US1436280A

US1436280A - Automatic steering device

Info

Publication number: US1436280A
Application number: US260866A
Authority: US
Inventors: Minorsky Nicolai
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-11-02
Filing date: 1918-11-02
Publication date: 1922-11-21
Anticipated expiration: 1939-11-21

Description

N. MINORSKY.

AUTOMATIC STEERING DEVICE.

AwucAloN man Nov. 2. ma.

.1,436,280 Patented NOV. 21, 1922,l

5 SHEETS-SHEET I.

f3 5111 menton Nicolai minoslf T a his Clfornmf je h? @uw N. MINORSKY.

AUTOMATIC STEERING DEVICE.

APPLlcAnoN mso Nov. 2. ma.

1,436,280. Patented Nov. 21, 1922.

5 SlIEEfS'l-SHEU 2.

Nicolai mLnorsky his @Clot/nua N. MINORSKY.

AUTOMATIC STEERING DEVICE.

APPLICATION man Nov. 2I ma,

1,436,280. Patented Nov. 2], 1922,

5 SHEETS SHL 3.

L I: I E, yg-,9295145 Nicolai minorsky hf. /Qgb/ N. MINORSKY. Aurommc STEERING nevlcf. APPLlCAT\0N FILE() HGV. 2. \9\u,

1,436,280. Patented Nov. 21, 1922.

5 SHEETS-SHEE'I 4.

21o O l f fz /L/ f /f 1w 10;/ y f J4 104 /103 4 4I F4 a @o 46 @H M fb Hmmm lof 42 Svwcwioz Nicola. mlnotsky N. IWNORSKYA AUTOMATIC STEERING oEVxCE.

APPLICATlDN ULEB NOV. 2, H918.

Patented Nov. 21, 192;..

gwvemtoz Nicolai minorsky )fj mab/Lf ,nl s GRO/huma Patented Nov. 21,1922.

UNITED STATES NICOLAI MINORSKY,

or NEW' Yoan, N. Y.

AUTOMATIC STEERING DEVICE.v

Application led November 2, 1918. Serial No. 260,866.

f To all whom it may concern:

Be it known that I, NIcoLAr MINoRsKr, a citizen of Russia, residing at New York, New

York, U. S. A., have invented certain new stood if the enormous inertia of a large mod-` ern ship is considered as well as the change in the distribution of pressure on different parts of the ship before the torque which 1s thus created increases to a considerable extent the ori inal action of the helm..

On the ot er hand, if, owing to some sudden unexpected reason such as the action of wind, waves, etc., the ship deviates from her original course-such deviation cannot instantly be stopped. Again, in trying to meet her care must be taken to time the action of the rudder to comply with prevailing circumstances, as otherwise the yawing or angular deviation may assume a permanent character and cause a decrease 1n speed and an increase in the consumption of fuel, while also in the case of a battleship interfering seriously with the accuracy of her gunfire.

The value of a goed helmsman depends greatly on his ability to ease and to meet iher properly, before the desired direction or angular velocity is reached, and the ob jections which have heretofore been raised against attempts to introduce into practice any automatic steering device for ships have chiefly arisen owing to the apparent inability to perceive how it would be possible to produce any mechanical or electrical devicer l sufficiently perfect to replace that speciof intuition which enables an ellicient helmsman to check the vessel with the helm at the right moment. An objection of this nature" however, is only a parallel instance to that which arose in the early days of steam engines, when the necessity of employing a boy to time the admission of steam to the engine seemed incapable of being avoided by any form of mechanical contrivance.

It will be clear, however, that the angular motion of a ship round the vertical axis (her yawing) can be determined if at any moment three fundamental elements are known, v1z.-

l. Angle of deviation from the true Course (T);

2. Angular velocity of the ship ('T) 3. Angular acceleration of the ship (my).

The first element, which is of a purely geometrical nature is indicated to the helmsman by the compass and, though very important, has directly very little to do with the awing.

4T e second and third are both dynamical.

characteristics. of the motion and are thereforeof very considerable importance. The second, i. e., her angular velocity, can be appreciated to a certain extent by the helmsman under special conditions, viz absence of mist and. smoke, by observing the rate of change of a bearing. The third, i. e., the angular acceleration, though a very important dynamical quantity and showing clearly the play of the different tcrques on the ship at any particular moment, entirely escapes the helmsmans notice. The rather `vague expression (tendency to yaw) which is sometimes employed is simply the angular acceleration of the ship and as stated is an extremely important dynamical factor, hence the necessity of obviating the helmsrnans entire lack of due appreciation of the angular acceleration and the species of intuitive ess-work which. lie exercises in timing t e action of the helm.

It is the object of this invention to prolWide a device for controlling automatically theV action of a rudder whereby a more reiined and accurate mode of steering is obtained than can be effected by a helmsman. With this object in view the principal feature of the invention consists in providing a steering device responsive to both the positional and dynamical elements of the angular motion of the ship or body to `be steered. This steering device, usually a rudder, is so controlled that its rates of movement through the water as well as its positions of rest are determined in such a way as to keep the body to be steered, on her course under all conditions. or to return her to the course after yawing, without oscillations about the course.

Another object is to make it possible to control with facility the conditions of relative movement of elements in a system,

whereby any tendency for the conditions to A ship, such as a compass, and an instrument responsive to variations in the angular velocity with which such changes take place, such as a gyrometcr, (i. e. an instrument of the kind referred to in Letters Patent No. 1,306,552, dated June 10, 1919, and in my co-pendin patent application Ser. No. 268,- 283, filed ecemher 26, 1918), the respective actions of both instruments being combined by suitable means which are utilized to control the action of the rudder, the resultant effect of the device on the rudder being determined by the extent to which the influence of the compass or that of the gyrometer enters into the action.

' The two controllin instruments may be arranged to act on tie supply of current to a single electric motor aving a very slightly saturated magnetic circuit so as to permit the combination of the controlling actions without any appreciable error. It is found preferable, however, to adapt the compass and gyrometer to control separate electric motors, which may be of any suitable type, and to combine the movements of such motors by means of a differential gear which in turn drives a member thc movements of which may be transmitted to the rudder through any suitable mechanical or electrical connections.

In order todevelop sulicient povve'r for the purpose in view the compass should be one in which the directive force is created artificially, e. g. by means of a small repeater or follow up motor.` This motor or a similar one connected with a second compass adapted to magnify the deviations.

indicated bythe first compass, is utilized to operate a mechanism for controiling the operation of the motor that will influence the dilerential gear in accordanceV with the deviations of the ship, which motor will be referred to hereinafter as the compass motor. The structure of the controlling mechanism will of course depend upon the type of motor employed: thus, for example, if the compass motor is ofthe repulsion type, the controlling mechanism will be adapted to vary its speed in magnitude and direction by displaclng the brushes on the commutator in either direction; if a l). (l. motor is eniployed the controlling mechanism will be adapted to insert resistant-cs in series with the armature and, if desired, the field coils thereof.

