вход по аккаунту


код для вставки
P. M. wA nE
- 2,409,231
Filed Sept. 28; 1943
6 Sheets-Sheet l
‘0d. 15, 1946.
P. M. wArrE
Filed Sept. 28, 1943
6 Sheets-Sheet 2
0d. 15, 1946.
Filed Sept. 28, 1943
6 Sheets-Sheet 3
Oct. 15, 71946..
‘P. M. mm;
Filed Sept. 28, 1943
-6 .Sheets-She‘ei 5
Patented Oct. 15, 1946
Philip M. Waite, Corry, Pa.
Application September 28, 1943, Serial No. 504,184
10 Claims. (Cl. 74-471)
This invention relates to throttle controls for
airplane engines and is an improvement over the
fall within the scope of the invention'as claimed.
In the drawings:
Figure 1 is a detail side elevation of a throttle
control constructed according to an embodiment
of this invention,
construction shown in my copending application
Serial Number 424,080, filed December 22, 1941,
for throttle controls, and is a coninuation in part
and an improvement over the construction em
bodied in my copending application Serial Num
ber 467,882, ?led December 4, 1942 for Throttle
Figure 2 is a sectional view taken on the line
2—2 of Figure 1,
Figure 3 is a detail side elevation of the aux
iliary or secondary lever operated in synchronism
with themain lever,
In the regulation of the speed of an aircraft,
it is very desirable that the pilot of the plane
Figure 4 is a detail front elevation of a modi
be relieved as much as possible of adjusting either
?ed form of this invention,
simultaneously or in sequence the positions of
Figure 5 is a sectional view taken on the line
5—5 of Figure 4,
the various engine and propeller regulating levers.
Heretofore, individual regulating levers have 15' Figure 6 is a sectional view taken on the line
?—6 of Figure 5,
been provided for regulating the position of the
Figure 7 is a fragmentary sectional view taken
main throttle, the operation of the supercharger,
on the line '!—-'| of Figure 9,
and the operation of the propeller pitch changing
Figure 8 is a detail side elevation partly broken
mechanism. The prior structure, which is known
as a quadrant, required that the pilot manually V20 away and in section of the device, ,
Figure 9 is a fragmentary side elevation on the
shift each control or regulating lever in synchro
side opposite from that shown in Figure 8,
nism with the various instruments on the ins-tru
Figure 10 is a sectional view taken on the line
ment panel, and during combat operations the
6 0-40 of Figure 8,
pilot frequently is unable to adjust the several
levers in their proper sequence, thereby result 25 Figure 11 is a fragmentary front elevation of
the adjustable stop for the main lever, and
ing in improper engine and plane operation.
f Figure 12 is a detail side elevation of the swing
-It is, therefore, an object of this invention to
ing cam element.
provide a throttle control which will eliminate the
Referring to the drawings, and ?rst to Figures
personal element in engine and plane operation,
1 to 3, there is disclosed a throttle control or
and which will automatically and mechanically
quadrant which includes a frame structure gen
synchronize the operation of various regulating
erally designated as I5. The frame structure i5
levers‘ with adjustment by the pilot of the main
a front sector-shaped frame member I6
throttle lever. With a construction of this kind,
and a rear sector-shaped frame member IT. The
the pilot will be able to keep one hand on the
two frame members I6 and I‘! at their lower por
throttle lever and the other hand on the “stick,”
are formed with a disc-shaped hub l8 and
and it will not be necessary for the pilot to divert
I9, respectively, and the frame members It and
his attention from an enemy plane to his instru
I‘! are held in spaced apartrelation at their upper
ment panel.
by spacing members 20 which are secured
Another object of this invention is to provide a
to the frame members !6 and H by holding bolts
throttle embodying a swinging cam member
or fastening members2 l.
which is positively rocked by swinging of the main
The lower portion of the quadrant or throttle
throttle lever, and it will be understood that there
control is formedlwith a stationary hub or pivot
may be one or more of these cam members and
member 22 which is of- cylindrical construction
secondary levers for regulating the desired part 45 and
is disposed between the plates or disc-shaped
or parts in properly timed sequence with the ad
members l8 and IS. The hub or stationary pivot
justment of the main throttle lever.
