US1022706A - Automatic controlling means for submarine vessels. - Google Patents

Description

H. W. SHONNARD.

AUTOMATIG CONTROLLING MEANS FOR SUBMABINE VESSELS.

{APPLICATION FILED IEEIB.5, 1909. 1,022,706. Patented Apr. 9, 1912.

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H. W. SHONNARD.

AUTOMATIC CONTROLLING MEANS FOR SUBMARINE VESSELS.

APPLICATION FILED FEB.5, 1909.

1,022,706. Patented Apr.9,1912.

3 SHEETS-SHEET 2.

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H. W. SHONNARD.

AUTOMATIC CONTROLLING MEANS FOR SUBMARINE VESSELS.

APPLICATION FILED 21m, 1909.

1,022,706. Patented A r. 9,1912.v

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II TED STA ES TEN FIQ.

AUTOMATIC CONTROLLING MEANS FOR SUBMARINE VESSELS.

Application filed February 5, 1909.

T0 aZZ whom it may concern:

Be it known that I, HAROLD WV. SHON- xnno, a citizen of the United States, residing in East Orange, county of Essex, and State of New Jersey, have invented a certain new and useful Improvement in Automatic Controlling Means for Submarine Vessels, of which the following is a specification.

The present invention has relation to improved means whereby the motions of a submarine vessel and particularly of self driven torpedoes may be controlled in the vertical plane both as to depth automatically reached and preserved, and as to the inclination of the vessel in its travel from one depth to another. v

In the following specification this invention will be described with relation to self driven submarine torpedoes particularly; but it is to be understood that the invention applies to all forms of submarine vessels wherein its application may be desirable.

Self driven submarine torpedoes have been hitherto provided with means whereby they are automatically brought to a predetermined depth after they leave the gun or tube from which they are fired and these means commonly comprise appropriate steering mechanism and adjustable cliaphragms or other devices sensitive to external hydrostatic pressure whereby the position of the steering mechanism which determines the inclination of the vessel in the vertical plane is made dependent upon the position of such diaphra gm or equivalent device. The sensitive device having been adjusted so as to bring the rudder to a mean or inoperative position only when subject to a predetermined pressure, it is clear that when the vessel has reached the depth which corresponds to such predetermined pressure, the steering mechanism occupies such position as to insure movement of the vessel substantially in a horizontal line. Devices of this character, if used without control, will produce such prompt and extreme action of the steering mechanism as to cause an excessive inclination of the submarine vessel in the vertical plane, generally downward at the start of the torpedo. This causes the torpedo to dive too rapidly and (if the water is deep enough so that bottom is not struck before the mechanism can recover itself) the sensitive diaphragm, responding to the excessive pressure to which it is promptly subjected, instantly reverses the action of the steering Specification of Letters Patent.

Patented Apr. 9, 1912.

Serial No. 476,204.

mechanism with equal violence, causing the torpedo to assume an extreme vertical inclination in the opposite direction. These conditions obviously produce alternately downward and upward diving appropriately termed porpoising. In order to prevent this violent action of the steering mechanism with consequent porpoising, governing devices have been commonly employed depending upon the controlling action of a pendulum within the vessel, by the departure of which one way or the other from its normal position at right angles to the axis of the vessel, the operation of the sensitive diaphragm or equivalent device upon the steering mechanism may be limited or moderated. Great difficulty has been experienced in the practical use of these governing pendulums, principally for the reason that, when the torpedo is first started, the inertia of the pendulum, if uncontrolled, produces a sudden and extreme deviation from the normal position whereby the action of the pendulum would serve to throw the torpedo violently out of line and would render the automatic depth controlling device practically useless so long as this condition continues.

In order to prevent the disturbing effect of inertia above mention-ed, locking devices have commonly been employed which are intended to free the pendulum after uniform speed has been reached and soon enough to prevent the violent porpoising first above described. It has been found extremely difiicult in practice to so adjust the action of these locking devices that the pendulum is freed with certainty at just the proper time; and, largely on account of this difiiculty, the initial action of self driven torpedoes has hitherto been unreliable in a large percent-- age of cases.