The gyrometer is also provided with a repeater or follow up niotor. T he movements of the latter are proportional to the angular velocity of yawing, and it may bc connected with means similar to those used in controlling the compass motor, in order to control the motor which is to iniiuence the differential gear in accordance with variations in the angular velocity. which motor henceforth will be termed the gyrometer motor. The gyromcter also controls means responsive to changes in the sign of the an ular acceleration with a view' to effecting a fgurther regulation of the speed of the motors whenever the acceleration varies from a positive to a negative value and vicc versa.

The action of the compass is to define the course of thc ship, thc compass motor tending to operate the rudder so as to maintain the Ship on the right course; the compass control thus excrts an action similar to that of the Obry gyroscope control in the Vhitchead torpedo. Owing to thc considerable inertia of the ship this compass control, however, would not be sufficient to check the yawing of the ship, as the action of the rndder would always be feit Vtoo late and the ship would consequently follow a zigzag course intersecting the truc course before cach deviation was checked. The function of the gyrometer, therefore` Awill be to correct the action of the compass by introducing the dynamical factors of velocity and accel eration, thereb Y properly timing the action of the helm an permitting a dead course bcing steered between very tine limits.

Under these conditions any permanent dcviation of the ship from her true course would indicate that the ship has ceased to respond to her helm. To meet this contingency means are preferably provided for stopping the normal operation of the automatic steering device when the deviation to either side exceeds a predetermined angle.

In the accompanying drawings, which illustrate, by way of example, an embodiment of this invention:

Figure l is a plan View of the entire steer ing device;

Figure Q is a partial sectional elevation of the compass taken on line 2-2 of Figure. 3;

Figure 3 is a plan view, partly in section, of the compass at a larger scale;

Figures 4 and 5 are elevations viewed Lannoo from opposite sides of .the mechanism conand Figure 6 is across-sectional view thereof taken on line 6-6 of Figures 1 and 5; Figure 7 is awiring diagram showing the electrical connectionsi'bctween the parts of.

the device illustrated in Figures 2 to 6, the compass being;r shown in plan View;

Figure 8 is a side elevation ofthe mechanism controlling the operation of the gyrometer motor, and Figure 9 is a cross-set tioml View taken on line 9 9 of Figure 8; an

Figure 10 is a wiring diagram illustrating the connections between the compass and gyromcter motors and their respective controlling mechanisms.

Referri to F gure 1, the embodiment of the invention illustrated herein comprises `three main parts, one including the com assA 1 1, its follow up motor 12` the control ing mechanism 13 and the compass motor 1.1J the second including the gyromcter 15, its follow u motor 16, the controlling` mechanism 17 an the ,qyrometer motor 18, and the third partincluding the d'ercntial gear 19 which combines the movements of the

motors

14 and 18 and transmits them to a member 2G which may be connected to the helm in any preferred or well kno-.fn manner` such corr-- nections not forming part of the present invention.

Both the compass and the gyrometer mayr be of any suitable construction or type. They are shown conventionally in the accompanyin drawings with only such dctails as -w' l be necessary to the proper unr'lerstandinp.r of their mode of co-operation` which forms the subject-matter of this invention. The

motors

14 and 18 are shown to be D. C. motors but it will be apparent from the following detailed description-of the automatic steering device that the controlling mechanisms could be adapted, with comparatively simple constructional changes,

to regulate the speed of A. C. motors of any desired type.

The first part of the rdevice is more 1articularly illustrated in Figures 2 to 7. he compass 11 ma be a master compass or, as shown in the swings, n. repeater com ass the card 21 of which is operated in sync 1ronism with that of the master compass (not shown) by means of a small electric motor 22 in the usual manner. For convenience the motor 12 is not arranged to follow directly the movements of the compass card 21', but it follows themovements of an auxiliary or operating card 23 which magnifics the deviations re -istered by the card 21. To this end the s aft 24 of the motor 22 carries a gear 25 adapted to drive a small shaft 26 (Figs. 2 and 3) through the intermedia-ry of gears' 27 and 28. On the shaft 26 is mounted a gear 29 normally in mesh with a similar gear 31, which is keyed on the shaft 32 supportin the operating cal-d 23. andis adapted to ideaxmlly thereon upon operation of 'a clutch 33 of which the gcarl is a part. Bjr suitably proportioningl the gears above referred to Athe deviations oi" the compass card 21 will be magnified to the desired extent bythe operatinzV card 23. The latter may hc provided wit i graduationssymmetrically arranged onv both sides of its zero (6) mark and it has an idle sector34. the extent of the graduated portions comprised between the zero mark and the sides of said -seeljor corresponding to the maximum deviation permissible on either side of the line defining the course to be followed by the shi 'IPO control the movements of the follow np motor 12 l ma)Y use any of the arrangements usually 'employed for similar purposes. I have illustrated by way of example a system of connections in which the motor is providedl with two op iositely wound field coils, and a member sur 1 as a trolley wheel mounted ou the operating card. is adapted to close an electric circuit when Said card is rotated tu either side o' its normal or neutral |.iosition` thereby allowing current to. pass through the armature and one of the lield coils of the follow up motor. Surrounding the operationr card 23 and coaxial therewith is a 'lollow u l ring 35 mounted on u bull race 36 carried )y ay partition 37 in the compl-ias` linx 38 (F ig. 2). Opposite the zero mark of the card the ring 35 carries on its inner face u narrow )iccc of insulating material 39 on both sidles of which are arranged arc-sha1md conducting. strips 40 and 4l, which nveiusnlated from the body of tho rin and extend upto points substantially in a igmmcnt with thc sldcs of the idle sector l-t (Fig. On the card 23 is pivotcd a small lever 42 provided at one end wires 46.. 47 and 4S. 4%) connect the extremitics of the strips 40 and 4l rcspeclivelv to the oppositoly woundfield coils 61 and 62 of the follow up motor 1.2. both of which,

are in series with the armature 63 of said motor and connected therethrough to the bus bar 5l. The ring: 3T is also provided with an internal gear in mesh with a small gear 53 (Figs. 2 and 3) mounted on u vertical slm t 54 which carries a helical wheel 55 engaged by a worm 56 on a shaft 5T extending across the box 2S. Upon the shaft 5T is mounted a helical wheel 5R engaged by a worm 0n the shaft .31) of the motor 1'2.

Fics. 3 :ind show thc various parts of the loller: up system at. rest., the trolley 'thc rroorc 3S and the arm 99 be thrown to its dotted lini position (Fig. 7) thereb allowing current to pass through roller 1 strip 101. wil-cs 9S and 49. coil 62 and armature 63, and the motor 12 will return the block T to its normal position. The speed of the mnfor12 during this movement may be wgulatcd hy means of

resistances

68, 69 inserted in the wires 9T -and 98 res ectively.

The arm 99 also carries anot er pair of contacts 106 und 10i' which are connected with one another and become operative. when the arm 99 is in .the dotted line position. to close a local circuit fed by a suitahlesource of current 108 and containing an electro-magnet 109. The armuture 110 of this electro-magnet is carried by a lever 111 (Fig. 2) adapted to operate the clutch 33 when thc-magnet is energized. thereby disconnecting the

gears

29 and 31 and cans a gear 112 to engage a `small gear 113 secured Ato the shaft. 54. The operating card 23 is thereby disconnected from the compass card 2l an connected with the shaft 59 of the follow up motor 12. which retnrusit to its normal position together with the ring l`o restore the arm 91 and its attached parts to normal iosition there is provided 1n the plate S7 a t ircl arc-shaped groove 11.4

( F ig. which is normally .closed at. its upf.

per end by a removable filling piece 115. The removal and suhseguent insertion 'of piece 115nnd the upn'ar movement of the arm 91 are, of course. effected manually.

