* GB785633 (A)

Description: GB785633 (A) ? 1957-10-30

Improvements in aircraft having a variable wing area

Description of GB785633 (A)

PATENT SPECIFICATION 785,633 Date of Application and filing Complete Specification Nov I I, 1955. 0 zt No 32264/55. Application made in France on Nov 13, 1954. Complete Specification Published Oct 30, 1957. Index at Acceptance:-Class 4, B( 2: 3: 5), C( 70,2: 8 DX: 8 H). International Classification: -B 64 c, d. COMPLETE SPECIFICATION Improvements an Aircraft having a Variable Wing Area I, MAURICE Lou Is HUREL, a French Citizen, of 119, Rue Perronet, Neuilly-sur-Seine (Seine), France, do hereby declare the invention, for which I pray that a patent may be granted to me, and the method by which it is to be performed, to be particularly described in and by the following statement: The present invention relates to aircraft having a variable wing area and more especially aircraft provided with jet propulsion engines. Many solutions have already been proposed for adapting the wing area of an aircraft to different flying conditions However, these solutions have proved little satisfactory On the other hand, the problem of adapting the wing area to different flying conditions is particularly important in the case of an aircraft provided with jet propulsion engines This is due to the fact that the thrust of such engines being relatively low at the take-off, since it is hardly higher than the thrust produced in flight, a jet propelled aircraft requires a wing system of relatively large area for taking off in order to limit the take off run to an acceptable value. On the contrary, in flight, the necessary area is very small in view of the high speed of such an aircraft, which enables it to fly, even at cruising speed, with a very low lift coefficient for instance

ranging from 0 1 to 0 4 It follows:( 1) that, up to the present time, no jet propelled aircraft has been flying with the maximum lift to drag ratio; ( 2) that a reduction of the wing area would produce, not only an increase of speed, but also an increase of the aerodynamic efficiency and an improvement in the efficiency of the propelling system. The object of the present invention is to provide an aircraft of the above mentioned kind, and in particular a jet propelled aircraft, which is better adapted to meet the requirements of practice. According to my invention, such an aircraft, which includes, in addition to a normal wing, a rectraztable supplementary wing, is characterized in that this last mentioned wing, which is preferably of thick aerofoil section, is mounted in such manner on the fuselage that it is rotatable about an axis disposed in the plane of symmetry of said complementary wing, approximately midway between its leading and trailing edges, and substantially at right angles to the general plane thereof, this wing, in its retracted position, extending inside the fuselage in the fore-and-aft direction thereof, over most of the length thereof, and being adapted to be brought from its retracted position to its working position by a rotation of substantially 900 about said axis. Other features of the present invention will become apparent in the course of the following detailed description of an embodiment thereof with reference to the appended drawings, given merely by way of example and in which:Fig 1 is an elevational view of a jet propelled aircraft made according to my invention. Fig 2 is a plan view corresponding to Fig. Fig 3 is a front view corresponding to Figs. 1 and 2. Fig 4 shows on an enlarged scale the cross section of a complementary take-off wing provided with lift increase flaps and also the means for mounting said wing inside the fuselage. Fig 5 is a plan view of said last mentioned means. The aircraft shown on the drawings include a fuselage 1, of conventional aerodynamic shape, provided at its front end with air intake means 2 and at its rear end with a tail unit 3 provided with a horizontal surface 4 and carrying at least one jet nozzle. The wing system includes a fixed wing 5 for normal flying and a rectractable wing 6 for taking off, landing and, possibly, for climbing or flying with an engine stopped The two wings are disposed substantially one above the other Preferably, t Lhi fixed wising 5 used for normal fi 3 laig is the upper -iug and the retractable wing 6 is the lower wing. According to the main feature of my invention, the retractable wing 6