22 has mounted in the opposite ends thereof disc
To the above objects and others which may
shaped plates 23 and 24 and a securing bolt 25
hereinafter appear the invention consists of the
is extended through the plates or disc members
novel construction, combination and arrange 50 l8 and I9 and also through the disc members
ment of parts as will be more speci?cally referred
to and illustrated in the accompanying drawings,
213 and 24.
A main throttle lever 26 which is adapted to be
wherein are shown embodiments of this inven
connected to the throttle of an internal combus
tion, but it is to be understood that changes, vari
tion engine is pivotally mounted on the pivot
ations and modi?cations may be resorted to which 55 member 22. The throttle member 26 includes an
elongated lever arm 21 which at its lower portion
is formed with a ring-shaped hub 28 rotatably
engaging about the stationary cylindrical pivot
member 22. A lower lever arm 29 extends from
the hub 28 and is formed with a plurality of open
ings 39 through which fastening members may
be extended to adjust the leverage of the linkage
connected to the lever arm 29.
clined cam track portion 53 provides for the ?nal
downward rocking of the lever 3| at the end of
the movement of lever 26 to the right.
The main throttle 26 has mounted thereon a
roller 54 which engages in the cam track 41, the
roller 54 being rotatably carried by a roller sup
port 55 which is ?xed to the main throttle 26.
Referring now to Figures 4 to 12, inclusive,
there is disclosed a modi?ed form and production
A second lever generally designated as 3| is
rockably mounted .on the hub or pivot "member 10 model of a throttle control or quadrant.
22 and includes a ring-shaped hub'part 32 rotat
ably engaging the pivot member 22, a lever arm
‘throttle shown in Figures 4 to 12 includes a frame
structure generally designated as 56 which is
somewhat similar to the frame structure [5. The
33 formed with an opening 34 at its outer portion,
framestructure 56 includes front and rear frame
and a right angularly disposed lever arm 35. The
arm 35 extends below the frame structure and is 15 members 51 and 53 of sector-shape having formed
at their lower portions ring-shaped pivot sup
formed with openings 36 for receiving securing
means to connect the arm 35 with the desired
part which is to be adjusted in synchronism with
the adjustment of the throttle member 26. .As
I porting members 59 and 69, respectively. A sta-'
tionary cylindrical pivot member BI is mounted
at the opposite ends thereof in the annular frame
an example the arm 35 may be connected either 20 members 59 and 65. Preferably, an end plate 62
is threaded into one .end of thestationarypivot
to the propeller adjusting mechanism or to a
6| and is seated at its outer end in a rabbet 63
supercharger. It will, of course, be understood
.formedin the annular framemember .56 .and is
that there may be one or. more auxiliary. or sec
secured therein by fastening members 64.
ondary levers mounted on the pivot member 22
and adjusted in synchronism with the adjustment 25 A main throttle lever, generally designatedv as
65, is rockably mounted on the pivot member 6|,
of the main throttle lever 26.
being formed with an elongated lever'arm 66
The pivot member 26 has mounted thereabout
having a ring-shaped hub 61 rotatably engaging
a cylindrical spacer 31 disposed/at oneside of
the pivot member 6|. An angularly disposed and
the main throttle .lever. 26, and a friction ring 38
is interposed between the adjacent end of the 30 sidewise projecting arm 63 is ?xed to the lever
arm 66, being shown .more clearly in Figure'lO.
spacer 3'? and the side of thehub 28 of‘thei throttle
The arm 68 in the present instance, is riveted ,or
lever 26. A second spacer_ring39»' is mounted on
otherwise ?xed, as at 69 to the arm 65. In the
the pivot member22 on the opposite side. ofthe
present instance, the main throttle member ‘65
hub 28 and a friction ring 46 is interposed be
tween the confronting faces of the ring 39 and 35 is formed of an.inner arm 10 and outer arms
or plies ‘H and 12.
the hub 28. A ring-shaped spacer 4| ismounted
A'spacer ring:'|3 is'mounted on the pivot mem
on the pivot member 22 between the'frame mem
ber 6|"at the rear side of the lever 65 and a ‘fric
ber I1 and the hub 32 of the lever 3!. A friction
tion ring 14 is interposed betweenthe confronting
ring 42 is interposed between the confronting end
of the spacer 4| and the adjacent sideof the 40 end of the spacer '13 and the adjacent end or
side of the hub 61. A secondary or auxiliary
hub 32. A frictionv ring 43 is also interposed be
lever, generally designated as '15, is rockably
tween the confronting sides of the spacer .39 and
mounted on the pivot member 6| forwardly of
the hub32,
the lever 65. The secondary lever ‘i5 is adapted
The lever 3| is adapted to berocked. in syn
.chronism with the rocking .or swinging of the 45 to be connected to a suitable part which is op
erated in synchronism with the main lever'65
main lever 26 and at a differential movement by
and as an example may be connected ‘to either
means of .a pivoted .oam plate-44. The cam plate
vthe supercharger or to the propeller pitch ad
44 is provided with an arm 45 connectedto .one
justing mechanism.