It is the object of the present invention to provide means whereby a torpedo may be brought promptly and certainly to the required dept-h without danger of the occurrence of any of the disadvantageous results above set forth and for this purpose I provide a system in which the vertical inclination of the moving torpedo or other sub marine vessel is controlled independently of its depth by means sensitive to hydrostatic pressure; thereby eliminating the difficulties incident to inertia. during changes of speed in the vessel. I believe it to be new to achieve these results by hydrostatically controlled means cooperating either mechanihave claimed my invention broadly from this point of view.

More specifically stated, my improved apparatus comprises the use of two devices sensitive to external hydrostatic pressure placed one forward of the other and so related mechanically or eleotro-mechanically with the depth-controlling apparatus that the operation of this latter apparatus is modified by the relative condition due to individual hydrostatic pressures on the two sensitive devices above mentioned. This relative condition of pressure is of course a function of the vertical inclination of the torpedo and, in order to make the apparatus more sensitive, the two cooperating devices above mentioned are placed as far apart as possible with relation to their distances fore and aft. At the same time it is to be understood that I am not to be limited to any particular distances apart of these devices, and, although I have shown them in the drawing as placed on opposite sides of the depth controlling diaphragm, this is not essential to the invent-ion.

My invention is shown in an illustrative form in the accompanying drawing wherein Figure 1 is a sectional view of a portion of the torpedo showing my invention, and omitting all irrelevant apparatus, Figs. 2, 3, at and 5 are diagrammatic sections on a smaller scale showing the inclinations produced in a self propelled torpedo under different conditions hereinafter described, and Fig. 6 is a view similar to Fig. 1 showing a modified form of the invention.

In Fig. l I have indicated the outer shell of the torpedo at 10 and one form of well known steering mechanism is shown at 11, which indicates the ordinary rudder mounted upon a horizontal shaft 12 and controlled by a lever 13. This lever is actuated in one direction or the other by means of the pressure engine let of a well known character whose piston rod 15 transmits motion to the lever 13 through the connecting rod 16.

The movements of the piston rod 15 are controlled in a well known manner by a valve stem 17 which is moved by a system of pivoted levers 18, 19 and 20 pivotally connected with the pressure diaphragm 21 located within an appropriate cavity or depression 22 in the top of the torpedo. The action of the diaphragm 21 is adjusted with respect to the particular depth to which it is desired to bring the torpedo by means of a pressure spring 23 whose pressure may be adjusted by means of the nut 2e moving on the screw 25. The beveled gear wheel 26 is fixed on the extreme end of the screw 25 and can be turned by means of a beveled pinion 27 whose shaft has a squared end 28' scribed or its equivalent may be limited and controlled for the purposes set forth at the beginning of this specification. In the form shown in Fig. 1, I use for this purpose two devices sensitive to external hydrostatic pressure placed one before the other, and as shown in the drawings, these devices preferably take the form of two sensitive diaphragms 29 and 30 located within appropriate cavities or depressions, 31, 32 at the top of the torpedo shell. This specific location is, of course, not essential to the spirit of my invention. The diaphragms 29 and 30 are respectively pivotally connected to two bell crank levers 33 and 34, the shorter arms of which project into the interior of the vessel and are respectively pivotally connected to the opposite ends of the connecting bar 35, so that any motion of one of the diaphragms 29, 30 is accompanied by corresponding opposite motion of the other diaphragm.

In order that the scope of operation of the diaphragms 29,30 and their associated mechanism may be limited and that their controlling effect may not come into play too promptly the regulating spring 36 is employed. This spring surrounds the bar 35 and its two ends abut upon flanges 37 38,

which press upon sleeves 39 and 40 adjustv ably secured upon the bar 35. The action of this spring is hereinafter described.

The lever 19 belonging to the system of levers above mentioned is pivoted at one end to the bar 35 as shown at 41 while its other end is pivoted at 42 to the connecting rod 18 which is in turn pivoted to the valve rod 17.

