US1456744A

US1456744A - Controlling mechanism for stabilizing gyroscopes

Info

Publication number: US1456744A
Application number: US194646A
Authority: US
Inventors: Harry L Tanner
Original assignee: Sperry Gyroscope Co Ltd
Current assignee: Sperry Gyroscope Co Ltd; Sperry Gyroscope Co Inc
Priority date: 1917-10-04
Filing date: 1917-10-04
Publication date: 1923-05-29
Anticipated expiration: 1940-05-29

Description

Mai-y as, 1923. 1,456,744

H.L.TANNER CONTROLLING MECHANISM FOR STABILIZING GYROSCOPES Filed Oct. 4, 1917 3 Sheeis-Shegt i mmv'ron HARE Y LIA NNER May 29,1923. 1,456,144

H. L. TANNER CONTROLLING MECHANISM FOR STABILIZING GYROSCOPES Filed 001.4, 1917 s Sheets-Sheet 2 INVNTOR T 7. HHRRY LZZINNER.

May 29, 1923. 1,456,744

H. L TANNER CONTROLLING MECHANISM ,FOR STABILIZING GYROSCOPES Filed Octf, 1917' 3 Sheets-Sheet 5 HARRYLZ INNER- Patented May 29, 1923.

HARRY L. TALNNER, OF BROOKLYN, NEW YORK, ASSIGNOR TO THE srnany evac- SCOPE COMPANY, or BROOKLYN, NEW YORK, A oonronarroiv on NEW YORK.

Application filed October 4, 1917. Serial No. 194,646.

To all whom it may concern: v

Be it known that I, HARRY L. TANNER, a citizen of the United States of America, residing at 114% East 19th Street, Brooklyn, in the county of Kings and State of New York, have invented certain new-and useful Improvements in Controlling Mechanism for Stabilizing Gyroscopes, of which the following is a specification. V

This invention relates to gyroscopic stabilizers of the type usually employed to stabilize ships, although the invention is capable of other uses. More specifically the invention may be said to relate toa passive type of stabilizer with added automatic controls imparting many of the properties of the active type without the control gyros and other complicated apparatus of the active type. 1 j

s It is well known that in the ordinary passive system of stabilization a poltion of the energy of stabilization is exerted when the ship is nearly at its extreme positions ofswing or oscillation. As a result this portion of the energy, practically speaking. does not tend to decrease the amplitude of the roll but merely to change the period. My invention aims to prevent the expenditure of this portion of the energy at this particular point, or points, of the roll by locking the gyro against precession until after the ship has travelled a predetermined portion of the period from its extreme positions of roll and preferably also by bringing the precession to a low speed at a predetermined time before the ship reaches its extreme position of roll.

Another important object is to cause the precession of the gyro to maintain a practically constant predetermined rate during each half cycle of roll. I

It is well known to those skilled in the art that the amplitude of roll of a ship varies for different conditions of the sea and accordingly the speed of precession in order to stabilize properly should be varied for different conditions of the sea. Various systems of control for stabilizers vised for effecting this result. In these systems it will be found that the speed of precession varies in a jerky manner. In my system I aim to avoid this jerky act-ion. i. e.,

have been deto effect. a smooth control of the speed of precession so as to expose the operating parts to minimum strain.

A further object is to provide a system with the above enumerated objects and advantages of a small number of parts and employing no gyros other izing gyro or gyros.

Other objects and advantages will appear as the description'ofthe system proceeds.

Referring to the drawings which illustrate what I now consider the preferred my invention:v 1

Fig. 1 is an elevational assembly of one form of my invention, certain details being omitted for the sake of clearness and the than the main stabilfor of control. apparatus beyond line .A-A being on a much larger scale than the gyroscope and brake. V Y

Fig. 2 is awiring diagram of my invention. 7 I

Fig. 3 is a section on the line 3 3 of Fig. l.

Fig. 4 is a section on the line 4-4 of Fig. l.

Fi Fig. 1.

Fig. 5 is a fragmentary detail of a part of the mechanism illustrated in Fig. F 1g. 6 1s a section on the line 6-6 of Fig. 1.

Fig. 7 is a fragmentary detail of a the mechanism illustrated in Fig. 6.

Fig. tion, of a form-of brake forming a part of my invention. i

Fig. 9 is a side elevation partly in section, of the struction shown in Fig. 8.

Fig. 1.0 is an elevation of a motor conpart of 8 is a front elevation, partly in sec- 5 is a section on the line 55 of I trolled rheostat utilized iig my improved sys-,

tem.

Fig. 11 is a diagram employed in explaining a part of the operation.

Referring to Fig. 1 it will be seen that-as in other systems I employ a stabilizing gyroscope 1 mounted for precession about the axis 2-2 which axis is placed in a fore and aft or athwartship direction depending on whether it is desired to stabilize against pitch or roll of the ship. it will be assumed that it is desired to stabit i'ze against roll.

