Patent GB-444095-A (GB)
Title: Gyroplane apparatus adapted for road travel
IPC: B64C37/00
Filed: 1935-06-25
Abstract: 444,095. Gyroplane - automobile. THAON, A., 20, Boulevard Jules Peltier, St. Cloud, Seine-et-Oise, France. June 25, 1935, Nos. 18156 and 18157. Convention dates, June 25, 1934 and June 17, 1935. [Class 4] [See also Group XXXII] A gyroplane modified to permit of selfpropulsion on roads comprises at least one driving wheel, one or a pair of steering-wheels and means for reducing the over-all size of the craft to a size approximating that of an ordinary road vehicle. The machine shown is of the type known under the Registered Trade Mark " Autogiro." It comprises a main body, Figs. 1 and 4, terminating at the rear in a fin 1 and a fixed tail plane 2, and having an airscrew 3 arranged at the nose. Suspension means comprise a front axle with steering wheel 4 having streamline fairings 5, and a rear driving wheel 6. A rotor 7 is supported above the body by a collapsable pyramid. A motor 8 may be coupled to airscrew 2 and by means of bevel gear transmission 13 and a gear box 11 either to rotor 7 or to rear wheel 6. Gear box 11 provides for two forward speeds and reverse drive. When the apparatus is desired to operate as a road vehicle, the rotor blades are folded and reduced in span, the rotor support is collapsed to permit of the blades being nested in the position shown in Fig. 2, the length of the front axle supporting struts is reduced to level the body, and the airscrew is uncoupled from the engine and hold in an athwartships position. Rotor Assembly.-The rotor comprises a hub 61, Fig. 11, mounted in ball bearings on a support 62 pivoted on pin 63 carried by a triangular pyramid comprising pivoted stays 65, Fig. 1, and telescopic tubular member 17, 18 which is pivotally mounted on gear box 11. Three rotor blades are provided, of which two blades 72, Fig. 12, are connected by vertical hinge pins 75 to links 73 in turn pivoted about horizontal axes to hub 61 whilst the third 76 is connected to the hub without the intermediary of a hinge pin. Hinge pins 75 permit of blades 72 being folded rearwardly to the position shown in Fig. 4. Means for securing and folding blades 72 comprise links 84 connected by ball-and-socket joints to the blades and to a plate 81 mounted on shaft 78 and adapted to be rotated when required for spreading the blades by means of a disc 77 having studs 79 co-operating with studs 80 on plate 81. Disc 77 is driven directly or through a planetary gear by shaft 78 which is connected by a universal joint with a tube 85 journalled in telescopic support 18. At the lower end of tube 85 is fixed a nut through which screws a threaded shaft 83. When it is desired to raise the rotor from the position of Fig. 2 to that of Fig. 1, shaft 83 is driven through gearbox 11 by engine 8 thereby screwing the nut of tube 85 together with the rotor assembly upward until a stop-member 84 at the end of the threaded shaft 83 comes into contact with the nut. Further rotation of shaft 83 now rotates tube 85, shaft 78, and disc 77 which last acts through the stops 79, 80 to spread blades 72 into the flying position in which the stops 79 also engages abutments 82 formed on hub 61 and thus provide a rotor driving connection. The various parts are so designed that the torque required to turn the rotor is greater than that required to spread blades 72 which is in turn greater than that required to raise the rotor to flying position. In order to fold the blades and lower the rotor, hub 61 is first stopped by a brake 90 in the position in which blade 76 extends rearwardly, the rotor is next tilted back whereupon blades 72 swing rearwardly under the action of gravity, and finally the rotor is allowed to fall under its own weight, the rate of descent being controlled by a hand brake 91. Brake 91 embodies a catch element 93 which automatically falls into a notch in tube 17 at the completion of the upward movement of tube 18. The rotor blades, Figs. 9 and 10, each consist of an inner element 98 and an outer element 99 slidable therein. The outer end of element 99 is connected by an elastic cord or like device 102 to the inner end of element 98. The blade is thus contracted automatically when the rotor stops and is extended automatically upon rotation by the action of centrifugal force. Elements 99 are guided on the inner elements 98 by rollers 100, 101 and by the co-operation of tongues 107 with correspondingly grooved member 108 secured on the inner sides of the leading and trailing edges of element 98. Positive stops are formed by male wedge surfaces 105, on tongues 107 which engage corresponding female surfaces on members 108. Undercarriage stern and driving gear.