To disconnect the automatic -dericc 19 from the controlling member 20 when the lever 99 is in the dotted line. position. I have provided an clcctro-magnet 116 (Fi 1 and 7) which may he inserted in the cn'- cuit controlled hy the contacts 106. 107. yThe armature of this electromagnet 116 is carried by a spring controlled lever 117 ada ted to operate a clutch 118 which normally connects the differential shaft 119 with a screw 120 on which the hloclr 20 is shown to'he sliclnbly mounted (Fig. 1). Upon encrgization of the magnet 116 the clutch 118 is operated to disconnect the screw 120 from the shaft 119 and couple it to a shaft 121 which mav be connected in any suitable way with hand controlled device (not shown).

In addition to the

strips

101 and 102 there is arranged on the plate 100 (F ig. 4) a pair of similar conducting strips 122` 123. separated by a small piece of insulatingr muterizll 124 (Fig. 10) and engaged by a roller 125 carried by the standard 105 (Fig. 6). These

strips

122 and 123 are electrically connected with similar elements in the gyrometer system and their function is to control thc insertion of resistances in the circuit of the gvrometer motor 18, for n purpose which will b'e apparent from the furtherdescription of the device.

The second part of the device will now be -the shaft 130. The

. and instantaneously transmitted described with .particular reference to Figs. 1, 8 and 9. It comprises a gymmcter such as which controls the movements of the follow up motor 16 in n manner very similar to that in which the operating card 23 controls -the movements of the motor 12. As shown m Fig. 1, the. shaft 130, which is connected to the frame of the gyroscope forming part of 'the gyrometer, carries a disc 131 har-ing on its periphery two conduct-ing strips 132 and 138 searated by a. narrow insulating piece 134. n the peripher of thev disc 131 rides a small trolley wheel 35 carried by a crank 136 mountedon u. shaft in alignmentwith shaft carrying the crank` 136 is operativehr connected with the armature shaft, 140 of the motor 16 by means of

suitable gears

141, 142, 143, 144. Electrical connections similar to those existingbetwcen the strips 40 and 4l-and the tield and armature windings of the motor 12 are provided between the strips 132 and .1.33 :1nd the field and armature windings o1.' the motor 16. The arrangement nndopcration of these con nectionsY being similar to those previoush,r described in connection with the compass follow' up system the same need not be described in detail and it `will be understood thatthe wheel 135 and crank 136 will automatically follow the movements of the shaft 130 .'ust as the ring 35 follows the movements of t e card 23, and that the movements of the shaft. 130 will be suitably lnnpliied by the armature shaft 140.

The-controlling mechanism 17 operated bv the follow upwmotor 16 comprises a slid ing block 150 which, in plan view, is ractically identical with the block 70, the lock 150 bein actuated by avscrew 151 driven by the sha t 140 and sup ortcd by

standards

152 and 153. Longit-n inal guides 154 and 155, similar to the tides 74 .and 75 respectively, engage the llock 150, and a bridge piece 156 arranged centrally of and secured to the block 150, has a set of

brushes

157, ,158 and 159 adapted to (1o-operate with sets of cont-acts 160` 161. and 162 connected with resistentes 160'-160", 16V-161" and 162'-162 (F ig. 10) carried by the guide 154. These reslstances are inserted in circuits including the eld and

armature windings

163 and 164 of the Agyrometer motor 18, endV serve to regulate the speed of this motor in accordance with variations in the angular velocity of yawing, such variations being recorded'by the shaft. 130 of the gyrometer to the shaft 140 and the block 150.

In'order to introduce the factor acceleration among those controlling the o eration of the compass motor 14, which is esirable with a. view to accentuating the easing action of the device, I provide on one side of the blockl50 a plate 165 (Figs. 8 und 9i having formed therein a longitudinal groove 169. The blockl'l isl formed wit 1 e lateral pcilolcction ll carrying e contact. 172 cda te ternnteytoelglgetwo mmetri erro' ed stationery contacts 113g `and 174 ustnb y mounted on a. forked support 175 coated oplosite themiddle line 9-9 (Fi s ,of the lock 15o. .The moet; de an 1 4 cre very close to one enother und they serve es ebutments limiting the movements of the block 167 on both sides of its inoperative' ition shown in Fig. 8. Owing to its fncti'onal enga-gement with the globes 165,168 and 169, the small block 167 ollows the movements-of the block 150 until the contectl't strikes'a st one of the stationary contecte,`the bloc 167' strikes against the'other stationary contact.

As every reversal in the direction of motion of the block 150 corresponds'to n change in the othe acceleration from positive to n tire or vice verse, such change will resu t in .the makin und of electric circuits, which e ion is u f to control the insertion of -reeietuncee` 177 and 178 in the circuit comprising the armature 84 ofthe compas motor l(Fig. 1Q),A as will 'be more full explained-hereafter.

n the side of the bloclc150 remote ,from v(die.etundurd 175 there is provided c plete 185 i t elock 70, di-Eering therefrom merely in that it carries only one set of 'conducting strips 186 end 18T (Fig. 10). These strips are'sepurnted by n smal insulating piece 188 und adapted to be engaged by c roller 189 (Fi 9 and 10) carrie by a. standard. 190 loon d in the vertical lane passing through the line 9-9, (Fig. 8

Cross connections

191, 192, (Fi lO are providedbetween the stri s 186, 1 an the .strips 123, 122 rcspectiv while the rollers 125 and 189 are Y respectively connected by

wires

193 and 194 with the ends of a resistance 195 in series with the armature 164 of the gyrometermotor 18, The arrangement Vis such that the resistance 195 is c utomatically shunted at predetermined times by the above connections, thereby enabling the gyrometer motor to exert a strong easing action on the helm at the proper moments.

No automatic disconnecting mea-ns need be associated with the controlling mechanism 17 since the angular velocity cannot increase -stop andthe controlling 9) which is similar to the plete 100 of indefinitely. If for any reason, such es thc failure of the follow up system to operate properly, ythe trolley wheel 135 should ride oil the

strip

132 or 133, the motor 16 will mechanism 1T may then be restored to operative osition by meens'of c manual clutch 196 (Flig. 8).

The third part of the automatic device illustrated i'n the drawi scorn rises: the differential gear 19' whic -pcom inns und transmits to the shnft'lll the movement imparted 'thereto by the pinions 19T and 198 driven by the-,

motors

14 and 18 respectively (Fig. 1). Through

genre

199, 200 the shaft 1'19 normally drivesn'shat 201 cnrryin the screw 120 on-which the helm contro ingr member 20 is mounted to slide. Asn-ill "be -obvious to those skilled in the art the mem ber 20 muy be `adapted to control` a steam or hydraulic valve in 'the case of-steam or b Vdreulic steering gear, or it may control t e supply of current to e Amotor adopted to bulld upproper voltage in the @steering pleut generator if the .action of the .rudder is controlled electrically.