is mounted in such manner in the fuselage that it can rotate, about an axis disposed in the plane a) syiiirietry osuch wing, approximately midway between the leading and trailing edges thereol and substantially at right angles to the general plane of the wing, through an angle of about 90 ' Furthermore, I provide in the side walls of fuselage 1, longitudinal slots 7 which extend on one side of the fuselage toward the front and on the other side toward the rear so that wing 6 can be rotated from its retracted position inside the fuselage (see position indicated in Fig 2 in dot-and-dash lines) to its working position by a movement of rotation about an axis passing through its central portion and at right angles to its general plane, the working position being shown on Figs 1, 2 and 3 by solid lines These slots are provided with movable panels (not shown on the drawings) adapted to cover the above mentioned slots when wing 6 is in either of its working and retracted positions, but making it possible to shift the wing from one position to the other. Wing $ is given an area, an aerofoil section and a position with respect to movable wing 6 such that said wing 5 can achieve by itself the lift necessary forl flight of the aircraft when the flying speed is above a given value, ranging for instance from 600 to 800 km per hour. Preferably, wing 5 is braced (see supports 8 on the drawings), which makes it possible to give a good aspect ratio A good aspect ratio, for instance higher than 6, is useful even when flying at supersonic speed since this wing which has a very high wing load per square foot will fly with a relatively high lift coefficient Wing 5 may either be straight or have a substantial dihedral, or it may be delta-shaped or in the form of a swallow tail X Whatever be its shape, it will be chosen so as to have its maximum efficiency at normal high flying speed without taking into account for this wing the conditions corresponding to take off. Accordingly, wing 5 may be made very thin, its relative thickness being as low asi possible and for instance lower than 5 o If wing 5 can increase the lift at take off speed, this is useful. Concerning now the retractable wing 6 which constitutes the complementary wing necessary for take off and landing and which may also be used for other flying conditions such as climbing or flying with an engine stopped, the following remarks should be made:The span and chord length of this wing are limited by the length and width of the fuselage inside which this wing is to be retracted. In other words, this span and this chord length cannot exceed values slightly smaller than the length and the width of the fuselage, respectively. In order to be able to house into the fuselage a wing 6 of maximum

span, it will be necessary to distribute the loads determining 70 the position of the centre of gravity of the fuselage in such manner that this centre of gravity is located about half way between the ends of the fuselage Therefore, the retractable wying 6 and also the fixed wing 5 the centres 75 of thrust of which must be located close to the centre of gravity of the fuselage must also be located about half-way between the ends of the uuseiag T;a u Sg W when it is retracted engages in portions of the fuselage of substan 80 tially equal lengths at the front and at the rear of its axis of rotation. In order to have the centre of gravity located approximately half-way between the ends of the fuselage, die jet engine (not visible on the 85 drawings' is disposed, in the known fashion, in the rear portion of said fuselage which is given a sufficient length so that the tail unit, without being of excessive dimensions, can ensure the necessary stability and manoeuvra 90 bility and the crew of the aircraft is placed in the front portion of the fuselage which is made sufficiently long to ensure at the same time a correct centering, whereby the front and rear portions are of approximately equal lengths 95 In view of the usual conditions relating to the necessity of housing within the fuselage, the propelling engine, the crew, the useful load and either the whole or a portion of the fuel, and to the necessity of giving the rear portion 100 of the fuselage a length necessary for achieving a satisfactory action of the tail unit without giving this tail unit excessive dimensions, it was found that calculation leads to a fuselage the dimensions of which are sufficient for 105 housing therein a wing of sufficient size for obtaining the desired result of the present invention, to wit the possibility of flying at low speed, and good efficiency conditions for taking off, landing, climbing and possibly fly 110 ing with an engine stopped. The aerofoil section of wing 6 must be adapted to relatively low speeds This section is therefore as thick as possible in view of the fact that this wing is used only for low flying 115 speeds, whereas it must be retracted for high flying speeds when wing 5 is the only lift producing system Furthermore, wing 6 is to be fitted with a lift increase device as efficient as possible This lift increase device may be con 120 stituted by flaps of the Fowler type, as shown at 9, the chord length of which may be as high as or even higher than one half of the chord length of the wing. Fig 4 shows such a Fowler flap in two posi 125 tions (the position of rest being shown by solid lines and the working position by dotted lines). According to a preferred embodiment, the relatively great thickness of retractable wing 6 is taken advantage of for fixing therein the 130 785,633 nearly equal to the area in plan view of the fuselage This