For the sake of simplicity Before entering into the description of the specific details of the physical embodiment of my invention hereinafter disclosed, a recapitulation and restatement of the principal objects to be accomplished will prove helpful. Referring to Fig. 11 let it be assumed that the arc, e, 71, represents halt the period of roll of the ship for a given condition of the sea, a and 7t representing reversal of roll, and suppose the ship is starting to swing; at c. Procession is to be started at 7'' where" w, 7, represents a predetermined portion of the period. Precession is to take place at a pre determined constant speed during the t me interval 7, g. and the speed of precession to be materially reduced and in effect the gyroscope brought to rest during the interval g, h. Furthermore the above mentioned constant speed of precession from 7' to g is to be adjusted to fit the condition of the sea Thus it becomes neces ary to provide some device or mechanism for fixing the points 6, f, g and h with reference to the roll of the ship no matter what the period of. the latter may be due to the condition of the sea. The device provided by me for accomplishing this function is comparatively simple and makes use of no auxiliary gyro or gyros. This device which may he termed a control device will be hereinafter more specifically described.

In addition to this control device I provide precession speed control mechanism and centralizing mechanism as will later appear in detail.

Control device.

The control device may assume the form shown in Figs. 1, 2, 5. G, and '7. A pair of parallel shafts 53 54: are journaled for rotation in

uprights

56, 55, 56 secured to the base 57-. The shafts 53, 5d have fixedly secured thereto

hubs

58 and 59 respectively. The hub 58 has integrally connected therewith a pair of oppositely extending; arms 60. 61 to one of which, 60, a lever 62 is pivoted at 63. The upper end of lever 62 is provided with a. laterally extending lug 64 (see Fig. 5) adapted to engage the upper end of the arm 60. A spring 65 secured to the lower ends of lever 2 and arm 61 tends to maintain the luo ljt in engagement with the arm (ll). The elements (30 and 6:3 on the hub 59 correspond to elements 60 to on the hub 55 and need no further description. For the purpose of oscillating the shafts, 53., 5st at desired times a Tshaped friction arm 66 is frictionally engaged with the shaft 3. The particular structure forming" this friction connection is shown as comprising a friction collar (37 fixedly secured to the shaft and loosely surrounded by a split collar (38 secured to the lower end of the T-shaped arm 66. The leg); ot the last mentioned arm shown hollowed out to form a guide for a friction block 69 adapted to engage the friction collar 67. For the purpose of adiustimz the frictional force between the block 69 and collar (57 means may be provided for varying the pressure of the block on the other elf the last named elements. These means may assume the form of a spring '70 interposed between the block 69 and a vertically slidable block 71 which is provided at its upper face with a conical seat to receive the lower conically shaped end of a rod 72, all of which elements may be located within the hollow leg of the T-shaped arm 66. The rod 72 is engaged at its upper end by a set screw 73 which engages in the upper end of the leg or vertical portion of the T-shaped arm. Obviouslyby turnin the set screw 73 the pres sure adjustment above referred to may be effected and an adjustment once made may be maintained by tightening the lock nut H. The horizontal arms 75 and '76 of the T- shaped member 66 are each provided with a downwardly extending lug 7'? and 78 each adapted to engage a corresponding one of the levers (32 and 62 on movement'of'the member G6 away from central position and thereby oscillate the shafts 5?) and 541. More specifically, vlien the member ('36 moves to the left the lug 77 engages the lever 62 to oscillate the shaft 53 in a counter-cloclrwisedirection but the lug; '78. in spite of the fact that it engages the lever 62, does not oscillate shaft a l as the lever 62 moves away from the arm 60. Conversely when the member (36 moves to the right shaft B l is oscillated by the T-shaped arm but not the shaft The shaft 2-3 above mentioned. is shown coupled to the gyro l by means of segmental gear 5, secured to the gyro casing. and a pinion 4 meshingwith gear and secured to shaft 3. )bviously the shaft 3 will reverse whenever PZ'GFL-SSlOll of the gyro i ri'werses. it will be seen that one or the other of the shafts 5 3. 54 is oscillated every time the sha ft reverses direction of rotation and the shaft reverses every time precessirni of: the gyro l reverses or in other .vords one or the other of the shafts 53. is quiclql y oscillated or tripped immediately after the ship passes tlll'()l1;1'li the extreme positions of roll or oscillation. Stops T9 and Sll may be fixedly secured to the uprights Mil'or the purpos-ze of limiting the throw of the T-shaped meinher (it). lly virtue of this above dcscrilud structure the uuivement of the shafts .nay be utilized to establish. what u ay be termed. reference points 0 and 1 (See Fig. 11). Thus shafts 5 5% may have secured thereto the arms dl. and 32, each provided with a slot 93. at their free ends. A vertically movable rod 86 may be connected to the arms 81 and by a pin 85 passing: through slot 83. is the rod Stiis kicked up at each reversal of precession it is obvious that if some mechanism is provided for causing it to drop a predetermined constant distance at a practicallyuniform rate it may be utilized quite readily to fix the points 7' and (see Fig. 11) with respect to points 6 and 71.

