US1758360A - Aeroplane wing structure - Google Patents

Description

May 13, 1930. J, s FOX 1,758,360

AEROPLANE WING STRUCTURE Original Filed March 5, 1926 3 Sheets-Sheet l @Y WM@ ATTORNEY May 13, 1930. J -s FQX 1,758,360

AEROPLANE WING STRUCTURE original Filed March 5, 1926 3 Sheets-sheet 2 I NVE N'l'o R BY eww@ ATTO RN EI May 13, 1930. 1. s. Fox 1,758,360

AEROPLANE WING STRUCTURE original Filed March 5, 192e 3 sheets-sheet 3 ATTO R N EY.

l Patented May 13, 1930 -1,'7saaio PATENT OFFICE JULIUS S.- FOX, OIE` CLEVELAND, OHIO AEBOIPLAN E WING STRUCTURE Original application led March 5, 1926, Serial No. 92,424. Divided and thirapplieation led December 80, i 1926. Serial No. 157,924.

This invention is a division of the application, Serial Number 92,424, iiled Mar. 5, 1926, for safety aeroplanes, from which clalms to the wing structure were canceled by applicant responsive to oiice action of Sept. 17,

1926, and relates to aeroplane wing structures of the aeroplane type, though the prlnciples herein disclosed may also be used in other forms of air ships, as in those of the dir1g1ble type. My improvements have for their general purpose a more positive stabillty of structure and more certain equilibrium of the plane because of a lower position of the center of gravity of the machine relative to the sustaining planes and other lifting and supporting elements employed, it belng a special purpose of my improved structural arrangement that the force of gravity shall always tend to hold the ship in equilibrium.

It is to be noted that the rather usual form of sustaining wings for both aeroplanes and dirigibles, when wings are employed, 1s a substantially straight-line form in the direction of their length, that is, in a line transverse of the fuselage of the machine. Or, if the design of the wing in this direction has not been followed, the tips of the wings have usually been bent downwardly by raising appreciably the center of the wing, which will, of course, raise rather than lower the center of gravity of the weight of the ship, and thereby tend to destroy the equilibrium thereof. y

It is a special object of my invention that I have attained the desirable result of lowering the center of gravity of an air ship relative to the sustaining planes thereof, and on whatever form of air ship they may be used, without pluralizing the number of planes therein. Heretofore it has been my observation that even a slight lowering of the center of gravity in aeroplanes, has been accomplished by mounting the planes above the fuselage, usually ina plurality of spaced members, so that such lowering of the gravity center cannot be done with mono-planes, and in fact can hardly be done with biplanes. Hence the object of my improvements.

It is a further object of my invention that I have accomplished another valuable function other than the relative lowering of the gravity center with respect to the sustaining wings, which is associated also with the structure of the wings themselves-that of reforming the wing structure by curving the latter in the direction of its len h, transverse yof the ship. This eifect des1rab1y shapes rthe said wings by lowering the juncture of the two side wings of a pair used in a unitary plane, to a point far below the tips of these wings, this in itself serving a further purpose in stabilization of the ship, this resulting in fact in forming these wings in the eneral shape resembling the wings .of bir s, and thereby evidently serving the same purpose.

It is an object of my improved structure,

therefore, to. suspend the fuselage from the meeting point of the wings of a common pair, lowering this point of suspension by bending downward the junction line of such wings in a mono-plane, or by bending downward the centers of both pairs of transverse wings, when more than one pair is used, in a biplane the fuselage being mounted between the pairs of wings but somewhat below the longitudinal axis of the lower pair, and far below the up er pair of wings.

t is a further object of my novel improvements to provide hollow wings for one or more pairs used, and to amply brace said wings interiorly, so that the outer walls of the wings will be spaced, somewhat more at their transverse centers than at their tips, such space nearly disappearing at the very tips. This construction not only provides for strengthening the wing structure just where the bend occurs at the junction of the wings of each pair, but also provides for stron wings in spite of their being hollow, ang therefore provides proper structure for making possible and practicable inflation thereof by a lighter-than-air gas which it is my further purpose to use on my improved air ship.

