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Патент USA US2410102

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at; 29, 1946.
B, M_ HANSON
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2,410,067
SUBMARINE SIGNALING
Filed Sept . _ 23, 1958
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BERTRAM m. HARRISON
Oct- 29, 1946.
F. w. MORGENTHALUER' ETAL
Q 2.410,097
GLIDE ATTACHMENT FOR- BOMB SIGHTS
Filed Jan. 17, 1942
5 Sheets-Shéet. 2_
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ATLIOUDE
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INVENTORS,
FREDERICK W- MORGENTHALER,
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and JOHN s GARWOOD;
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BY
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OCt- 29, 1946.
F. w. MORGENTHALER ETAL
2,410,097
GLIDE ATTACHMENT FOR BOMB SIGHTS
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Filed Jan. 17, 1942
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FREDERICK w. MORGENTHALER,
and JOHN s. GARWOOD,
2,410,097
Patented Got. 29, 1946
j'uNi'i'so s'm'ras Paras-racemes
Frederick W. Morgenthaler, Brooklyn, and John
S. Garwood, New York, N. Y., assignors to
Sperry Gyroscope Company, ,Inc., Brooklyn,
N. Y., accrporation of New York
,
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Application January 17, 1942', Serial No. 427,162
5 Claims.
(Cl. 244—77)
1
2
The present invention is concerned with a glide
attachment for bombsights. The present case is
concerned with a modi?cation and improvement
of the device shown in copending application for
Automatic climb and glide control for aircraft,
Serial No. 269,838, ?led April 25, 1939 in the
will become apparent as the description proceeds.
In the drawings,
Fig, 1 shows one form of the present invention
names of C. A. Frische and G. N. Hanson. -
employing a manual adjustment of the bomb
sight correction controls.
Fig. 2 shows a modi?cation of the system of
Fig. 1 using automatic adjustments of the bomb
sight controls.
In‘ prior, application Serial No. 387,574, for
.Fig. 3 shows another modi?cation of the sys
Bombzsights, ?led April 9, 1941 in the names of
H. C. Van Auken and F. N, Esher, there is dis— 10 tems of Figs. 1 and 2.
Fig. 4 shows a vperspective schematic View of
closedpa bomb sight and automatic pilot‘system
the solenoid ratchet motor device used with the
whereby .the bombardier is enabled to control the
system of Fig. 3.
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course of the craft by means of the automatic
Fig. 5 shows a wiring diagram of the system
pilot during bombing operations. However, the
of Fig. 3.
device of the above application is restricted to
In Fig, 1, there is shown. a glide or climb at
use during level ?ight, and is incapable of ef
tachment especially useful with a bomb sight'of
fective use during other than level ?ight opera
the type shown in application'Serial No. 387,574.
tions. Since during level ?ight the bombing
It has been determined that during constant rate
craft is especially susceptible to attack from anti
aircraft equipment or other aircraft, it is desirable 20 of change of altitude, as in constant rate of climb
or glide, the required time of fall and trail set
to permit bombing operations during other than
tings of the bomb sight vary substantially pro
level ?ight conditions, such as during climbing
portionally to the instantaneous altitude, for
or gliding.
‘
quite wide variations of altitude. The propor
, According to the present invention, an attach
ment is provided for such a system as disclosed 25 tionality factor depends on the altitude at which
climb or glide starts, and, in the case of trail,
in the above mentioned application Serial No.
upon the air speed.
387,574, whereby'theautomatic pilot is controlled
in such a manner that the craft is caused to as
The device of Fig. 1 provides means for con
tinuously correcting the trail and time of fall
sume a constant rate of climb or'rate of glide, and
at>the same time, the settings of the bomb sight, 30 controls of the bomb sight in accordance with
altitude. Here, a common control is used for
especially those for time of fall and for trail, are
producing climb or glide and for simultaneously
automatically corrected so that accurate sighting
adjusting the control mechanism to vary the
and bombing may be automatically maintained
bomb sight controls at a rate proportional to rate
during the climb or glide. . '
of change of altitude, whereby the settings of
-_Accordingly, it~is an object of the present in
these controls are synchronized with the altitude
vention to provide an improved glide attachment
of the craft.
for bomb sight and automatic pilot systems
Thus, referring to Fig. 1, altitude rate control
knob 69 translationally positions a ball carriage
during climbing or gliding of the craft.