The mechanism preferred at present by me. for causing the rod86 indicated is shown in detail A dash pct 87 is shown as base 57 and contains a piston 88 secured to the lower end of the rod 86. A checkvalve 89011 the piston permits unimpeded upward movement of the rod 86 but closes on downward movement of the latter to retard its descent. A spring 90 may be provided within the'cylinder 87, and above the piston 88, to aid in returning the piston todownward position. The upper and lower ends of the cylinder are shown connected by a bypass 91. containing a needle or other regulating valve 92. By adjusting the latter the by-pass 91 may be restricted or opened whereby the time taken by the piston 85: to drop may be controlled. ,Mechanism is to drop as above in Figs. 6 and 7. mounted on the provided for automatically adjusting the position of the needle valve nism may assume the form of a ratchet wheel 93, mounted on the spindle of the valve 92 and cooperating with a pair of oppositely directed spring pawls 9e, mounted on the rod 96. The last mentioned element is shown slidably mounted in a bracket 97, secured to the dashpot cylinder, and is pivotally connected at its upper end to the arm 82. I

The operation of the control thus far described is as follows:

Precession of gyro 1 will reverse every time the ship tends to swing in a reverse direction and every time precession reverses the rod 86 is rapidly kicked up. This 92. This mechadevice, as

causes the pawl 95' to engage the ratchet wheel 93, while the piston 88 is traveling from b toa, tostep the said ratchet wheel one notch in such a direction as to open the valve 92 wider. The piston 88 starts to descend, being impeded by the trapped fluid in the bottom of the cylinder. When the piston reaches point '0, the ratchet wheel 93 and if the piston 88 is kicked up again, by reversal'ot precession, as soon as it reaches the point d, the pawl 94 will have rotated the wheel 93 one notch in a direction opposite to that due to pawl 95. In short if the piston 88 travels from a to (Z between two' successive reversals of precession the valve '92 will be unchanged in condition for the down-stroke of the piston. If the piston is dropping too slowly; i. e., if it fails to reach the point (Z before precession reverses, the pawl 9% does not cause the ratchet wheel 93 to restrict the passage of valve 92 so that in the next down-stroke of the piston the fluid impedance is less. and the piston will consequently drop more quickly. This will continue until a stable condition is continue until the pawl 94: engages ing position; 'i. e., th tends to apply the brake.

collar 12 other shoe reached when the piston drops from a to d in the interval between two reversals ofprecession. It the piston drops too quickly; i. e., if it travels past- Z before precession reverses, the valve 92 willbe closed a greater extent (due to thefact that pawl 94'now rotates the wheel 93 two notches) than it was opened by the pawl 95 so that the impedance to the down stroke will be increased and the descent slowed down. This would a stable condition is again Thus, at any time the piston 88 from a to d at'a practically unireached.

will drop form rate to the average time. interval between each two or" the immediately preceding reversals of precession.

88 drops at such a rate as to fit the condition of the sea.

As electrical means for effecting the precessionspeed control are preferred by me at present I provide the rod 86 with contacts 49 and 15.4 adapted to engage the contacts 50 and 155 respectively at points in the downstrolqe of said rod 86 corresponding to the-points f and gof'Fig'lli tacts 50 and 155 may-be adjustablysecured to the cylinder 87.

Preoession speed control mechanism.

As stated in connection with Fig. 11, at various times in the operation the gyro. 1 I is to be locked against precession, at other precession is to be kept times the speed of constant and this constant speed isto be adjusted to fit the condition of the sea. I ac complish'these functions-in the present specifio embodiment speed responsive braking torque, and means for changing the efiective relationship between the brake and speed responsive device, which elements will be taken up in detail in the order named.

A preferred type of brake is one in which a magnet'acts in opposition to aspring. f Either'the magnet or the spring could be utilized to apply thebraking torque. Iprefer to utilize the form of brake shownin Figs; 1, 8 and 9 which isvbiased to brak The brake is shown as comprising a drum 6, keyed or otherwise secured to the shaft 3 and a plurality of brake shoes 7, 7 each secured at one end to a fixed. base block 8 by means of pins 9. One of the shoes 7 has secured thereto at its free end one end of a rodlO. the other end of said rod being screw threaded whereby a nut 11 may be screwed on said rod to also mounted on the rod.- The 7 is shown as provided at its and in a total length of time equal In other words, the piston by employing abrake, adevlc'e for controlling the spring constantly provide an abutment fora The con- 8 free end with a member 13fthrough which Y the rod 10 passes and which member 13 forms a seat for one end of a compression spring 14: which abuts at its other end the collar 12. It will be apparent that the spring is constantly tending to urge the shoes 7 to braking position. The spring 14 is of such strength that it is capable of exerting a force, through the brake, su'fiicient to lock the gyro against precession at the desired time.