area of wing 6 may be brought to 15 sq m when the lift increase flaps are brought into working position, since as above stated, the chord length of said flaps is about one half of the chord length of the wing This wing with its lifting flaps in working position will have a lift coefficient which may be as high as 3 0 so that the wing and its lift increase device at the speed of 60 m per second achieve a lift of about 6700 kg The whole lift of the two wings on taking off therefore reaches 8000 kg at the speed of 60 m per second, whereby the aircraft takes of at said speed, which is perfectly admissible. Of course it is necessary to ensure centering and stability of the aircraft during the period where wing 6 is being rotated either for bringing in into working position for landing, or for retracting it once the high speed at which wing suffices to achieve the necessary lift has been reached. In order to prevent any disturbance in the behaviour of the aircraft, the wing system is mounted in such manner that the lift of wing 6 in the flying conditions where said wing is to be rotated from one position to the other is equal to zero For this purpose, the normal flying wing 5 is given an aerodynamic incidence higher than that of the take off wing 6, the difference of incidence being such that the aircraft can fly at the speed (for instance 650 km/ h) at which the position of wing 6 is to be shifted, with an angle of attack corresponding to a zero lift of take off wing 6, the whole lift being then achieved by the normal flying wing 5. landing gear 10-11 which, in retracted position, is housed inside this wing The effect of such landing means is further completed by a front wheel 12 which can be retracted into the fuselage Fuel tanks may be housed inside the retractable wing 6, especially in view of the relatively great thickness of this wing. Wing 6 must be rotated with respect to the fuselage and it is advantageous to use, for this purpose, the arrangement shown by the drawings This arrangement includes a pivot constituted for instance by a ball 13 fixed on the under face of a girder 14 which extends in the fore-and-aft direction of the fuselage This ball cooperates with a socket 15 fixed on the top of wing 6 Furthermore, on the top surface of this wing is fixed a circular structure 16 concentric with the ball-and-socket joint 13and the axis of this circular structure is at right angles to the general plane of wing 6. Structure 16 is supported by fixed lugs 17 or by rollers carried by such lugs and the number of which is for instance equal to three Said lugs are distributed about the axis of structure 16 at equal angular distances, each of these angular distances corresponding for instance to 1200 These lugs, or the rollers that they support, are engaged in lateral slots 18 provided in structure 16 and each of which extends

over at least 900 These lugs 17 are fixed to transverse members 19 belonging to the framework of the fuselage They keep wing 6 in a given plane with respect to the fuselage and this both when wing 6 is in working position or when it is in retracted position, and also when said wing is rotating from one of these positions to the other The rotation of wing 6 with respect to the fuselage may be obtained through any suitable driving means, for instance by means of an electric motor 20 fixed to the fuselage and driving a pinion 21 in mesh with a toothed wheel 22 carried by the top of circular structure 16. Locking means, not shown on the drawings, may be provided for keeping wing 6 in either of its working and retracted positions. By way of non-limitative Example I will indicate a range of dimensions for the areas of wings 5 and 6 for a jet propelled fighter aircraft of a total weight of about 8000 kg and the fuselage of which has in plan view an area of about 12 square meters In order to enable such an aircraft to take off at relatively moderate speed (about 60 m per second), I proceed as follows:I give the normal flying wing 5 a small area of about 6 sq m which, despite the low value of the maximum lift coefficient of this wing, achieves, with a take off speed of 60 m per second, a lift of about 1300 kg, whereas the lift of this wing is sufficient to support the whole of the weight of the aircraft for high flying speeds (above 600 km/hour) The complementary take off wing 6 is given an area of about 10 sqm, that is to say an area which is It is also useful, although this is not necessary, to achieve a longitudinal stability of form during the retracting of wing 6 For this pur 10 o pose, it suffices to give the horizontal surface 4 of the tail unit a dimension such that the aircraft is stable for any position of the take off wing If, in some cases, the area of the horizontal plane of the tail unit comes to reach 110 excessive values which could not be accepted for normal flying, it is possible to make use of a supplementary horizontal tail unit plane 23 retractable by rotation about an axis perpendicular to its plane, and therefore analogous to 115 the take off wing 6 In this case also, in order to avoid a disturbance during rotation of this supplementary tail unit surface, said surface has a zero lift when it is to be shifted from one position to the other, after the take off wing 120 6 has been itself shifted.

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* GB785634 (A)

Description: GB785634 (A) ? 1957-10-30

Improvements in the pivoting of bogies

Description of GB785634 (A)

PATENT SPECIFICATION 7290 C 24 4 i A d Date of Application and filing Complete Specification: Dec 6, 1955. No 34927155. Application made in Germany on Dec 17, 1954. Complete Specification Published: Oct 30, 1957. Index at acceptance:-Class 103 ( 6), B 5 A, B 5 C( 3: 6: X). International Classification: 1 861 f. COMPLETE SPECIFICATION Improvements in the Pivoting of Bogies We, MASCHINENFABR Uic AUGSBURG-NURNBERG A G, of N Urnberg, Germany, a German Company, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: - This invention relates to the pivoting of a bogie to the vehicle body of rail vehicles. The pivoting has the duty of guiding the bogie in a horizontal plane Forces in the longitudinal direction of the vehicle are to be transmitted between vehicle body and bogie with the minimum amount of play, that is to say, relative motions between bogie and vehicle body in the longitudinal direction of the vehicle are to be prevented to the greatest possible extent Forces in the transverse direction of the vehicle are to be flexibly transmitted, that is to say, relative motions between vehicle body and bogie in the transverse direction of the vehicle are to be made possible After a transverse motion the bogie is to be brought back again into its mid-position That the rotary motions of the bogie under the vehicle body must not be hindered in any way goes without saying.