It is still another object of the present inven 40 ‘H of a variable speed drive 61, as by means of a
pinion l3 and a rack 75. The drive disc 65 of
tion to provide improved control means for
variable speed 6'! drive is driven at constant speed
bomb sight controls which, will permit e?ective'
from a constant speed motor 63 and, as a result,
bombing during climbing or gliding. _,
the driven cylinder 11 is rotated at a speed‘ de
It is a further object of the present invention 45 pendent upon the position of ball carriage ‘H and
to provide means for synchronizing the rate of
altitude rate control 69. Cylinder 71 is connected
ohangeof altitude of a craft with the controls of
to a shaft 19 and drives an altitude ‘control shaft
a'bomb sight to permit effective bombing at other
83, as by gears 8|. Shaft 83 is connected to any
than level ?ight conditions.
1
suitable type ‘of altitude-controlling ‘automatic
It is yet a further object of the present inven 50' pilot to actuate the altitude setting thereof, and
tion to provide improved means for correcting
thereby directly controls the altitude of the craft.
the time of fall and trail controls of a bomb sight
A suitable type of aircraftaltitude control is
in accordance with the change in altitude of an‘
shown in copending application Serial No. 429,754
whereby effective bombing may be performed
aircraft.
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-».Other objects and advantagesof this invention
for Aircraft altitude control, ?led February 6, 1942
1 in the names of C. A. Frische and G. N. Hanson.
2,410,097
3
The rate of climb or glide may be indicated on
altitude rate dial ‘I2 geared to altitude rate con
trol 69 and cooperating with a ?xed index ‘I4.
It will be clear that the angular displacement
of shaft 83 from a predetermined datum setting
will be proportional to the instantaneous altitude
of the craft, since shaft 83 is directly connected
to the craft altitude control. Also, the speed of
rotation of shaft 83 (and of shaft ‘I9 connected
thereto) is proportional to the rate of change of
altitude, that is, to the rate of climb or glide.
This shaft 19 is connected to drive disc 85 of
another variable speed drive unit 81 having a
ball carriage 89 and a driven cylinder 9|. The
ball carriage 89 may be positioned from a time
of fall correction knob 93 as by way of pinion 95'
and rack 91. A time of fall correction indicator
scale 93 cooperating with an index IIII is also
driven from time of fall correction knob 93 as by
way of gear I03.
It will thus be clear that the speed of rotation
of output shaft I35 of variable speed drive 3'.’ will
be proportional to the setting of altituderate
control 39, the proportionality factor depending
on the setting of knob 93.
This output shaft IE5
4
In this manner, as the craft changes altitude,
the trail and time of fall bombsight, controls are
continuously maintained in correspondence with
the position of the craft, and accurate bombing
may ‘be effected during the entire maneuver.
In practice, the following procedure has been
found desirable: When the operator has deter
mined that he wishes to perform glide or climb
bombing, he will open the control switches con
necting the position transmitters I3‘! and I23
to their respective repeaters. Then he positions
time of fall correction knob 33 and trail correction
knob II? to the setting corresponding to the par
ticular altitude and air speed at which he intends
to start his operations, these settings being deter
mined from suitable charts. Also, the bombsight
controls are set to the positions corresponding to
this altitude and air speed. Then, by adjusting
altitude rate knob 69, the aircraft is caused to
start its climb and glide, thereby passing through
the pre-selected altitude, at which time, the glide
correction mechanism is rendered effective to
automatically control the bombsight, by closing
the switches connected to the output of the posi
tion transmitters. Thereafter the bombsight con
is connected to the rotor of a remote position
trols are automatically actuated, as has been
transmitter I87, which may be of any suitable
described.
type, such as the conventional “selsyn” type,
Fig. 2 shows a modi?cation of Fig. 1 adapted
being energized from a suitable source of alter
for complete automatic control Similar ele
nating current 3? and having its output connected 30 ments are given similar reference numerals.
to a, cable I133. Cable I89 leads through a suit
Thus the manual time of fall and trail correction
able control switch (not shown) to a correspond
knobs 93 and II‘! have been eliminated, and in
ing remote position receiver or repeater which
stead the time of fall variable speed drive 81 now
directly positions the usual time of fall setting
has its ball carriage 39 directly actuated in ac
control of the bombsight, such as shown in the 35 cordance with altitude as by means of cam I3I
prior application Serial No. 387,574.