-The landing gear comprises a streamlined axle 20, Fig. 5, secured to the body by radius rods 21 and by vertical shock absorbing struts 22 rigidly secured to the axle so as to absorb braking torque. Each strut 22 has two operating positions, one for flight, and one for road use as shown diagrammatically in Figs. 8 and 8<1>. In each position the strut is arranged to provide the requisite suspension characteristics. In both cases the resilient support is provided by piston 23 movable in a cylinder 24 containing compressed air. A certain quantity of liquid 25 is placed in cylinder 24 and piston 23 is formed with a chamber 26 having a valve 27 which remains closed in the extended position of the strut, Fig. 8, and is opened to effect the shortening of the strut for road use. In the former case shock-absorbing is ensured by the presence of air compressed between the liquid 25 and the bottom of piston 23, in the second case by the air compressed between liquid 23 and the upper closure of chamber 26. In a constructional form, Figs. 6 and 7, a certain quantity of oil 25 is placed at the bottom of cylinder 24. The chamber 26 of piston 23 is constituted by a tube 29 which surrounds, and is adapted for sliding movement relative to, a hollow stem 33 centrally secured to piston 23. The annular chamber 26 between tube 29 and stem 33 is sealed in the position shown in Fig. 7 by washers 31, 32 and a spring 35 serves to prevent entry of air via slits 30 into the chamber. Chamber 26 is, however, in communication via pipe 43 and four-way control valve 44 with a compressed air tank 47. Thus, whilst air from cylinder 24 cannot enter tube 26, air from tank 43 may pass leathers 31, 32 to compensate for leakage. The two other leads from valve 44 respectively communicate with the atmosphere and with the interior of piston 23 by way of pipe 42 and automatic valve 37. The hollow stem 33 is filled with oil and in combination with a piston 48 serves as a dashpot. In order to reduce the length of the strut for road use, valve 44 is turned to shut off the air supply to pipe 43 and to place pipe 42 in communication with the atmosphere. The pressure in piston 23 opens valve 37 and the piston sinks downwardly under its own weight beyond the position shown in Fig. 7. Chamber 26 now communicates with the cylinder 24 through slits 30. In this position valve 37 is held upon by engagement of its head 38 with the wall of tube 29. To bring the strut into the operating position of Fig. 8, valve 44 is turned to the position shown admitting compressed air into the leg from tank 47 thereby raising piston 23 until valve 37 shuts by reason of its head 38 clearing the tube 29. Steering and controlling.- Wheels 4, Fig. 5, which together with their casings are adapted to steer the machine on the ground to act as rudders in flight are turned by a hand wheel 60 carried by a control column 133, Fig. 1, by means of rack-and-pinion gear. Steering wheel column 57 is of telescopic construction and is universally jointed to permit of movements of axle 20 relative to the body and of fore-and-aft movement of the wheel to tilt the rotor for control in flight. The rotor tilting control includes members 136, 137, Fig. 1, which are locked in flight but which slide one over the other when the rotor is allowed to fall to the nested position. Means are provided for holding control column 133 stationary when the machine is on the road. Airscrew drive.-Airscrew 3, Fig. 13, is driven from the engine through a coupling providing means for obtaining positive drive, drive through a clutch, braking of the airscrew. and locking of the airscrew in a transversal position. Airscrew hub 115 is rotatably mounted on a bearing sleeve 110 keyed to crank-shaft 112. Slidable on sleeve 110 under control of a fork 114 is a coupling member 113 formed with dog clutch teeth 120 and a coned surface 119 which are respectively engageable with corresponding teeth 120 and coned surface 119 formed on driving plate 118 secured to the airscrew hub. Plate 118 is formed with a continuous shoulder 121 and a shoulder 122 which is interrupted by two notches 123. A pivotally mounted member 124 is adapted to be engaged with the face of shoulder 121 in order to brake the airscrew and to stop the airscrew in a given position when oppositely moved to engage in notch 123.