end of the body 46 of .the cam and the arm45 is
The lever 15 includes an annular hub '26 which
.adapted to be .rockably mounted on one of the
‘is rotatably mounted on the stationary pivot 6|.
bolts 2| which hold the frame structure together.
An angularly disposed relatively wide arm ‘His
The body 45 of the cam is formed withan irregu
formed integral with the hub 76 and is formed
larly shaped cam track 41 which has such a con
with a pair of elongated lengthwise extending
?guration extending lengthwise of the cam body
46 as to provide a differential rocking movement 55 slots 18. An adjustable arm '19 is secured ‘by
fastening members 80 to the arm 11, and prefer
of the secondary or auxiliary lever 3|. The end
ably, one side of the arm 11 is formed-with a
of the body 46 opposite from the army 45 has piv
series of serrations or teeth BI "and the arm 19
otally secured thereto as at .48 one end of a link
is formed with complementary serrations so that
49. The opposite endof the link 49 is pivotally
secured as at 59 to the outer end of the arm 33 60 the arm 19 which is disposed atv an obtuse angle
to the arm 11 may be adjusted toward or.from
of the lever 3|. As at present shown, the cam
the ‘pivotal center of the lever ‘15. The arm 19
track 41 is provided with arelatively sharp up
extends in the same direction as the arm 68 of
wardly extending track portion 5| which com
the main lever 66 and is formed adjacent the
municates with a downwardly inclined straight
track portion 52, and the. latter communicates 65 outer end thereof with an opening 82 for receiv
ing securing means to secure one end of alink
with an obtusely related cam track portion 53.
age to the arm 19. A U-shaped guard or shield
The ?rst cam track portion 5| is provided in order
83 is mounted on the lever arm 19 andhasxthe
to effect .a..rapid downward rocking of the lever
parallel sides thereof engaging on the opposite
3|, and the cam track portion 52 which is the
sides of the fastening members 88.
intermediate cam track portion is adapted to
A second lever 84 is formed integral with the
provide an intermediate dwell or inactive cam
arm 11 and extends outwardly at a substantially
track portion wherein the lever 3| will be held
.acute angle with respect to the length of the
stationary while the main throttle 26 is being
arm 19. The outer end portion of the lever arm
rocked forwardly or to the right, as viewed in
Figure 1. The obtusely. related and upwardlyin 75 .84 isformed with an obtusely disposed .U.-shape_d
arm portion 85.
A rockable cam element, gen
ber I08 may be extended through the opening III
erally designated as 86, is mounted in the frame
Structure 56 and comprises an elongated longi_
tudinally curved plate 8'! which is formed with
to the upper end of the lever 65.
of the spacer I68. The lever H2 may be used for
a cam track 88. One end 89 of the plate 81- is
pivotally mounted on- a pivot member 90 which
is supported within the frame 56 by a pair of
supporting members 9i and 92.
The supporting member BI is the rearmost cam
supporting member and is secured to and ex
tends laterally of the lowermost frame securing
bolts 93. The supporting member 92 is of sub
stantially L-shape as shown in Figure 10 and
A third manually operable lever H2 is rock
ably_mounted on the pivot member 6| forwardly
regulating the mixture of the fuel passing
through the carburetor of the engine and the
lever I I2 is independent in its movement with re
spect to the main and secondary levers.