If necessary,
any conventional type of servo mechanism or
torque, ampli?er may be inserted between the
transmitter It] and its receiver.
In this way, the time of fall setting of the bomb
sight is continuously changed at a rate propor
driven by shaft I33, gears I35, shaft I31 and gears
£39 from shaft ‘I9, which, as was shown above,
is'rotated proportionally to altitude.
Cam I 3| is so designed as to insert into the
40 motion of ball carriage 81 and the rotation of shaft
I35 the proper proportionality factors as a func
tional to the speed of :control shaft I65 and will
tion of the altitude of craft. This method
therefore be continuously varied at a rate propor
is somewhat more accurate than that shown in
tional to the vrate of change of altitude and to the
Fig. 1, since it allows for varying proportionality
setting of time of fall correction control 93. The 45 factors while in Fig. 1 the factor was assumed
setting, of control 33 as indicated on scale 99 is
constant.
,
obtained by the operator from a suitable chart
In a similar way, ball carriage H5 of trail
and for certain set of conditions may be once
variable speed drive I II is actuated by the fol
set and left unchanged. In this way, during
lower II4 of a three-dimensional cam I43 which
change of altitude of the craft, the time of fall
is axially translated in‘accordance with altitude,
setting of the bombsight is continuously corrected
as by way of shaft 19, gears I39, shaft I31, gears
as the altitude changes and is thus continuously
I35, shaft I33, pinion I45 and rack- I41. Cam
kept at the proper setting for accurate bombing.
I43 is also rotated as by gear I633 in accordance
A further correction required on the bombsight
with airspeed, as by shaft‘ I5I , which may be con
during climbing or gliding is that for trail. Here 55 nected to an airspeed indicator or follow-up
again, for a particular airspeed and over a fairly
mechanism of any suitable type. Cam Ill-3 is so
wide range of change of altitude, it has been
designed that the motion of its follower‘ I I4 is
determined that the trail setting is substantially
proportional to the proper trail proportionality
proportional to the altitude. Hence, a similar
factor to be inserted into variable speed drive I I I
type of control is ‘provided for the trail setting
at each value of airspeed and altitude.
control of the bombsight, namely, a variable speed
In this manner, the output rotation of shaft IZI
drive I I I whose disc I I3 is driven from the output
is kept accurately in correspondence with the
shaft ‘I9 of variable speed drive 3'! and hence
required setting of the trail control of the bomb
proportional to altitude rate. The ball carriage
sight, which it actuates by means of transmitter
I I5 of variable speed drive I I I is actuated by trail 65 I23 and its repeater, as the altitude and/or air
correction knob II‘! and the driven cylinder Ilqv
speed changes, and hence the system is entirely
of variable speed drive III acts to drive a shaft
automatic.
'
I2I connected to the rotor of a remote position
'In operating the device of Fig. 2, the system is
transmitter I23 similar to transmitter IIll, whose
disconnected from the bombsight as by opening
output cable I25 is connected through a suitable 70 the control switches in the output circuits of
control switch (not shown) and amplifiers, if de
the position transmitters I31 and I23. Then the
sired, to a similar remote position repeater or
trail andv time of fall settings of the bombsight
receiver connected to drive the trail setting con
are adjusted to correspond to a suitable pre
trol in the bombsight. A suitable trail correction
selected value of altitude and to the actual air
indicator I21 and an index‘ I29 are also provided. 75 speed of the craft. Then the altitude rate con
1
2,410,097
5
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trol 69 isv actuated to introduce asuitable rate of
change of altitude; At the instant that the craft
passes‘ through the predetermined value of alti
nism ,op’eratesthe ‘time of. fall control; Thus,
shaft,l9I represents the shaft of the trail con
trol of-the bombsight.‘ Connected to this shaft
is the attachment shown‘in Fig. 4. Normally,
tude as evidenced by a suitable altimeter indicator,
the vcontrol switches are closed and the system
thereafter is automatically'actuated as described
above.