The operation of my improved apparatus may be understood by the following description taken in connection with Figs. 2 to 7 torpedo enters the water, it plunges at once below the firing depth intended to be secured indicated by the line e3. This depresses the diaphragm 21 and throws the rudder 11 to an extreme posit-ion opposite to that occupied at first and, as shown in F ig'. 3, the torpedo (unless properly controlled) will assume extreme upward inclination. This state of things is prevented by my improvement, owing to the fact that, as soon as the torpedo enters the water and before the rudder 11 has time to produce an excessive downward inclination, a difference of hydrostatic pressures is set up in the diaphragms 29, 30 due to their difference of level whereby they assume the relative position shown in Fig. l. The effect of this is that the pivotal point 41 at which the lever 19 is secured to bar 35 moves aft, and this movement tends to counteract the steering effect of the principal diaphragm 21, thus bringing the rudder 11 into some such position as shown in Fig. 4. The resultof this action is that the torpedo will assume a slighter inclination as indicated by the relative position shown in Figs. 2 and d, and the torpedo will not dive so far below the firing level. At the same time, when it has gone below the firing level its return will not be sudden but, owing to the reverse difference of hydrostatic pressure on the diaphragms 29, 30, the steering eflect of the main diaphragm 21 is again modified and the rudder 11 is forced to assume a moderate deflection whereby the torpedo returns at a small angle to the firing level.

The angles of inclinations shown in Figs. at and 5 are greater than those which would be permitted in practice, and this excess of inclination is resorted to for greater clearness in the drawing.

It is obvious that unless some regulation of the action of the diaphragms 29, 30 were introduced the slightest deviation from the horizontal position would produce corresponding movement of the pivotal point ll, and the principal or depth controlling diaphragm 21 would be rendered useless. It is therefore necessary to introduce an element whereby a certain motion of deflection is permitted before the diaphragms 29, 30 are allowed to come into operation. This is the purpose of the regulating spring 36 whose tension can be adjusted by properly placing the adjustable sleeves 39 and 40.

The spring is located within a suitable casing at through the ends of which the sleeves 39 and 40 are permitted to come into contact with the flanges 37 and 38, while the flanges themselves impinge upon the ends of the casing and cannot be forced out of it. It is clear that so long as the difference of pressures on the two diaphragms 29, 30 does not exceed the pressure of the spring 36 there can be no movement of the bar 35.

As soon, however, as the pressure upon one of the diaphragms 29, 3O exceeds that of the other, by an amount slightly greater than the pressure of the spring 36, this spring will be compressed between the two flanges 37, 38 by virtue of a thrust upon one or the other flange by one of the sleeves 39, or 40, and thus the bar 35 will be allowed to move. The spring 36 can therefore be so adjusted as to prevent operation of the controlling diaphragms 29 and 30 for any inclination of the vessel less than a predetermined an gle, say about three degrees.

My invention covers broadly any hydrostatic means for modifying the action of the depth-controlling diaphragm or its equivalent, and in Fig. 6 I have shown a modified form of the invention in which the equivalent of the bar 35 is operated by a single diaphragm moved by differences of pressures on its opposite sides.

In Fig. 6 a casing 1-? is shown wherein is mounted a flexible diaphragm 4:5 or equivalent movable device, to the opposite sides of which hydrostatic pressures from the two points 16 and at on the torpedo shell are transmitted through the tubes 48 and 49. A bar 50 passes through stutling boxes on the two sides of the casing dat which bar may be made in two parts or in one piece, and is fixed to the diaphragm 45 or its equivalent. This bar takes the place of the bar 35 and, like the latter, is pivoted to the lever 19, as shown, to afford a movable fulcrum therefor. The spring 36 controls the movement of the bar 50 substantially as described in connection with Fig. 1 and the bar 35, and for the same purpose. It will be seen that this arrangement produces the same control or modification of the vertical steering apparatus as already described, and a that this control depends, as in the form shown in Fig. 1, upon the diflerence between the hydrostatic pressures existing on different points on the torpedo shell. In order to exclude dirt from the tubes 48, as, I prefer to shield the openings at 4:6 and 4:7 with flexible diaphragms, as shown, and to keep the tubes and the spaces under the diaphragms full of a suitable liquid. This arrangement is not, however, essential to this form of my invention.

It will, of course, be understood that where the term diaphragm is used in my claims it is intended to cover any equivalent device or structure.

Many changes may be made in the construction of the various parts, and in the arrangement of my device without departing from the scope of my invention, and I do not limit myself to the details herein shown and described.

lVhat I claim is 1. In a submarine vessel, automatic means for steering the vessel toward a predetermined level, hydrostatic diaphragms additional to said means so arranged as to be subjected to pressure of the sea, and mechanical connecting and controlling devices connecting said diaphragms with said first named automatic means, substantially as described.