One form of: electromagnetic means for efl'ecting partial. or total release of the brake is illustrated in Figs. 8 and 9. The member 13 is shown cup-shaped and has secured thereto an annular shel 15 of magnetic material which carries a solenoid 1G. The armature- 17 ot the ele-ctro-magnct is secured" to the other shoe '7 tl'irough the rod 10. Ol viously sufficient energization 0t thesolenoid 16 will separate the shoes 7. and release the brake.

The above described brake may also be utilized, not only to lock and release the gyro for precession, but to control the speed of precession. Thus by varying the strength of current through the solenoid 16 the pull exerted between the solenoid and its armature 16 and consequently the effective thrust of the s1 ring 14 on the shoes 7 may be varied.

The speed responsive device is shown as a governor 2O driven by precession of the gyroscope and controlling the energization of the solenoid 16 in a manner hereinafter more specifically described. The governor 20 is shown as secured to a vertical shatt 21, rotatable in a bearing and provided with a beveled gear :22 meshing with siir'iilai' bevelled gear 23 on the shaft 3. The governor comprises a metallic sleeve 24 connected to the governor balls and positioned in accordance with the speed of rotation of shaft 21 and therefore in accordance with the speed of precession ot the gyroscope.

While the governor 20 might be connected in various ways to control the solenoid 16 I prefer at this time to use the connections and instrumentalities illustrated. The sleeve 24 is shown as provided with a dish 26 forming a movable contact adapted to cooperate with a plurality of relatively stationary adjusts able contacts 23', 28. The

contacts

27, 28 are connected by means of

wires

29 and 30 to a corresponding field winding 31 or 32 ot the motor 253, the field windings 31 and 532 being reversely wound. The disk contact 26 is shown connected through the sheit 2'! and conductor to a line wire 2'35 and the tree armature terminal of the motor 3?, is shown connected to the other line wire 36 by means of a wire 87.

The reversible motor 33 is employed to ad just a rheostat 1S electri ally connected to the brake solenoid 16, the electrical connections being hereinafter more specifically described.

The motor 05 is shown as having a long shaft 38 journaled in bearings l0, on the rheostat l8, and provided between the bearings 40 with worm 39. While I am aware that various types of rheostats might be employed the particular one illustrated (see Fig. 10) comprises a pivoted arm 42 provided at one side the pivot with a segmental rack ll meshing with worm 39, and at the opposite side with a prolonged portion co-operating with a series of contacts d3 connected to taps of a resistance as. A switch comprising contacts 41-5 and 16 may also be provided on the rheostat 18 to be opened by the arm 42 when the latter is at the extreme left hand position on contacts 43. The contact 45 is a spring contact fixed to the rheostat casing and biased to engage, normally, the fixed contact a6. when the arm 4:2 approaches the extreme left hand position a lug of insulation it, provided on said arm e2, engages the free end of spring contact 45 to cause it to be disengaged from the other contact 16. The

contacts

45, 46, are placed in series with the wire 80 for a purpose which will appear later.

is shown in Fig. 52 the rheostat is connected in series with the brake solenoid 16 through the following circuit from line wire through wire 48, contacts a9 and 50, wire resistance a l, arm 12, wire 51, brake solenoid 16, wire 52 to supply wire 36.

ll ith the above described structure and connections it is apparent that it contacts ll) and 50 are open the solenoid 16 is deenergized and the brake applied to lock the gyro 1 against precession. This, of course, takes place when the gyroscope approaches the limit of t precession-a1 n1ovementi. 0., at point g in Fig. 11, the brake operating to bring the gyroscope quickly to rest and the brake remaininglocked until the point g is reached on return roll of the ship.

ilrssuming hat contacts

49 and 50 are closed the precession will be kept at a speed corresponding to the position of the

contacts

27, 28 with relation to disc 26. Thus it the precession is above a predetermined speed, disc 26 engages contact 27, to energize motor in such a direction as to cause the motor to operate rheostat arm 4-2 to cut in more resistance le and thereby increase the braking torque. This will slow the precession down. Similarly, it the speed of precession drops below this predetermined constant speed, the contact 28 is engaged and the speed is allowed to pick up.

For changing the effective relationship between the speed responsive device and the brake I provide means for shifting the position of the

contacts

27, 28. By elevating

contacts

27, 28, the permitted constant speed of procession'is raised while the latter is lowered by lowering said contacts.

The last mentioned means may assume the term illustrated and constructed substantially as follows: The base 103 which carries

contacts

27, 28 is shown provided With two internally screw-

threadedbrackets

130, 131 which areengaged by a screwthreaded rod 13.. The rod 132 is mounted on an upright post 137, secured to base 57 by means of

journal brackets

133 and 18%, said rod being rotatable'in the ournals but prevented from vertical movement by means of

collars

135, 136. Rotation of the base 103 may be prevented by providing guide strips 1-38, (see Fig. 3) 'on the journal bracket 134, which engage slots 139 pro vided in one side of the said base 103;

Obviously by rotatingthe rod 132 the base 103 and contacts 27, and28-are moved in a vertical direction either up or down according to the direction of rotation'of the rod.