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_ Figs. 3 to 5 show a further embodiment of the
invention; Thus, referring toFig. 3, altitude rate
control 69 is connected to shaft 19. An altitude
rate indicator ‘I2 cooperates with an index 14 to
and is’ driven by a gear 16 to indicate the setting
of altitude rate control knob 69.~ Connected to
shaft 19is a connecting member I6I which is
thereby'rotated with respect to a ?xed contact
bearing disc I63. Disc I63 is shown as carrying a
number of contacts I65 illustrated as being ten in
in the absence of- this attachment, shaft I9I
would be controlled by a knob such as I93 co
operating with a scale I95 whereby the control
shaft I9I may be manually set to a predetere
mined setting corresponding to desired trail as
When the
present glide and climb attachment is in use,
knob I93 is removed. The device shown in Fig. 4
is then attached at~ one end to shaft I9I and at
the other end to knob I93, and thereby, as will
be clear from the following description, shaft ‘I9I
may either be actuated manually from knob I93
10 evidenced by the position of dial I95.
or automatically by the attachment.
>
Thus, an operating shaft I 91 is attached at one
tion of this contact’ and connector arrangement
end to the control shaft I9I and at the other
will be more fully described later.
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20 end to knob I93 and dial I95. Operating shaft
I91 carries a two-way ratchetwheel I99 ?xed
Control 69 and shaft 19 are adapted to bev ro
thereto. Rotatably supported, on shaft I91 are
tated in steps as de?ned by a star-wheel 239 fas
tened to shaft 19 and cooperating with a spring
a pair of arms 29I and 293, each carrying apawl
295 and 291, respectively, pivotally connected
driven ball detent 249. For each step, member
number distributed over a semi-circle. _ The func
I6I connects to one more or'one less of the con 25 thereto as at pivots 299 and 2I I.
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Fixed to the casing of the bombsight are a pair
tacts I65. Also fastened to shaft 19 is a cam 246
of solenoid windings 2I3 and H5 having a come
which operates two switches 245, 241 as will be
mon plunger 2I1, which is adapted to be moved
described below.
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to the left when solenoid 2I3 is energized or to
Fixed to shaft 19 is a pinion 13 actuating a
the right when solenoid 2 I 5 is energized. Plunger
rack 15 and thereby translating ball carriage 1!
2I1 carries a pin 2I9 extending transversely
of the variable speed drive 61, whose disc 65 is
thereof and positioned between pawls 295. and
driven from constant speed motor 93 by means
291. Arms 29I and 293 are urged together byia
of gearing I61, shaft I69 and worm and worm
spring 22I and pawls 295 and 291 ‘are urged away
wheel arrangement I1I.' The cylinder 11 of vari
from ratchet wheel II9 by means of springs 223
able speed drive 61 is connected directly to ‘shaft
and 225 connecting them to the arms‘ 29%‘ and
83 and serves to actuate the. same type of ‘climb
295, respectively. In this manner, pawls 295 and
and glide control aswas explained with respect
291 are maintained in contact with pin 2 I 9 when
to Figs. 1 and 2.
Constant speed motor 63 also drives disc II3
centralized.
, of trail variable speed drive II I by means of worm
and worm wheel arrangement I13 and gearing
I61. The speed of rotation of the driven cylinder
II9 of this drive III- is determined by the set
ting of trail correction control II1 operating
through shaft II8, pinion I29 and rack I22 to
displace the usual ball carriage I I5. Cylinder I I9
drives a contact arm I15 which thereby continu
ously wipes across a plurality‘ of ?xed contacts
such'as E11, mounted in a ?xed insulating plate
I19.
Contacts I11 are the same in number as
contacts I65 and their function will be described
more particularly with relation to Figs. 4 and 5.
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In a similar manner, time of fall variable speed
drive'91 is driven from constant speed motor '63
by way of gearing I61, shaft I69 and worm and
worm wheel arrangement I8I. A similar con
.