It is known to pivot the bogie to the vehicle body at the level of the axle shaft centres In the case of this so-called low pivoting the pivot pin fixed to the vehicle body is lengthened at least approximately into the transverse plane passing through the axle shaft centres and is there connected. Low pivoting effectively prevents plunging motions of the bogie Plunging motions occur more particularly, when starting and applying the brakes, and cause not only insteady running, but uneven loading of the axles. They are released by moments which are formed by longitudinal forces multiplied by the distance of the pivot pin attachment from the horizontal plane passing through the axle shaft centres Now, since in the case of low pivoting the pivoting of the pivot pin takes place at the level of the axle shaft centres, lPrice 3 s 6 d) no or only quite insignificant plunging motions can occur with low pivoting of the pivot pin Besides the advantage, however, low pivoting has several disadvantages Thus, XO the pivot pin, owing to its length, is subjected to considerable bending stresses Moreover, low pivoting is a fruitful cause of swaying motions of the vehicle Swaying motions are initiated by moments which are caused 55 by transverse forces acting at the centre of gravity of the vehicle multiplied by the vertical distance of the pivoting point of the bogie from the centre of gravity of the vehicle Since in the case of low pivoting 60 this distance is very great, swaying motions are reinforced by low pivoting. This last-named disadvantage and the disadvantage of the considerable stressing of the long pivot pin by bending forces are not 65 shared by the also known high pivoting arrangement High pivoting has, it is true, not the advantage, that the plunging tendency of the vehicle is effectively counteracted A vehicle with high pivoting will, on the contrary, tend to plunge quite considerably. The basic object of the invention is to provide a pivoting arrangement for bogies, which combines in itself the advantages of high pivoting and low pivoting, without showing 75 the disadvantages of both. According to the invention this problem is solved by the expedient, that the pivoting of the bogie is placed, as regards the transmission of longitudinal force, at least approxi 80 mately at the level of the axle shaft centres and, as regards the flexible transmission of transverse force as near as possible to the level of the centre of gravity of the vehicle. Through this arrangement plunging motions 85 of the vehicle are effectively counteracted or do not occur at all and the swaying motions are greatly reduced, these being practically completely kept off the frequently very soft vehicle springing and being taken up by the go generally very much harder axle bush springing Moreover, a

pivot pin is entirely dispensable and the bogie can be constructed without a rocker. For transverse guiding a restoring device of a kind known per se is used, which is disposed in the transverse plane passing through the bogie centre and symmetrically to the central longitudinal plane of the bogie The restoring device held in the bogie frame bears with pressure members, which have ball-shaped ends and by means of pressure plates limit the expansion of a compression spring at both ends, against spherical concave parts on the vehicle body The pivoting as regards the longitudinal forces is effected by means of a space bar pivoted approximately at the level of the axle shaft centres at one end on the bogie frame and at the other end on the vehicle body The running of the vehicle is still further favourably influenced, if, according to a further feature of the invention, the space bar for the transmission of the longitudinal forces be constructed to act at the same time as an additional support against swaying motions, which can be effected without serious constructional cost. A constructional example of the invention is illustrated diagrammatically in the drawings, in which:Fig 1 shows a side elevation of a bogie with a pivoting arrangement according to the invention, in the left-hand half mainly in elevation and in the right-hand half in section on line I-I of Fig 3, Fig 2 a section on line II-II of Fig 3, Fig 3 a view of the bogie according to Fig. 1 from above, with the vehicle body removed,and partly in section. The vehicle body 1 is supported through springs on the bogie 2 The springs are constructed as helical springs 3 with sliding plates 4 The frame 5 of the bogie 2 is supported by way of the axle bush springing 7 on the axle bushes 6 The axle bush springing is considerably harder than the vehicle body springing 3 The sets of wheels 8, 9 of the bogie 2 are guided by space bars 10 in the bogie frame 5. The pivoting of the bogie 2 on the vehicle body as regards the transverse forces is effected by a restoring device 11 It is disposed in the transverse plane passing through the middle of the vehicle and symmetrically to the lonitudinal centre plane of the vehicle. It consists of a housing 12 fixed to the bogie frame, a helical spring 15 guided in it andplaced with initial stressing between two spring plates 13, 14 and of two pressure members 16, 17 These bear with their ballshaped ends against the spring plates 13, 14 and against spherical concave parts 18, 19 of brackets 20, 21 of the vehicle body 1 The restoring device is brought as close as possible to the horizontal plane a passing through the centre of gravity S of the vehicle. T he pivoting of the bogie as regards the longitudinal forces, hence in the first place as regards the braking and driving forces, is effected through a space bar 22 which lies symmetrically with respect