The particular form and arrangement of my improvements will now be described in detail, recited in the appended claims and illustrated in the accompanying drawings, in which-- Figure l is a front elevation of a biplane embodying therein my improvements;

graphs. T is junction point of the Figure 2 is a plan view ofthe same;

A brace structures being shown in dotted lines;

Figure 5 is a view of thetip of an upper wing, showing the vane in a bent position;

Figure 6 is a perspective view of the truss frame of a portion of a wing;

Fi re 7 1s a cross section of a lower wing, as ta en on the line 7-7 of Fig. 1; a portion of the covering being turned back;

Figure 8 is a rspective view of a cross brace frame for t e spaced trusses of a wing;

Figure 9 is an end view of the same; Figs. 6 to 9 are shown on a largerscale, and

Figure 10 is a detail view in perspective of a cross brace for a truss.

My improved wing structure is shown in Fig. 1 as embodied in a biplane normally mounted upon a frame 5 for landin purposes, with usual front wheels 6, fuse age 7 and forward propeller 8. The upper pair of wings 9 shows in this view the characterist-ic edge form thereof, this latter showing the general longitudinal downward bending of the same at their junction 10 which has the function of lowering the point of support of the fuselage 7 therebelow, as will e more particularlexplained in subsequent parap anes is not a single transverse line across the plane, but comprises an independent arc 11 extending across the plane at its center, and joining both wings o this air respectivelyalong lines 12, the inner ends of the wings curving downward from the straight portions 13, on the arcs 14, as shown clearly in this view.

These wings 9 are attached to the fuselage by the posts 15 and braced against lateral and vertical strains by the diagonal cables 16. A very important feature of this wing.

structure lies in the mounting of the vanes 17 upon the rear portion of the tips of each, in hinged relation to the parts 13 in the same manner as they may be pivotedto -the said parts of the planes of a mono-plane, and as shown in Fig. 2in plan view. The mounting of these vanes 17 upon the planes of any aeroplane structure, makes it feasible that' the vanes 17 may be actuated from the fuselage by cables or wires that are strung over suitable fulcra on the' wings in airs and attached at their ends to suitab e portions of the vanes, so that pulling strains on the wires selectively will determine the direction the j vanes will swing on the diagonal pivots 18.

The particular detailed arrangement of the actuating wires and levers for controlling the vanes 17 -become ratherconventional for the purpose of raising o r lowering such vanes on substantially horizontal hinges, but it is Va novel arrangement of these wires for control- Valles lin the vanes of either side of the machine whlch I have provided, which consists in so relating the wires of Y opposite sides, that neither vane 17 of one side can be raised above the plane of the wing to which it is pivoted, without correspondingly lowerin the'vane on the other or opposite wing. Ill-ig. 1 illus.- trates this relative position of the two vanes 17, whereby movin one of the vanes necessarily moves the'ot er correspondingly, but in the opposite direction. This inevlta'blyl results in concerted action of the wings vand vanes when tippinv of thea machine is intended as when curved ight is desired, and as will be explained more fully later.

l The fuselage. 7 is suspended exceedingly low from the curved arc 11 of the plane surface of the aeroplane, and a consequent condition of stability results which has great advantages in certain conditions of flying, but which may make positive control of the machine,vbecause of such lower center of avity, somewhat diilicult unless counteracte by the very certain related movement of the vanes as above described. It is especially desirable to move the vanes of a common pairof planes by a common actuating member, so that the.

machineis rendered quite stable because of the relatively low position of the center of gravity and the pilot 10, by actuating the 17 as above stated, may swing the machine either to the right or left as desired.

The same general rinciple of stability and control is quite as easible in multiplanes asin mono-planes, though-I have shown the adaptation of the structure before explained,

vto a biplane,'where the upper pair of wings is marked 19 andthe lower planes 20 are provided with concave curves 24, which are equivalent to the curve portion 11 of the upper pair', and are joined by the junction lines 22 and straight portions 23, being like the junction line and straight portions 12 and 13 of the upper plane. Thelower planes are not usually provided with vanes 17.

The usual spaced supports 25 for biplanes are shown together with the usuall cables 26, and in the showing here I have provided independent engines and propellers 21 which 'are supported upon the lower plane 20, spaced laterally of the fuselage 7l an rearwardly of the main pro eller 8. The forward edges of the several p anes are arranged out of alinem'ent, the tips 27 of the planes being positively advanced forwardly of the central portion at the meeting points of the curved arcs 14. The stabilization of the entire machine resulting from the position of the transverse plane of the extreme ends of the wings, bemg not rearward of the propelling or pulling force at the points 21, is very positive and perceptible, and I regard it as an improvement for which I ask patentable protection per se.