The action of the automatic steering derice is as follows:-

iseuming that in the' first instance the ship is onher right courec,u'itho11tany tendency to yew t0 either side i. e. analytically;

'f (angle of deviotion 1 (angular velocity)=, "T (angular uccelcretion)=.

To mark the difference between deviations from her truc course to' port and to star boord, the first will 'be regarded as. ositive f und the second as negative T ngnler velocity increasing the positive und decreasing thc negative deviation, will be treated ns positive angular velocity und will represent en n iler velocityf from night to lcft. The opposite angular velocity rom left to right) will be counted as negotlve (T In the sume wey angular ac coloration will be treated 11S positivo 'llLTl directed from right to left.

Referring to Fig. `10 the line N-Y indi cotes thc position of the brushes 78, T9 of the bloc-lc 70 und l5?. 15S, 159 of the block 150 when the deviation. the singular velocity and the cingular acceleration are zum. (lu-rrentwhich may he initially regulated b v adjustable. rcsistances .202 und 203. is snppled to the 'ield windings S3, 163. of the motors 1i and 1S. respectively. while the brushes 78. T9 and 15S` 159 controlling the suppl;r of current to the armatures S4 nml 164 of the

motors

14 and 18, respectively. are discoxmccted from the bnl-s 50, 5l, all the parte of the steering device being at rest with the helm amidships.

Assuming that. the ship receives ien n1- pulse (from a, Wave for instance) diverting Macnee 'her in um positive direc-uan. Initially the Deriaton to port is started with ever increasing velocity andthe compass and'gyromcter operate the

mechanisms

13 and 17 motor, and enabling the latter to exert a strong meeting action. The resistance 195 A in series with the armature 164 of the gyrometer motor is not shunted at-this moment,

but the gyrometer motor rotates in the same 'direction as the compass motor. both motors concting to move the rudder to port with considerable speed.

The action of the rudder will be felt by the fact that:

V (2) r T When the angular acceleration becomes zero the brushes controlling the

motors

14 and 18 are on the lines Ill-II. IIII' respectively, the block 150 bieing then at the end of its course. The. motors 14 and 1H rotate in the same direction as previously, but at n greater speed, since the operative portions .ofthe resistances 81', 82 and 161', 162' have decreased while the operative portions of the resistances 80' and 160' increased. The meeting action of the device is very energetic. A

From this moment on the sign of the augular acceleration is reversed, i. e. analytically:

motor 1 and considerably reducing ther speed of the same.. The block Tt). however, continues to more in the direction of the arrow 204. The helm is still moved in the same direction as before, though with much reduced speed.

As the action of the rudder continues to increase there will lbe a moment when the angular velocity of the ship is completely checked and the kinetic energy of the ship is reduced .to zer-0,1. e.:

The brushes of the two sliding s ms are now on the lines .lV-IV, IV-1V respcctively, the latter line coinciding with the central or neutral line N-N. The gyrom eter motor 1 8 sto is, its-armature beingdisconnected from tie current supply (i0, 51, While tbecompass motor continuues to .run slowlv in the same direction as previously. The meeting action stili exists, but itis 80 extremely weak.

Angular velocity to starboard now `appears although the deviation still remains to port, analytically:

The sliding system controlled by' the gymmeter begins to move to the other side of the line N-N, the gyrometer motor being switched on in the opposite direction. The brushes'are now-on the lines V-V, V-V, the

brushes

157, 158, 159 co-operating with the resistances 180"` 161" and 162" respectively. The insulating

pieces

124 and 188, whici are inline with the brushes on their respective carryingbloeks and 150. are therefore on op osite sides of the line N--N passing througi the rollers 125 und 189. As soon as the roller 189 is engaged by the strip 1ST, the resistance 105 is slnmted by the

connections

103, 122, 192, 187 and 194, and the gyromcter motor 1S is operated at full speed. The compass motor rotates slowly in the same direction as before, its movement gradually dying out. Thus the action of the two motors is dilferential, the action of the gyrometer motor being.'` ,strongly predominant and steadily increasingus the action of the compass motor diminishes. This will bring the rudder 110 rpllickly to its central position or oven furt er, thus easing her, as does a good hclrnsman when he sees that the action of the helm is felt by the ship. This easing nction may be properly adjusted on the -ships 115 trail trip by regulating the value of the' resistance 195.

The ship beingr still under the inllueuce .of the meeting" action exerted durin; r the first four periods above referred to. is then 120 brought hack to her original course, i. c,:

The brushes T7, 78, T9 are now again in their initial central position. which is indi- 125 cated b v the line Vlr-VI coinciding with N-N, and the compass motor 14: has stopped. The brushes controlling the operation of the grometer motor are on the line VI'VI' and moving away from the 130 ysa lli

line X-N The speed of tho gyrometcr motor isstill increasing.

As the angular velocity continues in the same direction owing to inertia. the ship now oesbcyond lier truc course, her an fular kinetic energy being however consi erahlvdiminished as compared with the tix-s1; period considered ahore. Analytically:

The compass motor 14 is switched on in the iropcr direction to mectthe deviation to star ard now taking' place, the

brushes

77, 78 and T9 cooperating with the resistant-es 8U", Rl", S2" respectively. As the contact 17:2 eamo into engagement with tho stationarv contact 174 shortly after the direction of movement ofthe gyrometcr motor was reversed. the resistance 173 is shunted during this period and the' motor 14 is started .at full' speed. The movement of the block bringing the iusulatiur piece 124 to the same side of the line N-i as the piece 188` the resistance is again inserted in circuit with the armature of tho rrrometer motor. The lines VII-VH, V l-VII'., indicato. the positions of the brushes controlling thc operation of the. compass and eyronictcr. both of which now art in thc same diirction to check energetically the motion to starboard. ll'ith regard to this motion 'to starboard the same phases of motion only for deviation will lie repror uced in tho same succession and so on. except that euch successive swing: will have smaller :impliludo on account of tho dampi ug cll'ect of thc gyromctrr.

Thus the compass und tlu` f \rouuler op crate concurrently to impart the required motion to thchclnnthe-spccd of tla` member 2() being subjected to a gradual regulation bv tho control of the insistant-es Sl'-Rtl. si'ei''. seh-ss", iur-16o", lor-ier', and lG2-1t`:2 and1 at predetermined times, to the additional sudden action ol' the connections controlling the rcsistauces l''i' 178 und 195.

'like foregoingl aetionwill in reality take place in u veri brief period of time and the rudder will be slightly moved round its central position. It. according;r to circumstiiiices.tl1c ship must carry u certain amount of rudder` this is done automatically as it will be. `clear from the. foregoing description hat the angle ot the rudder is regulated bv the. inhrent conditions of motion so as to satisfy the desired course. Thus every action on the mrt of thc external perturhing force is c oscly followed by a very energetic eounteractiun ou the part of the rudder, thus stopping the deviation at its very inception. This reaction is started almost instantaneously (meeting hcr) on the least tendency on the part of the ship to elect au angular movement und ceases directly there is no further need for it (cas ing he1"). It is clear thatif insteml of one perturhing impulse setting the device in action as above described there is a. whole series of such impulses following one an `other in every kind of succession, (which is exactly what takes-place in reality) to every primary pei-turbine impulso the device produres a counter-effort thus cancelling `the original impulse before it can affect the ships course.

