the gear-housings Fig. 11 is a sectional plan view of Fig. 10 taken 8 and 8. (See illustrated eccentric 9 in Fig. 4.) on line 6-0, looking in the-direction of the ar- The sleeve 34 in Fig. 4 is forked at the lower rows, end, and is held in position straddle of the ec- 45 Fig. 12 is a sectional view taken on line D-D centric 9 by means of two pins at points a and b, in Fig. 10, looking in the direction of the arrows. above and below the eccentric .rim; push-rod 10 Fig. 13 is a plan view of the shifting means for being journaled in sleeve 34 to bearing 35, extends the propeller shafts from a vertical plane transupwards thru the center of torque-shaft 36 into ve'rsely to the longitudinal axis of the fuselage. the driving-head 2, and is firmly secured to the 50 Fig. 14 is an enlarged sectional view of the adjusting-sleeve 37. This adjusting-sleeve being propeller frame work taken on line A-AinFig. 5. equipped with two forked arms as j in Fig. 4, My invention herein disclosed consists in the which extend upwards from opposite edges, and construction and assembly of parts as follows. having eyelets E and E in the forks, serve as an The two setsof wings 1 and 1. when tilted. as adjuster to the wings 1 and 1, bymeans of the 66 upper forks E and E (see Fig. '7) being journaled to levers 38 and 38, which protrude out at right angle from the wing pintles 4 and 4, being firmly secured to same. These wing-pintles 4 and 4 are journaled in the bearings X and X of drivinghead 2, (see Fig. 7) and therefore have the same axis. This being the case it can readily be seen that when forks E and E are journaled to pintlelevers 38 and 38, which have their positions on opposite sides of said axis, that any movement up or down of the adjusting sleeve 37, will move the pintles 4 and 4 in opposite arcs, thus moving or tilting wings 1 and 1 in reverse pitches to their axes.

Not only does each wing in each wing-assemblage take a pitch opposite to that of the other, but each set of wings in each wing-assemblage takes reverse pitches to those in the other assemblage. These latter positions are necessary because one wing-assemblage is rotated clockwise and the other contraclockwise. The object in rotating one wing-assemblage clockwise and the other contraclockwise is for the purpose of stabilizing the air-ship.

There are two good methods of assembling the mechanisms for obtaining the results or manners of adjustment just explained: first, the eccentrics 9 and 9, as seen in Fig. 6, are mounted at the ends of connections 6 and 7 in a manner so as to be opposed to one another when said connections are forced to describe arcs simultaneously to the right or left, thereby causing one eccentric to lift pushrod 10 and assembly, while the opposite motion is produced on the other push-rod'assembly; furthermore, when the lever 14 is twisted to the right or to the left, the connections 6 and 7 are shifted in opposite arcs to one another, by means of the shifting forks 13 and 13, thereby causing eccentrics 9 and 9 to work simultaneously, describing their arcs in opposite directions which H moves each push-rod 10, and assembly, up atthe same time or down at the same time.

When the wings are in their tilted positions lifting, this last action described above, may be necessary for the purpose of producing positions more oblique to one set of wings and less oblique to the "other, for the purpose of balancing the air-ship and for maneuvering.

To rock the propeller shafts from a vertical position as a turning means for the ship, I have arranged a cable 30 to engage on sheave wheels 32 that are pivotally carried on the frame-work of the fuselage or other convenient frame-work, the said cable is positioned in working relation to each of the vertical shafts 20-20 and secured thereto, and to rock the same transverse to the longitudinal axis of .the fuselage, the said cable is moved longitudinally through the medium of a lever 29 that is pivoted to a suitable bearing 31, the cable being attached to the lever at an intermediate joint approximately as shown, by which means when the lever is rockedto and fro with the cable line of travel the said vertical shafts and propellers carried thereby are rocked in opposite directions, it being understood that the rocking movement will engage in the elongated slots in the upper hull of the fuselage near each end thereof as shown bydotted lines in Fig. 2.

The segment of motor shaft 39, in Fig. 3, is shown in order td give the position which it holds in relation to the rest of the driving mechanisms and assemblies. Note the bell-housing 33 in which the clutch is housed and in which the main driving-shaft 40 is joumaled. This main drivingshaft 40 is also journaled in bearings 19 and 19,

thus giving it a straight line from the bell-housing through both gear-housing assemblies 8 and 8.