The mechanism for actuatingthe rod 132 may assume the torm of an electroamignetlcally actuated pawl and ratchet 19111118- plunger 14% of electromagnets 14,5, 1&6

which are in turn mounted on the base 57 by means of an end bracket 1&7. The arm 1 1-3 may bebiasedjto normal position'by means of a spring 148 secured to a bracket 150, which in turn is mounted on base 57, the said spring engaging'a squared, fiat portion 1&9 on the arm. 1 13. The electromagnets are so designed that if energized succcssivcly, even though simultaneously remaining energized, the one first energized will hold the plunger 1 M in attracted POSl'. tion.

Springs

8 and 3 may be provided to prevent actuation of the ratchet wheel 1 10 by either of the pawls when the latter are returning to neutral position.

The contacts and connections for controlling the energization of magnets 1 15, and 146 may assume the form illustrated. A contact 151, which I term a limit contact, is shown mounted on the contact 28, but insulated therefroimand is adapted to be ngaged only when the governor drops to a comparatively low iced. This contact is adapted to energize the magnet 1 15 through the following circuit; starting with line wire 35, through wire as, disc 26 contact 28, contact 151, wire 152, magnet 14-5, wire 153 toopposite line wire 36. l or controlling onergization of the magnet 141-6 have proi'ided contacts 151, 155 in all respects the

same contacts

49, 50, except that the formerfare preferably adapted to engage w ien the rod 86 is the same distance from its lowermost position of normal travel as the said rod was from its up ermost position or" normal travel when contacts 1-9, 50 closed. The circuit of the magnet 1 16 is as follows: starting with;

line wire35 through wire 18, rod 86,con-

tact 154, contact 155, wire 156, magnet 146, I

wires

157 and 153 to li-neewire 36..

The operation of my system as thus far described maybest be understood by againreferring to Fig. 11. "Torepeat": thearce, 72, represents halt't-he period'ot' actual roll of the ship with a given condition'otfsea'. This] period of actual rollshould be distinguished cated onrod 86 as to close at a point Corr-c spondlng to f in Figjll. will be'clear that the ratio of 6, 7L to e, gis a constant.

e. 7 from the natural period of the ship', which is constant, as the former varies withdiften,

Now assuming; thatthe roll sta-rt-sat e ,,the

rod 86, which has'been kicked u by reversal of precession, starts tov drop. After a time 6,

f the contacts 19, 50 close to release the brake to allow precession of the gyro 1' to begin."

This precession is maintained at a constant speed by the speed'responsive device 20, etc. It thecontacts 2'7, 28 are in such position as to allow a rate of precession too high for the condition of the sea'e'xisting at that timethe precession will drop to such an extent,'or1or to the closure of contacts 15%, 155, as to cause contact to be established between disc 26 and contact 151. This sequence of operation will cause the magnet 145 to be energized'bfore the magnet 1 16 which would causetherod 132 to be rotated to lower base 103 and

contacts

27, 28, so that the permitted constant speed of precession would. be changed to a lower yalueon the other hand if pre-f cession takes place-at too lowa speed for the existing condition of sea the magnet lt6 will be energized ahead otinagnet 145 and

con tacts

27, 28 will be shitted upwardly so ast-o cause the permitted constant speed of precession to be raised. Thus the cycle of operation summed-up'is as follows: Starting with the ship at one extreme position of roll (6) the gyro'l is locked against precession tor-a predetermined portion of the half period (6,

the 0 re 1 is then )ermitted' to )recess ataconstant speed of value which will;

correspond to the condition of the sea, until a point 5 is reached which occurs preferably, before the roll reverses at 7t. lit this point,

contact 19 is disengaged from contact 50,

and the circuit through solenoid 16 broken,

thereby applying the brake with the maximum force; the brake then remaining locked for the reason above described until the point g is' again reached on the return os cillation of the ship. the roll of the other half period (it toa) is" similar to that oi the above described halt The operation for- A stabilizer designed asabove described" .actsfmuch more etiiclently than the ordinarypassive type and is simpler in design than the active type as all control gyros are disp ense d with.

C'entmZiein-r/ mechanism.

I for shifting the base 103 and may be const-ructed as follows: The slide 102, on which the

contacts

27, 28 are mounted, is shown as provided with adovetail extension 101 (see Fig. 3) on one side thereof which is slidable in a dovetail groove 105 in the base 103. The slide is biased to lower position, with respect to its base 103, by gravity and it desirable the action of gravity may be supplemented by a spring 106 secured at its upper end to the lower end of slide 102 and at its lower end to a lug 107 provided at the lower end of base 103. A pair of electromagnets 108, 109 are shown provided on the upper end of the base 103 and are provided with a plunger 110 secured at its lower end to the upper end of slide 102. These last men tioned magnets are so arranged that it either is energized alone the solenoid plunger will be raised but on simultaneous energization the plunger is undisturbed as the two magnets then neutralize each other.