The resultant effect of tho device ou the helm is determined by the cxtcntto which the compass and the gyrometcr control are caused to alfect the differential your. It the influence ofthe compass pr ominates in the device the ship will ya-w more or less out of her course and the oscillations will ho rapid and willdie out slowly` whereas` if the. gyrometer is predominant in the device the damping of the yew will be energetic. 0n a. rough sea, therefore, the compass action might be slightly predominant and, inquiet weather, the gyrometer. This e'ect can be easily attained by introducing into the. respective electric circuits of. the -compass and the gyrometer motore more or less resistance. or inductance if alternatin cur rent is employed. Thus, in the ambo ent illust rated. the adjustable resstances202 and 203 afford a convenient means of varying the relative im ortance of the factors cooperating in tie double control. A art from this the sensitiveness of the w 101e device may be modified according to the muditious. lf great accuracy in steering is not the main object audit -is chiefly desired to obviatc moving the steering gear too often in opposite directions. in short, if a. certain loos-corse in steering is not objected to, for csamplc when in aV very roufr'h'sea. the vessel is pitching. rolling am: yawin at the same time.. the sunsitireness n the t evice muy be diminished by the introduction of the resistanco or inductance into both circuits simultaneously. If, on the contrary it is desired to steer a dead course e. during target u'actice. full voltage may lie .applied across )ot-h circuits and the rudder will thus he freilmently moved and will quickly check wit i the utmost energy the angular motion at its very inception, so that the steering will he. very accurate. Under such circumstances the vassoi after )rawing is immediately brought back to her course without an)v oscillations at ull, if an appreciable amount of you' is produced for an unforeseen reason, such as a. very sudden impulse.

It is obvious that the device described above ma;r be used also for controlling the operation of the rudder or thc plane controlling the vertical movements of submarines. uirships. and the like. In this case of the gyro-wheel should be parallel lso angular velocity of insegno the direction indicating apparatus will comprise a vertical line mdicatn apparatus,

lsuch as a roscopic horizon instead of a the-ship should of course be auch that itA would respond to variations in the 'velocity' of the pitching o r vertical motion of the ship instead o responding to variations in t-hevelocitl of the vglawingr or horizontal `motion of t e ship us, where a rome. ter is employed, the pivotal axis 1 of the gyrometer frame or case vshould be horizontal and at right a les to the longitudinal lcentro line of theahip when the deviceis to lcontrol the vaiving of the ship, while the axis 130 should be vertical when the device is to control the pitchingv of the shi or the vertical motion of an airship or o a submarine. In both instances the spinning axis to the As t0 longitudinal centre line of the shi driving the controlling mechanisms an means for operating viously may be identical in both instances, the operation of the device being the same whether it is adapted to steer n bodys course in a horizontal or in a vertical plane.

By providing an airship or a submarine xvithtwo steering devices according to this invention, one adapted to nes nd to. the `in horizontal movements of the s ip and the` other adapted to respond to its vertical movements, it will therefore be possible to steer a straight course at a uniform elevation or depth.

Since, as far as I am aware, this invention is based on the utilization of a principle not hitherto ap lied to the steering of vessels or other h ies, I wish to be understood that all matter contained in the above d6-` scription or shown in the accompanying drawings should be interpreted as illustrative and not in a limiting sense apparently wdelv diierent embodiments of my invention could be made without departing from the scope of the appended claims. I claim :V 1. An automatic steering device includin helm controlling means responsive to bot the positional and the'angular motion ofthe body to be steered. 2. An automatic steering device including means responsive to the positional elements of the angular motion of the body to be steered, means responsive to the dynamical elements of its angular motion, and means for lcombining the movements of both said means. 'x 3. An automatic steering device for ships and the like including means responsive to changes in the direction of motion of the ship, means responsive to variations in the the ship.t and means for the helm these ob trolling means adapted to be 4said driving means.

' motor-controlled by sai as manyv dynamical @ama er' means.

4. An automatic steering device for ships and the like including means responsive to changes in the direction of motion of the ship, means responsive to` variations in the combining the movements ofboth said.-V

'iro

angular velocity of the ship, and a helm controlling'member subjected to the com# bined action-oi both said means e 5. An automatic steering device for ships and the like", includ" v means naive to changes in 'the direction of motion of the ship,` means responsive to variations in .the

angular velocity of tbe ship, means res nsive 'to variations in the angular ecce eration of the ship adapted to influence the movement of one of said means, and a' helm controlling member subjected to the combined action-of all of said means.

6. In an automatic steering device, a directon indicating apparatus, an an lar velocity indicating apparatus, contro lino Ameans operated in aynchronism with eac of said apparatus, driving means controlled by said controlling means, and helm conoperated by 7."In an automatic steering device,.a dircction indicating apparatus, an angular velocity indicating apparatus, driving means controlled by sai direction indicatg apparatus, driving means controlled by said ve ocity indicating ap aratus, and helm controlling means subiec .to the combined action of said driving means.

8. In an automatic steering device, a direction indicating apparatus, an angular velocity virnlcating ap antun, an electric direction indicating apparatusI an electric motor controlled by said velocity indicating apparatus a diierential geur adapted to combine tie movements'of said motors, and helm controlling means adapted toA be driven by said differential gear.'

9, In an automatic steering device, a direction indicating apparatus, an an ar velocity indicating apparatus, contro ling means connected and adapted to move in s'nchronism with each of said apparatus,

riving means. controlled b' said controlling means ctively,V and elm controllin means subiected to the combined action o said driving means.

410. ln'an automatic steeringdevice for ships and the like, a direction indicating apparatus, an angular velocity indicating aparatus, means operated by said velocity inicating apparatus responsive to changes in the si of the, angular acceleration of the ship,- riving means controlledby said direction indicating apparatus and said velocity indicating apparatus respectively, one of said driving means being further controlled by the means responsive to changes in the sign to the angular deviation of Athe p im `of the angular acceleration, and a helm controlling meiiibersubjectedto the combined action of-said driving means.

11. In`an automatic steering device for ships and the like, .two electric motors, means for controllin the. speed of one of said motors to keep. 1e same proportional to the angular deviation of the ship from ii predetermined course, means for controlling the speed of the other motor to koe suine proportional to the angularve ocity of the ship, and e lie1in controlling member subected to the 4combined action of said me ors. g n

12. In an automatic steering device for ships and the like, twoV electric motors, means for controllin Vthe speed of one of said motors to keep same pro rtional m a predetermined course, means for controllingy the speed of the other motor to keep the saine ro rtional to the angular velocity oft e `p, means adapted to vary the speed of one of said motors every time the sign of the angular acceleration varies from positive to negative vor vice versa,'and ii helm controlling member subiected to the combined action of said motors.