2. In a self-propelled submarine vessel, automatic means capable of movementin two directions for steering the vessel upward or downward respectively toward a predetermined level, means for limiting the effective action of said first named means in both directions, hydrostatic diaphragms arranged to be subjected to pressure of the sea, and operative connections between said diaphragms and said limiting means, substantially as described.

3. Means for automatically controlling the vertical angle of inclination of a submarine vessel, comprisin in combination appropriate steering apparatus, and means responsive to dilTer-ences of hydrostatic pressure existing at diiterent portions of 'the vessel due to its vertical inclination, for controlling the operation of said steering apparatus, substantially as described.

4. Means for automatically controlling the vertical angle of inclination of a submarine vessel, comprising in combination appropriate steering apparatus, motor mechanism operating the same, and means responsive to differences of hydrostatic pressure existing at different portions of the vessel due to its vertical inclination, for control ling the operation of said motor mechanism, substantially as described.

Means for automatically controlling the vertical angle of inclination of a submarine vessel comprising in combination appropriate steering apparatus, two devices sensitive to external hydrostatic pressure placed one forward of the other and adapted to respond to all pressures to which they are subjected, and means whereby the relative condition of said sensitive devices, is made to control the operation of said steering apparatus, substantially as described.

6. Means for automatically controlling the vertical angle of inclination of a submarine vessel comprising in combination appropriate steering apparatus, two devices sensitive to external hydrostatic pressure placed one forward of the other and adapted to respond to all pressures to which they are subjected, motor mechanism for operating said steering apparatus, and means whereby the relative condition of said sensitive devices is made to control said motor mechanism, substantially as described.

7. Means for automatically controlling the vertical angle of inclination of av submarine vessel, comprising in combination appropriate steering apparatus, two devices sensitive to external hydrostatic pressure placed one forward of the other, means whereby the relative condition of said sensitive devices is made to control the operation of said steering apparatus at all depths, and a regulator limiting the scope of operation of said last named means, substantially as described.

8. Means for automatically controlling the vertical angle of inclination of a submarine vessel, comprising in combination appropriate steering apparatus, two devices sensitive to external hydrostatic pressure placed one forward of the other, means connecting said devices to insure their equal and opposite action, and means whereby the relative condition of said sensitive devices is made to control the operation of said steering apparatus, substantially as described.

9. Means for automatically controlling the movements of a submarine vessel as to depth and vertical inclination, comprising in combination appropriate steering apparatus, hydrostatic means operatively connected with said steering apparatus for regulating the depth atwhich the vessel shall travel, and hydrostatic means for modifying the effect of said first named means upon the steering apparatus and preventing excessive vertical inclination of the vessel, substantially as described.

10. Means for automatically controlling the movements of a submarine vessel as to depth and vertical inclination comprising in combination appropriate steering apparatus, a motor mechanism for operating the same,

hydrostatic means operatively connected combination appropriate steering apparatus,

a depth-controlling device sensitive to external hydrostatic pressure and operatively connected with said steering apparatus, and 7 means responsive to differences of hydrostatic pressure existing at different portions of the vessel due to 1ts vertical inclination,

device upon the steering apparatus and controlling the degree of vertical inclination of V the vessel, substantially as described.

12. Means for automatically controlling the movements of a submarine vessel as to depth and vertical inclination comprising in combination appropriate steering apparatus, hydrostatic means operatively connected with said steering apparatus for regulating the depth at which the vessel shall travel,

for modifying the effect of said first named 1 hydrostatic means for modifying the eifect of said first named means upon the steering apparatus and controlling the degree of vertical inclination of the vessel, and a regulator for limiting the action of said last named means, substantially as described.

13. Means for automatically controlling the movement of a submarine vessel as to depth and vertical inclination comprising in combination appropriate steering apparatus, a depth-controlling device sensitive to external hydrostatic pressure and operatively connected with said steering apparatus, and two additional devices sensitive to external hydrostatic pressure placed one forward of the other and operatively connected to said depth-controlling device and to said steering apparatus, substantially as described.

14:. Means for automatically controlling the movement of a submarine vessel as to depth and vertical inclination, comprising in combination appropriate steering apparatus, a depth-controlling device sensitive to external hydrostatic pressure and operatively connected with said steering apparatus, two additional devices sensitive to external hydrostatic pressure placed one forward of the other and operatively con nected to said depth-controlling device and to said steering apparatus, and a regulator limiting the scope of operation of said last named means, substantially as described.