The centralizing switch may assume theform illustrated, in which a lug or arm 111 provided on the frame of the gyro 1 carries, pivotally connected thereto at 112, a switch arm 113. Contacts 114:, 115 are also mounted on but insulated from the arm 111 and segmental contacts 116 and 118 are mounted on. but insulated from, one of the bearing brackets 119 of the gyro.

The centralizing switch and its magnets 108, 109 may be connected electrically as follows: Starting with line wire 35, a wire 120 leads to a resistance 121 which in turn is connected to contact 114 by means of wire 122. The opposite contact 115 is connected to magnet 109 by means of a wire 123 and the other end of said. magnet 109 is connected to wire 120. The contact segment 116 is con nected to one end of magnet 108 by means of wire 12 1, the other end of said magnet being connected to the line 36 by means of wire 125. The remaining contact segment 118 is connected, by means of Wire 126, to the resistance 127 which, in turn is connected to wire 125.

The operation of the precession centralizing feature of my invention is substantially as follows: Suppose that precession is taking place between an and 3 (Fig. 2) and that the lug 111 is in the position shown and traveling to the left, The switch arm 11?; will engage segment 116 and be moved into enga men h. renn 115 thu l g circuit from line wire 35, through wire 120, magnet 109, wire 123, contact 115, arm 113, segment 116, wire 124, magnet 108 and wire 125 to line 36. Magnets 108, 109 both being energized neutralize each other and n0 pull is exerted on plunger 110, (see Fig. 1). "When precession reverses at m the arm 113 is thrown away from contact 115 and into engagement with contact 114; to break the last described circuit and to establish the following circuit: from line wire 35 through wire 120, resistance 121, wire 122, contact 114, arm 113, segment 116, wire 12 1, magnet 108 and wire 125 to line wire 36. Magnet 108 being energized alone raises plunger 110 and slide 102 to raise the contacts 27, thereby permitting the precession to speed. up from x to 2.

lVhen the lug 111 reaches segment 117 the last mentioned circuit is broken to cause plunger 110 to drop as both magnets are now deenergized. When precession reverses at y the arm 113 is thrown over to contact 115 and the following circuit establishedz. from line wire 35 through wire 120, magnet 109, wire 123. contact 115, arm 113, segment 118. wire 126, resistance 127 and wire 125 to line 36. Energization of the magnet 109 alone, causes the same eilect as energization of magnet 108 alone, i. e., raising the permitted speed of precession.

Summing up the last described cycle:

. When the precession is from extreme outward position to the normal central position the procession is speeded up, but when the precession is away from central position precession takes place at the usual speed. As a. result any tendency to precess more to one side of center than to the other, will be overcome.

In accordance with the provisions of the patent statutes, I have herein described the principle of operation of my invention, together with the apparatus, which I now consider to represent the best embodiment thereof, but I desire to have it understood that the apparatus shown is only illustrative and that the invention can be carried out by other I means. Also. while it is designed to use the various features and elements in the combination and relations described, some of these may be altered and others omitted without intcrferring with the more general results outlined, and the invention extends to such use,

Having described my invention. what I desire to secure by Letters Patent is:

1. In combination, a stabilizing gyroscope, means for locking said gyroscope against precession and means for rendering said locking means ineffective to lock said gyroscope at a predetermined point in a precession-causing roll, said second named means being controlled by said gyroscope.

2. In. combination, a stabilizing gyroscope, means for locking said gyroscope against precession and'means controlled by said gyroscope for releasing the latter be means controlled by said gyroscope for varyin the value of said constant speed on variation of the amplitude of roll of the ship.

5. In combination. a stabilizing gyro scope, means controlled by said gyroscope for maintaining the speed of precession of said gyroscope practicallyconstant for the major portion of a half period of roll and means controlled by reversal of precession of said gyroscope for fixing the value of said constant speed.

6. In combination, a stabilizing gyro.- scope, a speed responsive device connected to said gyro, means connected to said speed responsive device for controlling thespeed of precession of said gyroscope and means including a member actuated on reversal of precession of said gyroscope for changing the eflective relation between said device and said first nc med means.

'7. I11 combination, a stabilizing gyroscope, a speed responsive device actuatedby precession of said gyroscope, means con' trolled by said device for controlling the speed of precession of said gyroscope and.

means controlled by said gyroscope for changing the effective relation between said device and said first mentioned means.

8. In combination, a stabilizing gyroscope, a speed responsive device actuated by precession of said gyroscope, means con trolled by said device for controlling the speed of precession of .said gyroscope and means. including a control device actuated by said gyroscope, "for changing the eliective relation between said device and said first mentioned means.