13. In an automatic steering device, a

com ass a` rometer, drivingl means conltroljed by e comlpass and t c gyrometer otivel and elm controlling `means sub eeted the combined action of said ISIS . i .angular veloctyof the iiihilna.v helm control- 40 ling member subjected to the combined a'c tion of both said means, and means' for tembee porarily increasing the action of the first mentioned 'means during the meeting period.

15.In' an automatic steering device for ships' and the like, means responsive to changes in the direction1 of motion 'of .the ship, means responsive to variations in the' an lar velocity of the ship, a helm oo ntrcsling member subjectedto the combined action of both said means, and means for -temporarily increasing the action of the last mentioned means during the easing period.

ships and the like, 'means res nsive to changes in the direction of motion of the ship, means responsive to variations in the angular velocity of the ship. ahelm controlling member subjected tol the combined action' of both said means, and means for varyin the combined action of said means.

`lz'f. In en automatic steering device for ships and the like, means responsive to changes in the direction of motion of the the sh 16.. In an automatic steering device forship, means responsive to variations. in the angular'veloctyoi the ship, a helm controlling member subjected to the combined oction of both saiilmeans and means for v'a ing vthe individual action of either of said means. A g

18,. An automatic steering device for ships and the like, ncludingnieans responsive to changes in the direction of motion of the ip, means responsive to variations in the angular velocity of the shipy a helm controlling member subjected to t e combined 'ac tion of both said means, and means for stopping the normal operation of the device when the deviation of the ship to either side of lier course exceeds a predetermined angle. 19. An automatic steering device for slii l and the like, includingmeans nsive changes in the direction .of motion of the ship, means responsive to variations in the angular velocity of the ship a helm control ling member su -ected to tlie combined. actionsof both sai "means, means for automatically sto ping the normal .operation of the device w the Adeviation of the ship to either side of her course exceeds a' predetermined angle, and means for returning the device toits operative osition.

2G. The combination, wit the elements recited in claim 9, of means for returning the direction indicating apparatus Aand the controlling mechanism connected therewith to their initial positions, respectively, when the direction indicatnga paratus records' a deviation exceeding ap etermined angle. 2l. The combination, with the -elemente recited'in claim 9, of means for restoringsynchronisin between the velocity indicating apparatus and the controlling means connected therewith when such synchronism has n disturbed. 22. The combination, with the elements recited in claim 7, of means for automati` cally disconnecting the helm controllin means from the driving means when the di-4 rection indicating apparatus records a deviation exceeding e predetermined angle.

23. In an automatic steeringy device for ships andthe like, a compass havin a movler v ocity of the ship.

24. The combination, with the elements recited in cla-im 28, of automatic means for retumi; the movable element of the com pass an the controlling means to their respective initial positions when the deviation of the ship exceeds a predetermined angle.

incasso the last mentioned motor, the arrangement being suchvthat the helm controlling member mayv occupy any position between its extreme positions irrespective of the posi? tion of the movable element.

-controllin said means, a compass having 26. In an automatic device, a helm controlling membeqan' electric motor for actuating same, means for controlling the speed of said motor, a movable member It movable e ement responsive to deviations of 'the rudder when the ship the bod to be steered, and means for driv' ing sai member in synchronism with said element, the arra mentbeing such that no predetermined, ationv eristsbetween the position of said helm control' and the ma itude of the deviation at any particular time during the operation 4of the evice.

27. In an automatic ysteering device for ships and the like, a helm controlling meinber, and means whereby. the said member is caused to move the rudder due to the devia tions of the ship .under the action of perturbing forces, said means being adapted to cause said member to continue to move is returned to hier true course until the action of said perturbing force ceases.

2B. In an automatic steering device for ships andthe like, a helm controlling member, means for dri said member, and means for controlling e speed of said driv ing means, said speed controllin means being responsive to deviations of e ship under the action of a perturbing force, said driving meansA being adaped to influence said helm controlli mem r aslong as the action of said pertur ing force persists. irrespective vof the course steered by the sliip.

29. In an automatic-steering device for ships and the like, a helm controll' member, an electric motor for driving sai meniber, a direction indicating ap tus, arheostat, connections between said rheostatgand said eledcltric motor ooriiutrlcsiled by direction in `cat" a a va y of said motdixasliunction of thrz variations in the angular position of the ship d iie to the action of a perturbing force, said' motor being adapted to continuously control the movements of said helm controlling member luntil the action of said pertnrbing force ceases. 4

3 0. In an automat-ic steering device, a compass having a movable element, a follow up motor, an electrical connection between said movable element and motor whereby nisin with the former, an

'a switch operatively connect membery 4conducting strips on sai the latter is caused to o ratcin synchro-` ncction adapted tol reverse the rotation of the motor when the deviation indicated by the compass exceeds a predetermined angle;

31. The combination, with the `elements lrecited in claim 3()il of mechanical means adapted to connect t e armature of the follow up 'motor with' the movable element of the compass when the rotation of the motor is reversed. r

32. In an automatic steering device a compass having a movable element, a fo ow up motor adapted to move in synchronism with saidelement, and a speed controlling p mechanism driven la' scid motor, seidmechiding block'having tivo anisni including a parallel longitudinal grooves connected at their ends .by arc-shaped grooves, a miler normally engagin one of said lon 'tudinal grooves. a pivoter armjcuri'yirixgi said roller, p with said armand electrical connections co-operatin with said switch torcve'rse the rotation o the follow up motor 'when the roller drops from one longitudinal groove into the other. 33. In an automatic steering device, a compass having a movable element, a follow up motor, an electrical connection-between said movable clement and motor whereby the latter is caused to operate in synchronisrn .with the former, and a speed 'controlling mechanism driven by said motor, said mechansm including a slidinf block, a pair of block, a piece of insulating material between said strips, a. contact member adapted'to ride over said strips, a switch adatedto break the connection between the ollovir np motor and the movable element of the compass and make a connection between the follow up motor and Ione of said strips, and means for operating said switch when the block has reached the end of its path.

34. In an' 'automatic steering' device, an electric motor, a member driven by said motor, and means for reversing the rotationv of said motor including a switch adapted to be operated by said member, a pair of conducting strips on said member, a' piece of insulating material between said strips a contact member adaptedto ride over said strips, and b said swit cti-ical connections controlled In an automatic steering device, an angular velocity indicating apparatus, a helm controlling member, an electric motor for actuating said member, and means operated by 'said apparatus -or varying 'the speed of said motor as a function of tbe angular velocity of the body to be steered.

36. In an automatic steering device for ships und the like, an electric motor, u rhcostat in circuit with tho armature of said mobetween the said motor and' an electrical contor, a sliding member controlling the operemember is in its neutral position, and menus A,lll

for controlling the movements of said member in such a manner that the distance Afrom `seid member to its neutral position is iropoitiolial to 'the angular velocity of the s ip.

37. In an automatic steering device for ships and the like, on electric motor, a vari.- able resistance in circuit therewith, and 'means for automatically varying said resistance in proportion to the variations in er velocity of the ship.