15. Means for automatically controlling the vertical angle of inclination of a submarine vessel comprising in combination appropriate steering apparatus, two diaphragms exposed to external hydrostatic pressure placed one before the other and so connected as to move together in opposition, and means connecting said diaphragms operatively with said steering apparatus, substantially as described.

16. Means for automatically controlling the vertical angle of inclination of a sub marine vessel comprising in combination appropriate steering apparatus, two diaphragms exposed to external hydrostatic pressure placed one before the other and so connected as to move together in opposition, means connecting said diaphragms operatively: with said steering apparatus, and a regulator to limit the action of both of said diaphragms, substantially as described.

17. Means for automatically controlling the vertical angle of inclination of a submarine vessel comprising in combination appropriate steering apparatus, two diaphragms exposed to external hydrostatic pressure and adapted to respond to all pressures to which they are subjected, a bar connecting said diaphragms, and operative connecting means between said bar and said steering apparatus, substantially as described.

18. Means for automatically controlling the vertical angle of inclination of a submarine vessel comprising in combination appropriate steering apparatus, two diaphragms exposed to external hydrostatic pressure and adapted to respond to all pressures to which they are subjected, operative connecting means between said diaphragms and said steering apparatus, and a spring arranged to prevent movement of said connecting means under the influence of a motive pressure less than a predetermined minimum, substantially as described.

19. Means for automatically controlling the vertical inclination of a submarine vessel comprising in combination appropriate steering apparatus, two diaphragms exposed to external hydrostatic pressure, a bar connecting said diaphragms, a spring arranged to be compressed by movement of said bar in either direction, and operative connecting means between said bar and said steering apparatus, substantially as described.

20. Means for automatically controlling the vertical inclination ofasubmarine vessel comp-rising in combination appropriate steer ing apparatus, a motor mechanism for operating the same, two diaphragms exposed to external hydrostatic pressure, a bar connecting said diaphragms, a spring arranged to be compressed by movement of said bar in either direction, and operative connecting means between said bar and said motor mechanism, substantially as described.

21. Means for automatically controlling the vertical inclination of a submarine vessel comprising in combination appropriate steering mechanism, two diaphragms exposed to external hydrostatic pressure, a bar connecting said diaphragms, a coil spring surrounding said bar, fixed abutments for the two ends of said spring, means on said bar for exerting pressure on the two ends of said spring, and operative connecting means between said bar and said steering apparatus, substantially as described.

22. Means for automatically controlling a submarine vessel as to depth and vertical inclination comprising in combination appropriate steering apparatus, a depth-controlling diaphragm, operative connecting means between said diaphragm and said steering apparatus, two additional diaphragms exposed to external hydrostatic pressure, and operative connecting means between said last named diaphragms and said first named connecting means whereby the effect of said depth controlling diaphragm is modified and controlled, substantially as described.

23. Means for automatically controlling a submarine vessel as to depth and vertical inclination comprising in combination appropriate steering apparatus, a depth-controlling diaphragm, operative connecting means between said diaphragm and said steering apparatus, two additional diaphragms exposed to external hydrostatic pressure, operative connecting means between said last,

named diaphragms and said first named connecting means, and a regulator arranged to limit the action of said last named diaphragms, substantially as described.

24. Means for automatically controlling a submarine vessel as to depth and vertical inclination comprising in combination appropriate steering apparatus, a lever, controlling said steering apparatus, a depth-controlling diaphragm connected to said lever for operation of the same, a movable ful crum for said lever, and means sensitive to differences of external hydrostatic pressure at diiierent portions of the vessel for controlling the position of said movable fulcrum, substantially as described.

25. Means for automatically controlling a submarine vessel as to depth and vertical inclination comprising in combination appro priate steering apparatus, a lever controlling said steering apparatus,abar on which said lever is fulcrumed, two diaphragms exposed to external hydrostatic pressures, set

one forward of the other and operatively connected to said bar, and a depth-control ing spring operatively connected to said bar,

and a depth-controlling diaphragm, operatively connected to said lever, substantially as described.

HAROLD w. SHONN'ARD.

Vitnesses EDW. F. CHANDLER, JOSEPH B. MCCANN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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