9. In a ship stabilizing system, a gyro scope, a control device actuated in one direction at each reversal of precessionof said gyroscope, means for causing said control device to move at a practically uniform rate in the opposite direction between two re vcrsals of precession and means for maintaining the extent of movement of said device in the last mentioned direction practically constant-although the number of reversals of precession, of said unit of time. niayvary. a

'10. In combination, a stabilizing gyroscope, a control device comprising a movable element, means for moving said element in one direction upon reversal of precession of said gyromeans for causing said element to move in the opposite direction at a substantially uniform speed and means comprising a part actuated upon reversal of procession of said gyroscope for adjustingthe value of the above mentioned speed.

11. In combination, a stabilizing gyroscope, a control device comprising a movable element, means forrapidly actuating said element in one direction on reversal of pr tarding the movement of said element in gyroscope, per

' ession of said gyroscope, means "for re the opposite direction, a member controllingsaid retarding means and meansactuated said memby said gyroscope "for actuating per in opposite directions. I

12. In combination, "a. yroscope, a da'sh-- pot, means for rapidlyelevating the piston of said dash-pot on reversal of precession of said gyroscope, means including a valve for controlling the flOW of fluid from one end of said dash-pot tothe otherand means actuated on reversal of-pre'cession of said gyroscope-tor operatin said valve.

18. In combination, a gyroscope, a control device movable at a practicallyuniform speed and a practically constant extent duringsuccessive reversals of precession of said gyroscope and means for controlling thespeed of precession ofsaid gyro, said means being controlled by said device.

In combination, a gyroscope, a control device, means for causing said device to movea practically constant distance at-a practically uni'torm rate during successive reversals or" precession of said gyroscope and means controlled by said device for locking said gyro againstprecession. g

15. In combination, a gyroscope, a c0n' trol device, means for causing said device to move a substantiallyconstant distance at a substantially uniform speed during successive reversals of precession of said gyroscope, a speed responsive device actuated by precession of said gyroscope, means con. trolled by said speed responsive"device for controlling the speed of precession of said gvro and means controlled by said control device for changing the efi'cctiverelation be-v tween said speed responsive device and said speed controlling means.

16. In combination, a gyroseope,a control device, means for causingsaid device to move-a substantially constant distance at. a substantially uniformspeed during successive reversals of precession or" said gyro.-

scone a s eed responsive device actuated b precession of said gyroscopeymeans coniio trolled by said speed responsive device for controlling the speed of precession of said gyro, means for controlling said speed controlling means from said control device and means controlled by said control device for changing the effective relation between said speed responsive device and said speed controlling means.

17. In combination, a stabilizing gyroscope, a control device actuated by reversal of precession of said gyroscope, means for preventing precession of said gyroscope and connections between said device and said means.

18. In combination,- a stabilizing gyroscope. a control device actuated by reversal oi? precession of said gyroscope, means mechanically connected to said gyroscope for controlling the speed of precession of the latter, a speed responsive device connected to said gyro and to said speed controlling means and means controlled by said control device for shifting the connections between said speed responsive device and said speed controlling means.

19. In combination, a stabilizing gyroscope. a speed responsive device driven at a speed proportional to the speed of precession of said gyroscope, means controlled by said device for controlling the speed of precession of said gyroscope. precession cen tralizing means connected to said gyroscope and means controlled by said centralizing means for changing the efiective relation between said device and said speed controlling means.

20. In combination, a stabilizing gyroscope. means including a part actuated by said gyroscope for controlling precession of said gyroscope, means, including a speed responsive device driven at a speed proportional to the speed of precession of said gyroscope. for controlling the speed of precession of said gyroscope and precession centralizing means including a part actuated by precession of said gyroscope.

21. In combination, a stabilizing gyroscope. a control device actuated on reversal oi precession of said gyroscope, a centralizing device actuated by said gyroscope, a speed responsive device driven at a speed proportional to the speed of precession of said gyroscope. means connected to said gyroscope for controlling the speed. of pie cession of the latter, connections between said speed responsive device and said means, and means controlled by said control device and by said centralizing device for Chang ing the eii ective relation between said speed responsive device and said first named means.

22. In combination, a stabilizing gyroscope, means for braking the precession of said gyroscope and means including a centralizing device governed by said gyroscope for causing the braking torque applied when said gyroscope is processing toward central position to differ from that applied when the precession is away from central position.

In combination, a stabilizing gyroscope, precession retarding means connected thereto, a device actuated by precession of said. gyroscope and means including said device for causing the torque exerted by said retarding means when said gyroscope is precessing toward central position to differ from that exerted when the precession is away from central position.

2%. In combination, a stabilizing gyroscope, an electro-magnet, means connected to.

said gyroscope for energizing said magnet wl'ien said gyro is precessing in one direction on one side of central position and means for deenergizing said magnet when said gyro is processing in the opposite direction on the same side of central position.