38.' n an automatic steering device f or ships and the like, an `electric motor, o circuit therefor u resistance, and` means rcspousive to c enges in the sign of the anlar acceleration of the ship for controlini;r the insertion of said resistance in said circuit. i

39.'In an automatic device for ships and the like', a motor, ineens responsive to changes yin the direction of motion -ot' the ship, means responsive to changes in the angular acceleration of the shi und means for varvin the s eed of sai motor controlled by th sai ineens respectively.

'4.0. In un. automatic steering device, e motor and means for varying the speed of said motor including; movable member, a lmovable contact in frictional engagement therewith, und 'stations contacts adapted 'to limit the movement o 4said movable contact and to co-operate therewith to time the variationsA in ,tbespeedof said motor relzitivelyto che in the direction of motion of said move e member. i

41. In un4 automatic steering device for ships and the like, nn electricmotor, a re sistanee in circuit therewith, and means fory alternately shunting endinserting seid, re-- sistance, comprising a sliding member having o. rate of motion roportional 'to the variations in the angular velocit of the ship, e. movable contact in frictions en agement with a groove in seid member, an sta tionery contacts adapted to cli-operate with and limit the movement of said movable contact. n

42. In an automatic steering device for ships and the like, an electric motor, e re- A lsistenoc in circuit therewith, und means for shouting said'resstan when the sig-n of the angulai acceleration of the ship changes fromi nositive to negative and vice versa.

43. un automatic steering device, a motor, and for varyingjthe speed of Y said motor inclndingftwo movable members,

a pair ot conducting strips on each member, a piece of insulating material between the strips of each air, a stationery contact member adapt to engage each pair of strips, and cross connections between the respective pairs of strips.

44. In an automatic steering device for ships and the like, an electric motor, a rosistnnce in circuit therewith, and means for shunting said-resistnnce comprisi 4o. sliding member having a rate of motion proportional to changes in the direction of motion of .the ship, a sliding member having e rate of motion n'oportioual to varintions in the angular vc ocity of ythe shi J, e pair ofconducting strips on eachmem r,'u piece of insulating material between the strips of each pair, a. stationary contact member adapted to engage each pair of stri said contact members being respectivelg'a councctccl to opposite ends of said resistance, mul cross-connections between thc respective pairs of strips.

45. In an automatic steering device for ships and the like, lui-electric motor, a. resistance in4 circuit therewith, two members each adapted to more on both sides of a. central position, one of said members bcn rcsponsive toclianges in the direction o mo'- tion of the ship and the other to variations inthe angular velocity of the shi and means adapted vto shunt seid. resistance when sniil members nre-on opposite sides of their iespectiventral positions.

46; In un automatic steering device for ships und the like, two motors, means for combining the movements of said motors nieaus :forl gradually -vu-rying' the speed o one motoi-accoi'din to changes in the direction of motion o the'sliip, and ineens for gradually varying the speed of the other motor according to variations in the angular velocity of the shi Y' 4T. The combina 'on,. with the elements recited in claim 46, of means for suddenly varying the speed of .one of seid motors when the sigirof the angular acceleration of the ship changes from positive to negative and vice verse..

(t8. The i combination, 4with, the elements recited in claim 46, of` means for suddenly varying'the power applied to. one of said motors when the sign of the angular velocity of ther ship changes from posit-ive to negative and vice versa.

49. In an automatic steering device for ships and the like, two motors responsive, respectively to changes in the' direction of vthe ship und to variations inits angular ve locty, and a dilfemntial. ar for combining thesmovements of sei motors.

50. In un automatic steering'device for ships and-"the like, aoompass, a 'gyrometer, two electric motors, means for keeping the speed of one motor proportional to thedeviation iecordcd by thecompass, means yfor keepingjtlie Vspeed of the second motor pro- Eortional to the angulaivelocity recorded y the gyroineter, means for varying the power supplied to thevfirst mentioned motor when the sign of the angular acceleration luccica of the ship varies, and means forvarying the power supplied to the second motorthenetion of a perturbing force on the ship' to successively impart a meeting to said helm controlling and an easing action member. A

52. In an automatic steering dev-.ice for ships and the lilee, a helm controlling ber, means operative when the ship 4eviatiis from her course to successively impart a meeting and un easing action to said helm controllin Y regulating themeetingfandthe easing v action of said means.

55. lln an automatic steering device for ships and the like, a helm controlling meinber, for imparting a meeting action thereto when t e ship 'deviates from her course, means for checking such action when the langular velocityY of the ship begins to .decreasmand means for imparting an easing action to the helm controlling memberwhen the sign of the angular velocity is i 56. In. an automatic steering device for fing action proportions.

ships and the like, a helm controlling member meansfor imparting thereto c mcet- ,to the deviation of the ship fro'in her com-stefl and means for checking said action when e deviation and. the angular acceleration of the ship have diierent signs.

57. In an automatic steering d evice for ships and the like, a. helm controlling inemher, means for ,impartiiig thereto a meeting'action proportion to-the deviation of the ship from her course, and in eans for imparting an casing action'to said mem.

ber as soon as the deviation and the angular f the ship have dierent signs. an automatic steering device for velocit 58.

ships and the like, a helm controlling mein ber means for impartin thereto a meetgi action proportion of the ship from her course and meansfor increasing such action while the donation and the angular acceleration of the ship andthe memmember, andmeans for eviates from her course', and means her adapted to exert ameeting rate `of su 'deviates from -s ve to the angular velocity of the ship -deviates from her course, and

to the deviation have the same sign the last mentioned means Il being adapted to eck-said action when the deviation and the angular acceleration of the sin .have different` signs.

p9. 4n an automatic steering device for ships and the like, .a helm .controllingniem- 10 ber means for mpa vthereto a meet ing action proportion to the deviation gf the ship from her course, and means for increasing auch action while the deviation angular acceleration of the ship have I5 the saaie-si ,the 12:: mentioned, means hei a toimp, an easing actionto- :iid 'member' when the deviation and the anguiar velocity of the ship have dllercnt si B0 60. -In-an automatic steeringdevcefor shipsY and the like, a-helm controlling member, means for imparting thereto a variable meeting action when theV ship deviates from her course, and means nsive toss the rate of the r motion o the ship "for timing the variations in said meeting action.

61. In an automaticsteerin'g Ydevice for ships and the lilne, a helm controlling mem- 00 action when the ship deviatesfroi'n her course, and means for to lsaid member a variable action'as soon as the initial anof Vyawilig isextim said means ingesponsive .to the nent 'angu motion of the ship to time t e variations in said easing action. .j

62. In an automatic steering device4 for ships and1 the like, means ada ted to act concurrently on the helm to uence same accord to variations in the angular position oinie ship andi'n the rate of its angular motion. .l

63. In an automatic steering device for ships and the lilre, means for impa a meeting action tothe helm vwhen. the p her course, and reric ene al. guhguished,

or correcting said meeting action:

64. In an automatic steering device for ships and the like, means for imp a meeting 'action to the helm when the s fp means rensive to the angular acceleration of the lll s sgi for correcting said meetingacticn.

y 46 In an automatic steering device for ships and the like, means for successively imrti a mes and an easin action thenelm when e ship dcvilitesom her course, and means responsive to the angulairvelccity of the ship for correcting said meeting and easing actions.