to the longitu 70 dinal centre line of the vehicle and is resistant to pull, push and torsion The space bar 22 engages with its fork-like ends pins 23, 24 pointing in the transverse direction of the vehicle The pin 23 is supported on a sleeve 75 which is adapted to rock about a vertical pin 26 The vertical pin 26 is supported at both ends in the bogie frame 5 The pin 24 is guided on a sleeve 27 which is adapted to rock about a vertical pin 28 The pin 28 is 80 held on a bracket 29 of the vehicle body 1. The pivoting of the space bar 22 on the bogie frame and the vehicle body respectively is effected approximately at the level of the axle shaft centres 85 The space bar 22 is formed as a tube ending in forked pieces Owing to this formation and suitable dimensioning-more particularly owing to its rigidity to twisting-it is suitable for acting as an additional support 90 against swaying.

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* GB785635 (A)

Description: GB785635 (A) ? 1957-10-30

Servo-assisted hydraulic braking system

Description of GB785635 (A)

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PATENT SI T 1 C MCATJI IM Cl A 12 ITC V B 53 G 635 Date of Application and filing Complete Specification Dec 19, 19 5. Ilo 36335/55. Application made in Germany on March 23, 1955. (Patent of Addition to No 769,775 dated May 25, 1955). Complete Specification Published Oct 30, 1957. Index at acceptance: -Class 103 ( 11), 7 (A 1 ii A 2 CC Il), W 73 M' International Classification:-061 h. COMP 1 l'LETE SlPECIRC ION Servo-Annnsfred l Eiy m Qli 8 J 1 Sy'icem We, HEINZ TEVES and ERNST AUGUST TEVES, both German citizens, trading as Alfred Teves Masehinenl-und Armaturenfabrik KG., of 41-53, Rebstocker Strasse, Fran'furt/Main, Germany, do, hereby declare the invention for which we raly that a patent mary be granted to us, and the method by which it is to be peformed, to be particularly described in and by the following statement:- The subject of the main Patent No 769,775 is a servo-assisted hydraulic braking system, more particularly for motor ve&cides In this braking system regard is had to the additional load on the front wheels during braking, in consequence of dynamic axle load displacement, by the provision of an auxiliary power cylinder, which brings into operation an auxiliary pressure at a predetermined brak ing pressure, connected to the pipe leading to the 2 () front wheel brake cylinders In the bra'kng system according to the main patentr the front wheel brake cylinders and the rear wheel bral e cylinders are actuated, up to a predetermined brakin, pressure, by th-ie same bra Lkng, p-essure rodroed by a foot-operated master cylinder After the predetermined pressure has been reached, the auxilia-ry power cylinder is brought into action, and amplifies the braking pressure acting on the front wheel brake cylinders Furthermore, the braking pressure acting on the rear wheel brale cylinders is then produced exclusively by the foot-oxerated master cylinder. The present invention relates to a further development of the invention according to the main patent, and consists in that a second auxiliary p O er cylinder is connected to the pipe leading from the master cylinder to the wheel brake cylnders, comes into oneration shortly after the commencement of braking, and arnlifies the braking pressure produced by the foot-operated master cylinder All utle 7 heel

brahe Cvyinders are then actuated by an auxiliary po Jeoossssted braking pressure. This prevents the rear -heel brake cvlinders from being, actuated ex-,clusively by the braking pressure produced by the foct-operated nmlaster cylinder, which is often undesirable because o 2 dean ids on the driver. A censtructional example of thk bra'king 50 system according to the present invention is illustrate d in the accenplan>irin drawing The hydraulic master cylinder 1 is connected via a pi Pe 2 to en auxiihy pressure device 3 A pipe 4 leads from the atuiliary,ressure de-7 ice 55 to the rear wheel brake cylinders 5, and a Dipe 6 via an auxiliary pressure device 7, as described in the main patent, and which is gonerally similar to the device 3, to the front wheel bake cylinders S The auxiliary pres 60 sure dev-ice 3 consists of a working cylinder 9 sub-divided by a niston 17 into chambers 18 and 19, an au-iliary P Ower cylinder 10 connected thereto, and a valve member 141 to whichl atmospheric air can be fed The chain 65 ber 11 and the chamber 12 of the auxiliary power cylinder 10 are conne-cted, in the rest position, to the vacuum Dipe coming from the engine The working chamber 12 also cornsnrumcares vian the pipe 13 with the valve 14, 70 the openiw" of which to atmoshere is conLrolied by a piston 20 The piston 17 of the workzing cylinder 9 serves as a seat for the pisten rod 16 og uhe autiliare y pc'rer cylinder piston 15 ai 1 d rod being constructed as a 75 valve. The arrangement operates as follows: Upon the coammaencement of br:aking the pressure created b 9 y operation of the inaster cylinder displaces the control piston 20 of the valve 14 80 thus causinrg the admission of atmosphere into the chambe 3 r 12 of the working cylinder 10 and actation of the piston 15 This causes displaceme nt of the piston 15, and the piston rod 16 hich ope-rates as a valve, shuts o Fi the 85 flowa of Dre S Sure means from chamber 18 to chambe 19 and then displaces the piston 17. This disniacament causes an additional increase:n riessure in the pipes 4 and 6 The bsrak ing -pressure acting on the whieel brake 90 cylinerlcs is thus made up of the pressure nro-luced by the foot-operated master cylinder d also of the pressure exered by the cuxiliary pover cylinder piston on the piston 785,635 17 The pressure amplified by the auxiliary pressure device at first acts both on the rear wheel brake cylinders and on the front wheel brake cylinders At a predetermined braking pressure the auxiliary pressure device 7 becomes effective in the same way, to further amplify the braking pressure acting on the front wheel brake cylinders, so as to achieve compensation for the additional loading on the front wheels during braking.