A friction washer I I3 is interposed between the
hub of the lever I I2 and the forward side of the
spacer I58, and a second friction washer II ‘len
gases on the forward side of the hub of the lever
H2. The several levers which are mounted on
most fastening members 93 and also includes an 15 the pivot member 8i are adapted to be regulated
as to their free rocking movement by means of
upwardly extending arm 95 which. is secured to
a resilient spider H5, The spider II5 bears
the upper fastening members 93. The cam track
against the friction ring H4 and is mounted on
88 includes an arcuate track portion 95 disposed
a centrally disposed bolt IIB which is secured at
on substantially the are having as its radius the
one end to the plate 62.
center of the pivot member 6! so that during the
A securing pin I I7 extends through the bolt
initial rocking of the main lever 65, the cam plate
and a boss IIB is formed on the plate 62 so
81 will not be rocked therewith. The cam track
as to lock the bolt H6 against rotation. A disc
88 includes an upwardly extending track portion
includes a lower arm 94 secured to the two lower
91 communicating with the track portion 96
shaped plate IE9 is slidingly mounted on the in
a rapid downward swinging of the secondary
$29 which is provided with a boss I2I is thread
ably mounted on the forward end of the bolt
H6. The rear end of the boss I2I bears against
which is disposed on such an angle as to effect 25 terior of the pivot member 5i and a hand wheel
lever 15.
The upper end of the track portion 9'! com
municates with a second arcuate track portion 88
the sliding plate H9 which bears against the
spring spider I is so that adjustment ofthe hand
which may be disposed on an arc having as a 30
center the center of the pivot member 6! so that
during the last rocking movement of the main
lever 65 the cam plate 81 will not be rocked there
with. The plate 81 at the end thereof opposite
from the pivot 92! is formed with an elongated
wheel or not iZil will place the desired tension on
the spider H5, and the latter will place the de
sired frictional tension on the several levers which
are mounted on the pivot member 6 I.
The arms of the spider II5 loosely extend
through lengthwise extending slots I22 which are
formed in the forward end of the cylindrical pivot
slot 99 in which a sliding pivot member Hill is
adapted to slidingly engage. The pivot I00 is se
member GI. A limiting nut I28 is threaded on a
cured between the opposite parallel sides of the
reduced stud I24 carried by the outer end of the
U-shaped arm portion 85 as shown more clearly 40 bolt IIS so as to limit the outward adjustment
in Figure 8 so that rocking of the cam will effect
of the hand wheel I20. In this manner the wheel
rocking of the secondary lever ‘I5 through the
I25 cannot be accidentally removed'from the bolt
lever arm 84 and the extension 85.
IIS when it is turned in a tension released posi
The main lever 65 is provided on one edge
thereof with an extension} III! in which a pivot
A longitudinally curved spacer bar I25 is
member or pin I02 is secured. The pivot mem
mounted between the two levers 85 and H2 and
ber I02 may be in the form of a roller or the
longitudinally curved friction bars I25 and I 2-1
like which is adapted to engage in the cam track
are interposed between the rear side of the bar
88 so that the came 86 will be rocked in a differ
I25 and the forward-side of the lever 65 and
ential movement with rocking of the main lever 50 between the forward side of the bar I25 and the
rear side of the lever I I2, respectively. A rear
A spacer ring IE3 is mounted on the cylindri
longitudinally curved spacer bar I28 is interposed
cal pivot BI between the levers 65 and ‘I5 and a
between the rear frame member 58 and the rear
friction ring IE4 is interposed between the rear
side of the lever 85' A second longitudinally
side of the spacer I03 and the forward side of 55 curved bar I29 which is formed at one end with
the hub 61. A friction washer I85 is interposed
an enlargement I 38 is disposed on the forward
between the forward side of the spacer ring I03
side of the spacer I 28 and a friction bar I3I is
and the rear side of the hub ‘I6 of the secondary
interposed between the bar I29 and the rear side
lever ‘I5. A spacer ring I86 is mounted on the
of the lever I25. The friction bar I26 at one end
pivot member 6! forwardly of the lever '55 and a 60 thereof is also formed with an enlargement I32
friction washer I Ill is interposed between the rear
having an elongated curved slot I33v through
side of the spacer I36 and the forward side of
which one of the upper frame fastening bolts 93
the lever ‘I5.
loosely engages.