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Upon energization, for example, of solenoid 2 l3,
pin 2I9 moves to the left. Springs 223 and 225
are made weaker than spring 22I, and stops 221
and 229 prevent arms 29I and 293 from proceed
ing to the right and left, respectively. In this
way, when pin 2I9 moves to the left, the ?rst
action ensuing is the pivoting of pawl 295 about
pivot 299, whereby pawl 295 is caused to engage
ratchet I99. Upon obstruction of the movement
of pawl 295 by ratchet I99, further movement
of pin 2I9 causes the rotation of arm 29I tothe
left carrying with it ratchet wheel I99 and there
by rotating shaft I'9I by a predetermined ?xed
increment.
It will be clear that energization of the other
solenoid 2I5 causing motion of pin 2I9 to the
right will cause an‘opposite incremental rotation
tact and wiping contactor arrangement I83, I85
and I81 is provided driven by the output of vari
able speed drive 81 under the control of time of
of control shaft I9I in the same manner as just
presently described, serve to continuously reposi
of abattery 235 whose other terminal is grounded
tion the trail and time of fall settings of the
as at 231. Member IBI" is so'arranged on shaft
described. Hence, eachtime a solenoid is ener
gized, control shaft I9I is rotated by a ?xed
fall correction knob 93 acting in the same man .60 amount.
Referring to Fig. 5, there is shown a schematic
ner as the trail correction just described.
wiring diagram of the entire system. ‘Thus, each
Rotating contactor devices I18 and I84 in co
of the contacts I65 of contactor plate I63 is con
operation with device I64 are each adapted to
nected to a respective one of contacts I11 and
produce periodic impulses whose number per unit
time depends upon the setting of the respective 65 contacts I85 of contactor plates I19 and I83, re
spectively, as by way of cables 23I and 233. Con
controls 93 and H1 and upon the setting of the
necting member I6 I is connected to one terminal
control 69. These impulses, in the manner to be
bombsight, and thereby maintain these settings 70 19 that, with altitude rate control 69 at its zero
position, member I6I does not contact any of the
in correspondence with the altitude of thecraft
contacts I65. Each step of rotation of shaft 19
during changes of altitude.
’
changes the number of contacts I65 connected to
Fig. 4 shows the solenoid-actuated operating
member I6Ijby one.
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mechanism for changing thesetting of the bomb
sight trail qolltml- .An exactly similar. mecha: 75 Accordingly, in this zero position, it will be clear
2,410,097
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s1
from a table which may be supplied to the opera;
that none of the contacts I65, IT! or I85 are en
ergized from battery 23I. If altitude rate con
trol 69 is moved to the right by a ?xed increment
determined by the detent mechanism 239 of Fig.
tor, whereby the remaining variables affecting
the proper setting of trail and time‘ of fall are
' properly taken into account.
3, say, one notch in a clockwise direction, it will
be clear that member IBI will now connect bat
tery 235 to the ?rst one of the contacts I55 and
accordingly one contact IT! and one contact I85
will be energized. If member I6I is moved two
notches clockwise, two contacts I65 will be ener 10
gized from battery 235 and hence two contacts
I11 and two contacts I85 will be energized, etc.
Hence, for each discrete value of altitude rate
The operating procedure of this device of Figs.
3 to 5 is as follows: With switch 242 open, the op
erator will set the time of fall and trail settings
of the bombsight corresponding, for example, to
shaft I9I, at the proper setting corresponding to
an altitude slightly lower than his present alti
tude if he intends to glide, or slightly higher if he
intends to climb. At the same time, the settings
of controls 93 and II‘! are made, as determined
from proper tables which show the proper rate
ber of contacts I65, I17 and I85 will be energized 15' of change of trail and of time of fall for the par
set in by way of control 59 a corresponding num
from battery'235.
ticular altitude and wind speed encountered at
the beginning of the glide or climb.