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* GB785636 (A)

Description: GB785636 (A) ? 1957-10-30

Control arrangement for radio or television receivers

Description of GB785636 (A)

PATENT SPECIFICATION X Date of application and filing Corplete Specification: Jan 6, 1956. Application mode in Germany on Jan 8, 1955 Complete Specipcation Published: Oct 30, 1957. Index at acceptance:-Classes 40 ( 3), F 5 B; and 40 ( 5), Q 2 C. International Classification:-HI 04 h, n. COMPLETE SPECIFICATION Control Arrangement for Radio or Television Receivers We, STANDARD TELEPHONES AND CABLES LIMITED, a British Company, of Connaught House, 63 Aldwych, London W C 2, England, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: - This invention relates to a control arrangement for either radio or television receivers. Remote control of such receivers by means of a small radio transmitter, which transmits a signal from a place at a distance from the receiver and operates, for example, a stepping mechanism at the receiver, is well known It is also well known to have a duplicate set of control devices at a place distant from the receiver, and connected to the receiver by means of a cable. These arrangements entail the provision of additional controls which

increase the cost of the receiver, and it is an object of the present invention to reduce this cost. An embodiment of the invention will now be described with reference to the accompanying drawing which shows in Fig 1 a part of a front view of a television receiver; in Fig 2 a perspective view of the part of a television receiver shown in Fig 1 with a unit, containing a number of control devices, removed from the cabinet of the receiver; in Fig 3 a view from the base of the receiver of a mechanism within the receiver and associated with said unit; and in Fig 4 a view, partly in section and taken from the side of the receiver, of said mechanism. Referring to the drawings there is shown a cabinet 1 which has an opening 2 for a cathode ray tube screen In the base 3 of the cabinet there is located a unit 4 containing three control devices, the knobs 5, 6, and 7 of which are partly visible These devices which are permanently connected to the cirlPrice 3 s 6 d l cuit of the receiver are used to control the volume, the brightness, and the contrast respectively On one side of the unit 4 there is a mains switch 10, and on the other side 50 there is a control lever 11 which is connected to the mechanism associated with the unit 4. As shown in Fig 3, the unit 4 which consists of two parts 4 a and 4 b is provided with two projections 8 and 9 The unit may be 55 gripped by these projections and removed from the cabinet When so removed the control devices remain connected to the circuit by means of leads contained within cable 12. It is possible, to make the controls effect 60 the adjustment of the receiver by means of direct currents, for example by varying the bias on a valve, and thus to reduce the effect of the leads upon the operation of the circuit The control devices in this case may be 65 variable resistors. The cable 12 is wound upon a drum as shown at 14 The drum is attached to, a ratchet wheel 15, and is spring loaded as indicated at 16 When the unit 4 is withdrawn 70 from the receiver, the cable is unwound from the drum which is thereby rotated causing the spring to be wound up The spring is prevented from restoring the drum by the pawl 13 which engages ratchet wheel 15 75 When the unit is to be replaced in the receiver, the lever 11 may be pressed so that the pawl 13 disengages from the ratchet wheel 15 This allows the drum to be restored to its original position by the spring 80 16 and wind up the cable. The positions of the switches and control levers may be made more easily visible by means of lamps, such as that shown at 17, placed in such positions that light from them 85 shines through translucent covers such as 18 placed around switch 10.