In the present instance, the spacer IIIB has so
The two enlargements I38 and I32 extend up
cured thereto an electrical coupling unit I88 for
wardly of the top of the frame 56 as shown in
connecting a switch carried by the outer upper
Figure 4 and these enlargements are provided
end of the lever 85 with the desired portion of
the airplane. The hub or pivot member BI is
with. aligned holes I33 and I34, for selectively
receiving a frangible wire I35, The inner ends
I35 and I3‘! of the enlargements I38 and I32 con
formed with an opening IE9 through which the
wires may extend and the spacer Iilt is also 70 stitute stops for the lever 65. The lever 65 has
formed with an opening IIIl communicating the
slidingly mounted thereon a spring pressed latch
coupling I08 with the interior of the pivot mem
member I38 provided with a handle I39 and the
ber 6|. The pivot member BI is also formed with
lower end of the latch member, H8 is adapted to
an elongated arcuate opening III beneath the
normally engage the stop members I36.“ A circus
lever 65 so that the wires from the coupling mem 75, lar eccentric Ito is mounted on an upper-frame
bolt .93 between’ ‘the ‘spacer _.I‘26 'fan’d the:v friction
bar I3I.
In practice during the'n'ormal operation of th
engine, the lever 65 will stop at the ‘stop member
I36, but if an emergency speed is desired the latch ~
I38 may be raised so that the main lever 65 may
‘be moved an additional distance depending on
the position or ‘adjustment of the eccentric stop
I40. This latter emergency movement of the
¥1ever~65 will provide such an increase in the speed 10
of'the engine as to cause damage to the engine if
‘operated ‘for a predetermined period of time, and
fori-this reason the telltale wire I35 is provided
?guration :depending‘uponthe desired movement
which is to be effected with respect to the'sec
ondary lever ~15.
V The operation of the ‘structure shown inFig
ures 1, 2 andS will be quite similarto that de
scribed as to the control .mechanism shown in
Figures 4 to 12, inclusive. It will be understood
that if additional levers are to be connected with
the main lever 65 for-differential movement with
respect thereto, it is only necessary to provide
additional cams and other connections similar to
that heretoforedescribed.
With a quadrant or control as herein, .it is
unnecessary for the pilot of a combat plane to
so that the mechanics looking over the control
after the pilot returns to the ground can deter 115 operate the individual controls for the different
mechanisms manually and at the same time view
mine ‘at a vglance whether the emergency speed
the instrument board in order to determine the
'was used by the pilot.
proper movement .for adjustment of the several
Where such emergency high speed is used, the
control levers with respect to the .engine opera
normal practise is to take the engine down and
examine the same very carefully to determine 20 tion which is regulated by the main throttle. ‘In
other words, this control provides a synchronized
what part or parts were damaged by such emer
mechanism operated from and by the main throt
gency speed. An elongated longitudinally curved
tle lever which will relieve the pilot of any adjust
spacer bar MI is interposed between the forward
ment of the secondary lever or levers, and will
frame member 51 and the lever I I2 and a friction
relieve the pilot of the necessity during emer
bar I42 of longitudinally curved con?guration is
gency comb-at operation-to manually adjust the
interposed in the rear side of the bar MI and the
secondary levers in conjunction with the engine
forward side of the lever'I I2.
speed, as shown by the usual instruments onithe
A cover plate I43 is mounted on the front side
instrument board.
‘olfithe frame '56 and is formed with an opening
This control is a very compact unit and has
i’sd’in‘ the’lower portion thereof through which 30
been placed in actual operation on combat planes
the'hub ‘or’boss I'2I of the hand wheel I20 loosely
and is found to serve a long-felt need for pilots
‘engages. The plate N43 is also formed with an
in combat planes.
elongated relatively large opening I45 which pro
Vides a means for giving access to the fastening
members ‘780 on the secondary lever. Mixture
lever \Ii2 has ‘secured thereto an angularly ex
tending lever arm I46 disposed forwardly of the
‘throttle lever arm 68 and the propeller pitch
What I claim is:
l. A control device comprising a frame, a‘sta
tionary pivot carried by said'frame, a main lever
rockable on said pivot, a secondary lever also
rockable .on said pivot, said secondary lever in
cluding a pair of angularly related arms, an elon
In the use and operation of this control or 40 gated cam plate pivotally carried at one end
thereof by said frame and provided with a cam
quadrant‘the lever arm 68' is connected by suit
‘changing arm or lever ‘I9.
able linkage'to' the engine throttle and the lever
‘arm I46 is connected to the mixture adjusting
portion of the carburetor. The lever arm ‘I9 is
connected to the propeller pitch changing mech
anism and ‘the entire unit is mounted on the
fuselage of the plane at a point convenient for
the pilot. In Figure 4, the main throttle is shown
in an intermediate position, wherein the propeller
pitch mechanism is adjusted for a portion of the 50
‘adjustment thereof, the adjusting pin I02 riding
in the straight cam track portion being positioned
‘substantially midway of the length of this cam
track portion.
track, a link pivotally connecting the opposite end
of said cam plate to one arm of said secondary
lever, and means carried by said main lever en
gagingin said cam track whereby rocking of said
main lever'will also rock said secondary lever in
the same direction as the main lever in either
direction of the movement of said main lever.