' It is a special purpose of my invention to 'Y construct all the'wings .of my machine,

` whether of one or a plurality of planes, hol- 'has already been made.

I' to have been attempted to even fill certain planes with lighter-than-air gases for assist.

ing inthe buoyant properties of the ship. In all these attempts that have been made to my knowledge, however, the practical application of the plan has failed because of the arrangement, which was thou ht essential by the proposers of the plan, o a combination in every case, of an inflation of the fuselage with such gas chambers associated with wings or borne thereby, connected by some pipes or with tubes for infiating the wing chambers from the larger gas chamber in the fuselage.

This has been found highly impracticable. In fact, the combination of the wing chambers y with an inflated major gas chamber in the fuselage, was attempted because the wing chambers were understood to leak, due to cruising force of the wing frames upon the gas tanks therein, so rapidly that they were found to require constant inflation from other sources of gas-hence, the inflated fuselage with all its attendant disadvantages. I have overcome this impracticable construction by building my wing structures of very strong truss frames 28, formed of cross braces 29, spacing elongated edge bars 30, ofthe form which the curved wing is to assume in crosssection, and confine the gas in the several wings in flexible bags which are held in pockets bound by said truss frames. The details of the structure of these pockets will be described in a later paragraph.

The several cross trusses for such wing structure are each made up of lengthwise sections 31 which are very strongly connected together edgewise at 41 on the plane of the truss by plates 32 having wide ends 33 connected with integral narrow portions 34. These plates 32 have means of attachment to the ends of the assembled truss sections and to the bars 30. This positively holds the truss formation and the resulting wing formation to the particular outline and design desired. In Fig. 3, I have shown the wings of both the upper and lower planes in section. illustrating the truss formation, and in Fig. 6, I have shown such structure of two such trusses assembled in spaced relation, and on a larger scale than in the other views.

From the above-mentioned views it will be evident that the length of the trusses 28 represent the width of the wing at that position of the cross truss. These wings'have a wider breadth' at the center between the tips, which gradually narrows to the extreme ends to which the vanes 17 are pivoted, as above explained.

As shown in Fig. 6, 'these trusses are spaced in parallelism transverse of, and for substantially the length of the wings. For thereason stated in the immediately preceding paragraph the length of the several trusses varies with the particular position is -assumes in the wing. The several trusses are connected together at their forward ends by an integral bar 35 secured flxedly to the several trusses where each truss is independently braced by a plate 36 attached to the bars 30, the rear ends of each truss being also braced by an approximately triangular plate 37 connected to the bars l30 in the same manner as are the plates 36.

The cross trusses 28 are further held in:

suitable spaced relation by trusses 38 which may ybe formed of parallel bars 39, which trusses 38 are extended through the several cross truss frames 28 by means of spaced plates 40 to hold the bars 39 in secure position. I propose to use a large number of these cross truss frames 28, the latter being shown in Fig. 6 on a very large scale. I may provide them about fifty inches apart throughout the major length of the wing in which they are used. In some cases, however, they may be spaced somewhat farther apart. In any case, and it is understood that I vam not to be limited to the particularmeasurements mentioned herein for the mere purpose of illustration only, it will be evident that these wings will be rendered very strong for stabilizing the wings for rendering the latter very resistant to air currents moving in various directions, and to eddies formed by the shape of the frame structure `moving in any particular direction.

In any case, the general form of these trussed wings will afford strong resistance against .outer air pressure, so that crushing force exerted bygas bags therein will not injure the hollow wings. And, especially by the force of the trusses 38 by means of the plates 42, which are quite similar to the plates 32, the wings are braced against both lateral strains and twisting forces exerted exteriorly upon the planes.