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* GB785637 (A)

Description: GB785637 (A) ? 1957-10-30

Improvements in or relating to adjustable struts

Description of GB785637 (A)

PATENT SPECIFICATION 7859637 Date of application and filing Complete Specification: Jan 23, 1956. No 2184156. Application made in France on Jan 25, 1955. Complete Specification Published: Oct 30, 1957. Index at acceptance:-Classes 20 ( 2), E 2 D 3 C; and 44, BE 6 C. International Classification:-E 21 d F 06 b. COMPLETE SPECIFICATION Improvements in or relating to Adjustable Struts I, HENRI REGLAIN, a Citizen of the French Republic, residing 2, Rue de Liege, Lorient (Morbihan), France, do hereby declare the invention, for which I pray that a patent may be granted to me, and the method by which it is to be performed, to be particularly described in and by the following statement: - The present invention relates to adjustable struts. Vertical struts adapted to be adjusted in height are frequently employed in building works, but as a rule they require auxiliary blocks which are placed thereunder for accurately adjusting their height according to is cases and applications Vertically-adjustable struts have already been proposed to contractors and builders but the hitherto known types are difficult to handle because their adjusting mechanisms are generally elaborate, and their lack of sturdiness is

inconsistent with working conditions and safety requirements usually prevailing in building sites, where only machinery and tools of great strength and adapted to be used without the assistance of auxiliary or special equipment should be employed. In view of the foregoing, it is the chief object of the present invention to provide a vertically-adjustable strut characterized by a great strength and an extraordinary ease of handling. The invention provides a strut characterised in that it consists of a pair of rectilinear elements made of angle bar sections of the same cross-sectional shape, fitting in slidable contact one in the other, the inner element having formed or provided on the side opposite to its back an external ramp inclined to the longitudinal axis of the element and adapted to be engaged by one side of a polygonal clamping collar surrounding the pair of elements and bearing on the other side against the back of the outer element, so that the elements may be locked in any desired relative position by bringing them to the said position by a sliding movement and subselPrice 3 s 6 d l quently wedging the collar between the back of the outer element and the ramp of the inner element by forcing its collar to slide over the assembly of the two elements, tra so versing its said ramp in the desired direction. The sliding movement of the collar for wedging same may be effected quite easily by knocking the collar end opposite to the direction of movement The collar may be 55 unwedged or unlocked in a similar way by knocking in the reverse direction on the other end thereof. According to a particularly advantageous form of embodiment of this invention the 60 collar consists of a pair of triangles enclosing both elements and inclined in opposite directions from a common base disposed at right angles to the longitudinal axis of the strut and engaging the inclined ramp of the inner 65 element, whilst the inner sides, of the apex angles of these triangles engage the back edge of the outer element. In order to afford a clearer understanding of the present invention and of the manner 70 in which the same may be carried out in the practice, a few forms of embodiment thereof will be described hereafter by way of example with reference to the accompanying drawings forming part of this specification 75 In the drawings: Figure 1 is a lateral view showing the strut in its extended condition. Figure 2 is a cross-sectional section taken upon the line II-II of Fig 1 80 Figure 3 is a detail view showing in perspective the assembling and clamping collar. Figure 4 is a fragmentary lateral view showing on a larger scale the relative arrangement and assembling of the strut-form 85 ing elements.

Figure 5 is a horizontal section taken upon the line V-V of Fig 4. Figure 6 is a view similar to Fig 1 but showing the strut at its minimum height 90 Figure 7 is a fragmentary lateral view similar to Fig 4 but illustrating a modified 2 785,637 embodiment; Figure 8 is a fragmentary lateral view showing another modified embodiment of the strut with the collar released. Figure 9 is a similar view showing the same strut with the collar wedged to lock or clamp the elements in the desired adjustment position; and Figures 10 and 11 are cross-sectional views of this last embodiment taken upon the lines X-X and XI-XI of Fig 8, respectively. The telescopic strut illustrated in Figs 1 to 5 consists of a pair of angle-bar elements 1, 2 of same cross-sectional shape, slidably in1 S terfitting each other, to permit the longitudinal or vertical adjustment of the strut. At their interfitting portions the registering surfaces of the corresponding end portions of the two elements contact each other; in other words, their adjacent portions, i e their flanges, contact one another as shown in the drawings Thus, in the example illustrated the upper angle iron is the outer element and the lower angle iron the inner element of the assembly. The lower inner element constitutes the foot of the strut and is provided with the conventional base plate 3; its flanges are wider than those of the upper outer element 2, at least on the major portion of its length or height At their upper portions 4 the flanges of the lower angle-bar are each formed at the same level with a notch 6 having one edge 5 inclined to the longitudinal axis of the element The edges 5 of the notches formed in both flanges are coplanar, i.e located in a common inclined plane, and adapted to act as a cam face or wedging ramp, as will be made clear presently As will be seen from the drawings, this ramp is directed outwards and is opposite to the back or edge of the angle-bar. The upper angle-bar has no specific feature except that its top carries a head-plate (not shown). The collar or clamping member provided for locking the pair of angle-bar elements of the strut at the level of the ramp 5 and at any desired and suitable point of the upper ele. so ment 2 which has been brought level with this ramp is illustrated more particularly in Fig 3 It consists of a pair of isosceles triangles 8, 9 each surrounding the pair of elements 1, 2 and comprising a common base 10 from which their planes are inclined in opposite directions, so that the upper triangle 8 extends upwards and the lower triangle 9 downwards The common base 10 of these triangles 8, 9 is directed at right angles to the a longitudinal axis of the angle-bar elements and constitutes a cross member engaging the ramps