The drive pinion 41 is shown in Fig. 4, is mounted rigidly to shaft 40, and holds its position in mesh with the bevel gear 42 at its periphery nearest the bearing 19 of each gear housing; therefore when the drive-shaft is being rotated "eac'h bevel gear 42 is being rotated in an opposite circle to the other. Note also thatthe torqueshaft 36 is secured rigidly at its lower end to the center of the bevel gear hub, and at its upper end to the center of the hub of driving-head 2, thereby providing a means by which the wing assembly is rotated. The torque-shaft-housing 20 answers as a rigid support to the torque-shaft 36, by bea of thegear-housing bearings 18 and 18 and 19 and 19.

The forward and rearward motions of the airship, are controlled by means of a reversible propeller (see Figs. 10, 11, and 12) mounted on the motor-shaft 39. This propeller can be adjusted at will, through the use of a forked lever which engages the two pegs 46 and 46, on the adjusting collar-bearing 47, which is securely journaled to the adjusting-sleeve 48. This adjusting-sleeve is equipped with two arms, as 49 shown in Figs. 10 and 12, extending upwards from opposite edges and having forked eyelets at their extremities, which journal to the collar arms 50 and 50. The sleeve ends of the propeller- blades 51 and 51 are journaled in the head- bearings 52 and 52 of the propeller driving-head 53, and are held securely by the shifting- collars 50 and 50 and nuts 54 and 54; therefore when the adjusting-sleeve 48 is moved forward toward the propeller, the blades 51 and 51 being journaled on the same axis, are compelled to describe reverse arcs to said axis, giving them forward pitches to any desired amount from a neutral position. when moving the sleeve 48 rearward, an opposite effect is produced from that just described.

The plate 55 which is bolted onto the front end of the propeller-head bearings, (see Fig. 10) is for the purpose of giving added strength to hold bearings 52 and 52 more rigid.

Referring back to Figs. 1 and'2, it will be seen lage; a main driving shaft extending longitudinally inside, near a central position, with driving pinions secured thereto and engaged with bevel gears; hollow torque-shafts secured to the hubs of said bevel-gears and extending upwards;

through-crosswise, slotted openings -in the roof of fuselag at right angle with the main driveshaft; driving-heads mounted at the upper ends of torque-shafts; bearings provided in alignment at right angle to the line of torque-shafts, in

said driving-heads: pintles secured in said bearings, with one wing mounted to the head of each pintle, and one lever secured rigidly to each said pintle, in positions at the opposite ends from the wing-mountings parallel to the wings. said levers being enclosed inside of said driving-head.

2. In an air-ship, the combination with a fuselage; a power driving assemblage journaled withing gear-housings; gear-housings joined together by journaled sleeve-connections; outer journalbearings on gear-housings having the same axes as the main driving-shaft; bearings that are rigid with the fuselage and journaled on said outer bearings; upright torque-housings rigidly attached to gear-housings; an endless cable attached to both torque-housings and held in position at right angles to both by pulleys; means by which cable may be held firm and shifted at will, thus holding the torque-housings in perpendicular positions, and in tilted positions opposite to each other from a perpendicular line.

3. In an air-ship, the combination with a fuselage; main driving mechanisms journaled in housings; outer housing bearings joumaled to lage; semi-circular wings with convex surfaces, arranged in circular assemblies and being attached pivotaily to the driving-heads on opposite sides thereof an adjustable sleeve inside of each driving-head, with upright arms journaled to the wing-pintle-levers; a push-rod, rigidly secured to each said sleeve, at its upper end and journaled to a forked sleeve at its lower end; an eccentric secured to each forked sleeve and mounted to the ends of two sleeve connections; means for turning said sleeve-connections and eccentrics simultaneously in either direction to vary the pitch of the wings.

4. In an air-ship wing, the combination with a main frame; a tubular pintle, said pintle being equipped with a flanged head on one end, and a short lever attached at right angle near the other end; spokes constituting the main frame, attached to the head of said pintle in two corresponding sections forming a half circle, and an outer circular rim being attached to and between the outer ends of said spokes; the outer surfaces of said wing when covered being convex shaped. IRA J. MARRIAGE.

Images