With switch 242 still open, so that solenoid mo
spond, glide is ordered, control 69 will be rotated
tors are inoperative, the operator will commence
counter-clockwise and in the same manner for 20 his climb or glide by setting in the desired rate
each value of glide rate a corresponding number
of climb or glide by means of altitude rate con
of, contacts I17 and I85 will be energized from
trol 69. At the instant that the craft passes
battery 235.
through the altitude for which the settings have
Moving arms I15 and I8‘! continuously rotate
been made, as indicated by any suitable altimeter,
at the speeds corresponding to the settings of
switch 242 is closed, whereupon the craft pro
trial control II ‘I and time of fall correction 93,
ceeds to change its altitude at the rate deter
and a voltage pulse is produced each time one of
mined by the setting of the control 69, and the
these arms passes over an energized contact.
trail and time of fall settings of the bombsight
Accordingly, the number of voltage impulses pro
are continuously adjusted to maintain them in
duced per unit time in the output wires 24] and
proper relationship as the craft changes altitude.
243 connected to these arms I75 and I8‘! will be
Accordingly, the time of fall and trail settings
proportional, ?rstly, to‘ the setting of altitude rate
of the bombsight are maintained at their proper
control 69 and secondly, to the setting of the re
'Values so that as soon as the target is centered in
spective controls 93 or I H.
the sight and release of the bomb occurs the
The outputs of contacting devices I84 and I18
proper corrections for accurate bombing will be
as appearing on wires 24! and 243 are connected
included in the bombsight settings.
to cam-operated switches 245 and 24'! through a
It will be clear that the device of Figs. 3 to 5
double-pole, single-throw control switch 242.
is an approximation only to the proper syn
Each of these switches 245, 241 is a single-pole
chronism of the trail and time of fall settings
double-throw switch and serves, as will be de 40 withthe altitude change, since it occurs in incre
scribed, to connect the proper one of solenoids 2 I 3
mental steps. However, these increments are
and 2I5 to the voltage pulses produced, corre
made very small, such as of the order of one
sponding to whether'climb or glide is taking place.
hundredth of a second per- increment of time of
Thus, switches 245, 241 are actuated by a cam
fall, so that a good approximation to continuous
246 ?xed to altitude rate control shaft ‘I0. With , resetting of the bombsight controls, such as may
zero altitude rate setting, central members 248,
be obtained by the device of Fig. 2, is obtained.
248' are completely disconnected from their re
In order to improve the action, it is desirable that
the impulses produced'should be as equally spaced
spective outer contacts 249,, 25I and 249', 25I'.
With one sense of altitude rate, such as climb, set
as possible. This means that the connections
in, contacts 248, 248’ are connected to 249, 249', 50 between contacts M55 and contacts ill and I85
In a similar manner, if instead of climb, to
which clockwise rotation of control 69 may corre
respectively. With a glide setting, contacts 248,
243’ are connected to 25I, 25!’, respectively.
Solenoids 2I3, 2E5 of the time of fall solenoid
motor shown in Fig. 4 each have one terminal
should be designed to provide substantially equal
spacingv among the'energized contacts for any
setting of contact member ISL For example, if
grounded as at 231, the other terminals being
connected to switch terminals 25!, 249, respec
ten contacts are used as illustrated, and suppos
ing that contacts I55 are numbered from one to
ten in a clockwise direction beginning at the left,
tively. Similarly, trail solenoids 2I3', 2E5’ have
and contacts I'll‘ and I85‘are similarly numbered,
one terminal connected to ground at 237 and the
a suitable set of connections may be as shown
other terminals connected to switch contacts 25 I ', .
on the following table, wherein the ?rst column
249', respectively.