5, as shown The apex angles of both triangles 8, 9 engage the back edge of the outer angle-bar 2 and are so chosen that the lateral sides of the triangles engage the outer faces of the flanges of the outer angle-bar, as shown The apices 8 a and 9 a of the pair of triangles constituting the clamping collar are interconnected by a rectilinear member 7 extending along the rear edge of the outer 70 angle-bar; when the collar is in its locking position it engages, and is parallel to, this rear edge The ends of this rectilinear element 7 are formed with outwardly bent extensions forming a pair of heels 1 la, l lb 75 The component elements of this polygonal clamping collar, i e the sides of the two triangles and the connecting member 7, may consist of metal wires, rods, sections, etc, of any desired cross-sectional shape to In the inoperative position, the cross member 10 of the clamping collar registers with the upper portion of the inclined ramps 5 so that the collar is not wedged Consequently, the elements 1, 2 are free with respect to each 85 other and it is possible to cause the upper element to slide along the lower element to adjust the length of the strut to the desired value When this adjustment is completed the two elements may be locked in their rela 90 tive positions by striking the upper heel lla of the clamping collar with a hammer or like tool in the direction of the arrow 13; thus, the cross member 10 of the clamping collar will slide on the ramps 5 of the flanges of the 95 lower element 1, and at the same time the vertical member 7 of the collar slides along the edge 14 of the upper element Due to the action exerted by the ramps 5 and also to a certain resilient deformation of the pair of 100 collar-forming triangles 8, 9 the two elements of the strut are quickly locked in the desired relative position. To unlock or unwedge the strut it will be sufficient to knock with a hammer on the IOS lower heel 1 lb of the clamping collar, i e in the direction of the arrow 15 When the elements are released it is again possible to move the element 2 along the element 1 for either bringing and locking it to another l 10 position, or stowing the strut, in which case the elements are reduced to their minimumn length as illustrated in Fig 6. Of course, the advantages characterizing this device will be readily apparent to any 115 body conversant with the use of struts and props, for it combines a great strength with a maximum efficiency and simplicity It is well known that in building yards, and generally speaking in any outdoor installations 120 or plants, all systems comprising screw-jacks or like devices are doomed to failure or distruction Nothing can compare with an assembly adapted to be locked and unlocked by using simply a hammer or a like percus 125 sive tool. For additional safety the inclined plane constituted by the edges 5 of the notch 6 formed in each flange of the inner angle-bar is so

inclined that its lower end is positioned 130 785,637 outer angle-bar may be moved without taking care of the collar This is a considerable advantage for if this top surface were not provided it would be necessary to hold the collar with the hand to prevent it from slid 70 ing down by gravity and interfering with the movement of the outer angle-bar. Preferably, the outer angle-bar, which in the example illustrated is the upper element 2, may carry a triangular collar 19 secured 75 permanently thereon, for example by welding, and surrounding the inner angle-bar 1. This collar 19 may thus hold the pair of elements 1, 2 assembled together with however a certain clearance permitting the relative 80 sliding movement thereof when the strut length is being adjusted Of course, this collar has a considerable importance as, far as the resistance to buckling of the assembly is concerned 85 It will be readily understood, on the other hand, that the pair of telescopic elements 1, 2 constituting the essential components of the strut of this invention are not compulsorily conventional angle-irons or bars, the 90 only requirement being the provision of two flanges or wings on the sections. On the other hand, it will be readily understood that sections other than conventional angle-bars may be used for making the pair 95 of telescopic elements 1, 2 constituting the essential components of the strut of this invention, thus, different sections may be used, provided that they have two flanges or wings, have advantageously the same resistance to 100 bending stresses in the transverse direction, and fit in proper sliding engagement in each other.

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