66. In an automatlc steering device for 12| ships andthe like, means for impartinga meeting.action to the helm when the s p deviates from her course, and means respon- 4iii ' ships and the like,

motion of the shilp sive to a dynamical element of the angular motion of the ship for varying the extent of said meeting action.

67. In an automatic'stcei'ing device for ships'and thc like,v means for impaitin a meeting action to the helm when the s ip deviates from her course,and means responsive to a dvnamical 4clement of the angular motion of the ship for varying the duration of said meetir'ig action.

68. In an automatic steering device for means for imparting a meeting action to the helm when the s ip deviates from her course, and means responsive to a dynamical element ot the angular 4 for easing the helm as soon as the initia angular kinetic ener y of yawing is extinguished,l thelast mentioned means being adapted' to vary the easing action on the helm.

69. In an automatic steering d evice -for ships and the lik a 'helm controlling member, means for influencing said member in proportion to variations in an element ofthe an lar motion of the ship, and means for iniilencing said. member in proportion to variations in an element measured ment.

70. In an automatic steering d evice for ships and the like, a helm controlling member, means for influencing said member in proportion to variations in' an element of the an iilar motion of the ship, and means for influencing said member in proportion to variations in an element measured by a derivative of the first mentioned element.

shi tu'rliing force,

71. .In an yautomatic steering device for ships and the like, a helm controlling member, means responsive to variations in the an iilar position vof the ship' for im artmg a meeting action to said member w en the is deviatedirom hercourse by a perand means tondino' to synchronize' .thevari'ations in said meeting action with the variations in thefaction of said perturbing force on thel ship. y

72. ships and the like, ber, means for im tion thereto when her course under 'the action of a 'perturbresponsive to variations a helm'controlling memarting a meet' acimparting a variable easing action to said member as soon as the initial kinetic energy due to the action of the perturbing force has been extinguished, the last mentioned means also tending to synchronize the variations in said easing action with .the variations in the angular kinetic energy due to the meeting action'of the helm. i

73. Means forsteering a ship or the like including means for moving the rudder, and

by a con'- tinuous function of the first mentioned elef o In van automatic steering 4device for t e ship is deviate from for permitting the ship or the like to carry an amount of rudder to keep it on its course. 74. Means for steering ships or the like including means responsive to movement of the ship olfher course to move the rudder, said means beingadaptcd to introduce the amount of rudder required to keep the ship on her course.

75.'In an automatic steering device for ships and the like, a helm controlling -member, means for .imparting thereto meeting and easing movements when -tlie ship is deviated from hei' course under the action of an external force, and means tending to synchronize the meetin movements of said member with the variations inthe action of said erturbing force en the ship, and the easingy movements of said member with the variations in the angular kinetic energy of the ship due to the meeting action of the helm. v v

76. Means for steering shi s or the'like including means vfor lcontro 'ng the speed of movement of therudder. in re onse to conditions of movement ofthe ship oli' her course. v

77. In an automatic steering device, means responsive to a dynamical ,element of motion the body to be steered and a helm controlling member controlled by said means.

78. n an automatic steering device for ships and the like, means for steering a course between certain limits, and means responsive to a dynamical element of motion .of the ship for influencing said steering means. In au automatic steering device for ships and the 1iIre,-torque generating means responsive tovariations inthe angular po- 'sitionr of the ship, torque generating means responsive to variations in a dynamical element of the an ar motion of the shp,vand a shaft control ed by the differential action of saidmeans.' 4 In an automatic steering device for sliipsand the like, a helm controlling niember, and means responsive to the instantaneous eii'ect of aperturbing forceon the shi forcausing said member to move the ru der until the effect of said perturbin force ceases to influence the. movement oi the v,

31. n' an automatic. steering device for ships and the like, means responsive to the angle of deviation of the body to be steered from its direction or course, means respons ive to its angular velocity, means responsive to its angular acceleration, and means i'or combining the action of all these means. 82. In an automatic steering device for ships and the like, a helm controllinv menier, means responsive to the angle o deviaticn of the body to be steered from its vdirection or course, means responsive to a incenso deriutive with respect to time of the angle of deviation, and means for combining. the

action of said means intoaresultant action on the helm controlling member.

83. In an automatic device having a member for affecting the position of shi s or the like, means for controlling the mem r com-l 'rising means responsive tothe le of eviction of the ship from the desire position, Vmeans responsive to its an lar velocity, and means for combining 't action of these means.

84. In an automatic device for controlling the position of ships or the like, means for maintaining the bod in a constant position with respect to a re erence line, comprising means responsive to the angle of deviation from the desired position, means responsive toits angular velocity, means responsiveto its angular acceleration, and means for combining the action of all these means.

85. In an automatic steering device for` ships `and the like, a helm controllin member, means responsive tothe angle o deviation of the body to ybe steered from its direction or course, means responsive to a plurality of higher derivatives with respect toy time of the angle of deviation, end means for combining the action of said means into a resultant action on the helm controlling member.

86. In a system for controlling the condi.

tions of relative movement of two elements, means responsive to the extent of departure from a. predetermined condition, means responsive to the velocity of the de arture means for adjusting the relative e ects oi rboth these means, and means for combining the effect of these means to control the conditions.

87. In a system for controlling the conditions of relative movement of two elements, means responsive to the extent of departure from a predetermined condition` means responsive to the value of a derivative with respect to time of Vthis de arturo, means for ladjusting the relative e ects of both these A means, and means for eontrollin the conditions in accordance with the com ined efect of these two means.

88. In a system for controlling the oonditions of relative movement of two elements, means responsive to the extent of departure from a predetermined condition, means res'ponsive to the velocity of the departure,

means responsive to the value of a derivative with respect-tc time-of the velocity, and

derivative with respect-to time of this de-V rture, means for adjusting the 'relative eilects of both these means, and means for 4controlling the conditions of movement 1n constant, which consists in Vcontrolling the conditions in. res parture of the .conditions from that desired, and to the values of a plurality of higher derivatives with respect to time of this departure. V

ponse to the extent of de- 92.7111 a system for maintaining a body in `a consta-nt angular position with res ect to a reference line, means res 4onsive tot e angle of deviation ofthe y from its desired position. meons'responsive to a (plurality of igher timederivatives of sai deviation,

means for combining the action of all these means, and means responsive to said resultant action for returqingthe body to its desired sition.

93. na system for maintaining a body in a., constant angular position with respect to o referenoeline, means onsive to the ex tent of departnre'of the ody from its de aired position, means responsive to the velocity of the departure, means for combining the action of both 'these means, and means responsive to said resultant action for return' the body toits desired ition.

94. .a system 'for maintainingl a. body in a constant. angular position. wit respect to a reference line, means onsive to the extent o'departuxe of the bo y from its desired position, mea-ns responsive toA the velocity of the departure means responsive to the acceleration of said departurmrmeans for combiningthe action of all these means, and means naive to said resultant ac tion for returning the body to its desired position. v

95. The method of maintaining a body in constant angular relation with respect to a reference line, which consists in controlling the position of the body in re onse to the extent of departure of the v from the desired position and to the values of a plurality of hi her derivatives with respect to time of t is dpartnre.

In testimony whereof aix my signature.

NICOLAI MINORSKY.