5226 5230.output

* 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
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.
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
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and information originating from other authorities than the EPO; in
particular, the EPO does not guarantee that they are complete,
up-to-date or fit for specific purposes.
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
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.
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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* 5.8.23.4; 93p
* GB785637 (A)
Description: GB785637 (A) ? 1957-10-30
Improvements in or relating to adjustable struts
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.
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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