Between the elongated cross truss frames 28 within the wing frames, I have provided further strengthening braces in the form of end braces only, which comprise forward short frames 43 extending from the bar 35 to the frames 38, and rear short frames 44 extending from the rear frame 38 to a point quite in alinement with the rear ends 45 of the cross trusses 28. Between these cross truss frames 28 and the frames 38 there results, therefore, a hollow space bounded by these four trusses, which is intended to receive therein, as a sort of pocket, a gas bag for inflation, which will add to the buoyancy of the entire structure, and will be described more in detail later. These so-called pockets are strengthened and thereby rendered fur'- ther suitable for receiving the gas bags, by

. the rovision of a lining on the inner walls of t e pocket, this lining 80 being of suitable material attached to the walls o the pocket to 'pliovide support for the bag. l e provislon of the end or short frames 43 and 44 is es cially useful, in that they brace the side e ges of the wings-the po1nts where especial bracing is most needed. The ed bars of-the various truss frames, as we as the several short frames 43 and 44, serve the further purpose of supports for the wing covers 47 which, as shown in these views, are metallic sheets, preferably some aluminum alloy, which are very thin and of course are very light in weight. These sheets 47 are not essentially made of aluminum, and in some instances will be made of heavy canvas or other textile sheets waterproofed as may be readily/done The are attached to these frames named, an the edges 48 of the upper and lower sheets are secured to the bars 35 by screws or bolts, providing a strong outer surface for the wings, as well as aifording great strength within. The wing shown in Fig. 7, is a lower wing and is, therefore, provided with seams 49 at the connection of the end edges of the covers 47, but since the upper wingzs of a plane are provided with the vanes 1 the hollow formation of the wings extends to the hinge 18 only.

Fig. 7 is shown as having a portion of the upper cover 47 partially detached from the trusses and folded back disclosing further structure of the interior of the wing. Between the outside covers 47, and held in proper position in the pockets formed by the truss frames as above described, are lo- 50 of gas-tight material, and

cated (pas bag provi ed wit a common filling pipe or tube one of each lead- 51 having branch pipes 52, ing to the bag in a given pocket. These bags are seated loosel in the several ckets exclept as they are eld therein by t e walls of t e shifting of the bags in the pockets to accommodate sli ht crushing eiect of the trusses due tolun ue outer force on the wings, as well as enables the ba to be removed for Y any purpose. This mam tube 51 leads from a compressed gas .tank which is located in the fusela and provided with a valve tov control t e passage of gas to. the wing bags. This compressed gas tank is kept 1n any portion of the fuselage without any attachment thereto, and may be removed at any ng. A maintube 51 is usually provided for the bags of each wing of the entire machine, though this is not regarded as strictly essential.

It is to be noted that the vanes 17, hereinbefore described,` are mounted for roviding an effective variation relative to t e length of the two wings of a pair. These conditions .tional form of the wings which adds ket. This feature permits slight trol which is not to my knowledge aorded by machines not so provided with these structural features.

thewingsresultsina' Special note is. also made of the cross secto the effectiveness of safety flight wlth this structure. It is emphasized that the forward end of the frame 28 which we may term the nose 58, is formed of up r and lower curves 59 and 60, respective y, which meet at the edge formed by the bar 35, the lower curve 60 making a larger angle with the horizontal plane p through bar 35' than does the curve 59. he effect of this shape is to give a lifting function to the planes due to the forward movement of the planes into the air which latter tends to raise the planes by ressure underneath the same.

Many etails of construction may be slightly chan ed without varying the operating princip es of the machine or modlfying the resulting functions thereof which applicant relies upon for his advantages from his improvements. For example, standards 7 6 may be extended upward above the upper plane, and stay wires 77. connected to the ends of these standards to brace the wmgs at the points 78 by reason of the concavo-convex arcs 14.

Havi'n now described the structure of my.

improve mechanism and the manner of its operation, what I claim and desire to secure by Letters Patent of the United States, is-

1. In an aeroplane, hollow 'wings each comprising an outer sheet covering and an inner frame structure comdprising a plurality of truss frames positione transverse of the wing and spaced apart the length of the wing, shorter frame trusses positioned between plairs of thelonger trusses and extending om the common lateral edges of the and from the common line of the ends ci the trusses for a portion onlyv of the breadth of the win, thus formin a pocket in the wing boun ed by a pair o the larger, main transverse trusses and the inner ends of the shorter truss frames therebetween, and a flexible gas bag positioned in said pocket.

2. In an aero lane wing, a hollow frame structure inclu 'ng elongated frame members extending transverse of the wing and spaced apart to form pockets between said member, the sides of each pocket being formed of two said transverse frame'members in parallelism'and the ends of said cross trusses connected with the truss frames, such ends being further braced by short truss frames, having narrow ends whose tips are in alinement with the narrow ends of the full length truss frames and' their broader ends forming in part the outline of said pockets, alining material attached to the JULIUS S. FOX.

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