60 denotes the number of a contact I65 connected to
a contact I Ti or I 85 whose number is given in the
For each impulse delivered from the inpulsing
second column. This table is:
devices I18 or IE4, the corresponding bombsight
control will be moved by a ?xed-amount, thedi
rection of adjustment being determined by
switches 245, 241 and hence by the sense of al 65
titude rate. In this manner, both trail and time
of fall settings of the bombsight will be adjusted
in the direction corresponding to climb or glide
and at a rate corresponding to the number of
impulses produced in these contact devices per 70
unit time. As has been shown, this number of
impulses per unit time is proportional both'to‘ the
altitude rate as set into contact device I63‘ and
to the setting of trail and time of fall correction
In‘ this manner, when contact member I6I is
knobs III and 93. The latter settings are; chosen 75 rotated in- one position clockwise, only contact
2,410,097
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#1 of contacts IT! or [85 will be energized. When
two contacts I65 are energized by member 16!,
rate proportional to said altitude rate, whereby
contacts #1 and #5 of IT! or I85 will be ener
gized, and, it will be seen that these are approxi
mately equally spaced. If three contacts are en
ergized, these will be #1, #5 and #9, again ap
proximately equally spaced. Four contacts will
be #1, #5, #9 and #3, and live contacts will be
#1, #5, #9, #3 and #7, again in each case ap
proximately equally spaced.
If contact member l6l is rotated in the oppo
site direction from its zero position, for one con
tact energized, contact #10 will be energized.
For two contacts, #10 and #6 will be energized.
For three contacts, #10, #6 and #2 will be ener
gized. Four contacts will be #10, #6, #2 and #8.
Five contacts, #10, #6, #2, #8 and #4. Accord
said bombsight control is compensated for the
effect of changing altitude.
3. In an aircraft carrying a bombsight having
at least one control, altitude control means for
the aircraft, a variable speed device having its
output connected to said altitude control to
change the altitude of the aircraft at a constant
rate, means controlled by the variable speed drive
10 for adjusting said bombsight control at a rate
proportional to said changing altitude rate,
whereby said bombsight control is compensated
for the effect of changing altitude, and means
for adjusting the last mentioned means to vary
15 the proportionality between said altitude rate and
the rate at which the bombsight is adjusted.
4. In an aircraft having altitude control means,
a bombsight carried thereby having control
means, a variable speed device having its output
ingly, it will be clear that, for either direction of
rotation and for any number of contacts ener
gized, approximately equal time intervals will be 20 connected to said altitude control means to
change the altitude of the aircraft at a constant
produced by the pulses.
a
rate, and means controlled by the variable speed
It will be evident that the invention is not re
drive for adjusting said bombsight control means
stricted to the use of ten contacts, with respect
at a rate proportional to said altitude rate, where
to which it has been illustrated, but any suitable
by said bombsight control means is compensated
number of contacts and any suitable connection
of contacts #65 with contacts ll‘! or contacts I85
for the effect of changing altitude, wherein the
means controlled by the variable speed drive in
may be used.
cludes a disc, ball and cylinder type of variable
As many changes could be made in the above
speed drive, means for driving said disc by the
construction and many apparently widely dif
ferent embodiments of this invention could be 30 output of the ?rst variable speed drive, means
for actuating said bombsight control means by
made without departing from the scope thereof,
said cylinder, and means for adjustably position
it is intended that all matter contained in the
above description or shown in the accompanying
ing said ball to thereby change the proportion
drawings shall be interpreted as illustrative and
ality between the bombsight control means ad
justment rate and said altitude rate.
not in a limiting sense.
5. In an aircraft having altitude control means,
What is claimed is:
1. An aircraft provided with an automatic pilot
a bombsight carried thereby having at least one
having an altitude control, a bombsight carried
control, a variable speed device having its out
by the aircraft having control means, means for
put connected to said altitude control to change
actuating the altitude control to change the alti
the altitude of the aircraft at a constant rate,
tude of the aircraft, and means responsive to the
and means controlled by the variable speed drive
for adjusting said bombsight control at a rate
operation of the actuating means for continu
ously adjusting the control means of the bomb
proportional to said altitude rate, whereby ‘said
bombsight control is compensated for the effect
sight to compensate for the effect of changing
of changing altitude, wherein said last means
altitude.
2. In an aircraft carrying a bombsight having
at least one control, altitude control means for
the aircraft, a variable speed device having its
comprises means for generating impulses at a
rate proportional to said altitude rate and a motor
controlled by said impulses connected to actuate
said bombsight control.
output connected to said altitude control to
change the altitude of the aircraft at a constant 50
FREDERICK W. MORGENTHALER.
rate, and means controlled by the variable speed
drive for adjusting said bombsight control at a
JOHN S.- GARWOOD.
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