2..A control device as set forth in claim 1 in
which the cam track is so formed as to provide
for differential movement of said secondary lever
with respect to said main lever.
3. A control device as set forth in claim 1
wherein the other of said arms is adjustable as
In the off position the lever 65 will be at the 55 to the length thereof.
4. A control device comprising a frame,‘a sta
extreme left and in the full on or high speed lever
65 will be at the extreme right. Rocking of the
lever t?‘will cause the pin or roller I02 to move
tionary pivot in said frame, a lever rockable on
said pivot, a second two-arm lever rockable on
said pivot, a camplate pivoted at one end thereof
in said frame, means pivotally securing one arm
of said second lever to the other end of said cam
alongthe length of the cam track 88, and from
the initial off position of the lever 65 to the begin
ning of the cam track portion Q'L'the cam v8t will
plate, and means carried by said first lever en;
remain stationary and the lever ‘I5 will remain
gaging said cam whereby to rock the latter upon
stationary. However, when the roller or'pin I02
rocking of said first lever in the same direction
enters the beginning of the cam track portion 91,
the cam 86 will be rocked downwardly at a speed 65 as said ?rst lever in either direction of the move
greater than the ‘rocking movement of the lever
ment of said ?rst lever.
.5..A control device as set forth in claim 4
arm 68 whichis fixed to the lever 55.
When the pin I02 passes out of the upper por
wherein said one arm of said 'second lever is
tion of ‘the cam track portion 97 and enters the
arcuate cam track portion 90, cam 86 will again
formed with a reverted end and said cam plate
pivotally engages in said reverted end.
remain ~stationary, holding'the' lever '55 stationary
6. A control device as set forth in
wherein the other arm of said second
while lever 65 is'rocked for the remainder of the
adjustable as to length.
rocking movement of this lever to the right. It
7. A control device as set vforth in
will, .of ‘course, be understood that the "con?gura
tion'of'th'e'cam'ftrack 08‘ may be any desired icon 75 wherein the other arm of said second
claim '4
lever is
claim 4
lever is
10 '
formed of two angularly disposed members, and
means adjustably securing said members together
levers providing lost motion of said secondary
lever in at least one phase of movement of said
main lever in one direction and for effecting dif
ferential movement of said secondary lever with
8. A control device comprising a frame, a main 5 respect to said main lever in another phase of
movement of said main lever in the same direc
lever pivotally carried by said frame, a secondary
tion, said correlated means including a plate
lever pivotally carried by said frame, a common
formed with an elongated cam track, means piv
pivot for said levers, and means pivotally carried
otally securing one end of the said plate to said
by said frame and correlated with both of said
levers providing lost motion of‘ said secondary 10 frame, a link connecting the opposite end of said
plate'to said secondary lever, and a roller carried
lever in at least one phase of movement of said
by said main lever engaging said cam track.
secondary lever with respect to said main lever
10. A control device comprising a frame, a main
in one direction, for eifecting the differential
movement of said secondary lever with respect
lever pivctally carried by said frame, a second
to said main lever in another phase of movement 15 lever pivotally carried by said frame, a common
pivot for said levers, a second lever operating
of said main lever in the same direction in either
plate pivctally carried by said frame with the
direction of movement of said main lever, said
fulcrum thereof offset from said common pivot,
correlated means including a cam element piv
otally supported at one end by said frame, a cam
said plate having a cam track therein, a link con
necting said plate with said second lever, and a
engaging member carried by said main lever, and
part carried by said main lever engaging in said
a linkage connecting the other end of the cam
cam track, rocking of said main lever effecting
element with said secondary lever.
differential rocking of said second lever in the
9. A control device comprising a frame, a main
same direction as and with said main lever in
lever pivotally carried by said frame, a secondary
lever pivotally carried by said frame, a common 25 either direction of the movement of said main
pivot for said levers, and means pivotally carried
by said frame and correlated with both of said
whereby the distance of one of said members from
the axis of said pivot may be varied.
Без категории
Размер файла
1 041 Кб
Пожаловаться на содержимое документа