25. In combination, a stabilizing gyroscope, an electro-magnet, a contact, means for causing said electro-magnet to shift said contact when said gyro is processing in one direction on either side of central position and means for causing said electro-magnet to release said contact when said gyro is precessing in the opposite direction on the same side of central position.

26. In combination, a stabilizing gyroscope, a switch connected to said gyroscope, a plurality '01"? electro-magnets and means for energizing any one or all 01" said electromagnets, said means being controlled by said switch.

27. In combination, a stabilizing gyroscope, a control device actuated by reversal of precession of said gyroscope and a precession controlling brake controlled by said device.

28. In combination, a passive stabilizing gyroscope, a control device and a centralizing device controlled by said gyroscope, precession controlling means and connections between said devices and said means.

29. A ship stabilizing system comprising a passive stabilizing gyroscope, precession limiting means connected thereto and means actuated by said gyroscope and operating through said other means for synchronizing the procession of the gyroscope with the roll of the ship.

30. In combination. a stabilizing gyroscope. a speed responsive device actuated by said gyroscope, a centralizing device actuated by said gyroscope and precession retarding means controlled by said devices.

31. In combination, a stabilizing gyroscope, a control device, a speed responsive device. a centralizing device, each of said devices being actuated by said gyroscope and a precession controlling brake controlled by said devices.

connections between said device and means,

a control device actuated by said gyroscope scope, an electromagnet c precession conscope, a speed resgonsive'device actuated by said gyroscope, precession controlling means,

and means controlled by said control device forshift'ting said coimections.

In combination, a stabilizing gyroscope, a speed responsive device actuated by said gyroscope, precession controlling means, connections between said device and means, a centralizing device actuated by said gyroscope and means controlled by said central izlng device for shifting said connections.

34. In combination, a stabilizing gyroscope, a speed responsive device actuatedby said gyroscope, precession controlling means, connections between said device and means, a centralizing device actuated by said gyroscope, a control device actuated by said gyroscope and means controlled by said centralizing and control devices for shifting said connections.

35. In combination, a stabilizing gyroscope, a control device actuated by reversal of precession of said gyroscope, a switch actuated by said device, an electro-niagnetic precession controlling brake and means including said switch for energizing and deenergizing the brake magnet.

36. In combination, a stabilizing gyroscope, a control device actuated on reversal of precession of said gyroscope, a switch actuated by said device, a centralizing switch actuated by said gyroscope, an electro-magnetic precession controlling brake and means including said switches for controlling the energization of the brake magnet.

37. In combination, a stabilizing gyroscope. a control device actuated on reversal of precession of said gyroscope, a switch actuated by said device, an electro-magnetic precession controlling brake, means including said switch for energizing and deenergizing the brake magnet, a speed responsive device actuated by said gyroscope and means including said last mentioned device for controlling the strength of current through said magnet.

38. In combination, a stabilizing gyroscope, an electromagnetic precession controlling brake, a circuit for energizing the brake magnet, means for varying the strength of current through said magnet, a speed responsive device actuated by said gyroscope and a centralizing switch actuated by said gyroscope, said means being controlled by said switch and said device.

39. In combination, a stabilizing gyroscope, an electromagnetic precession controlling device, a speed responsive device actuated by said gyroscope,'electrical con tacts cooperating with said device, means including said contacts for controlling the energization of the brake magnet, a control device actuated by said gyroscope andmeans controlled by said control device for shifting the position of said contacts with respect to saidspeed responsivedeviceh -40. In combination, a xstabilizingtgyrotrolling device, a speed responsive device actuated by said gyroscope, electrical contacts cooperating with said device,- means including said contacts, for controlling the energization of the brake magnet, a centralizing switch actuated by said gyroscope and means controlled by said centralizing switch for shifting the position of said contacts with respect to said speed responsive device.

41. In combination, a stabilizing gyroscope, an electromagnetic precession controlling device, a speed responsive device actuated by said gyroscope, electrical con tacts cooperating with saiddevice, means including said contacts for controlling the energization of the brake magnet, a centralizing switch actuated by said gyroscope and means controlled by said control device and by said centralizing switch for shifting the position of said contacts with respect to said speed responsive device.

42. In combination, a passive stabilizing gyroscope, a control device actuated-upon reversal of precession of said gyroscope and precession controlling means controlled by said device.

43. In combination, a stabilizing gyroscope, means controlled by said gyroscope for opposing precession for a predetermined portion of a roll and means for maintain-. ing the speed of precession of said gyroscope practically constant for a larger portion of the roll.

44. In combination, a stabilizing .gyroscope, a control device actuated by reversal of precession of said gyroscope, means for controlling precession of said gyroscope and connections between said. device and said means. .1 I i 45. In combination, a stabilizing gyroscope, a control device actuated by reversal of precession of said gyroscope, and precession controlling means controlled by said device.

' 46. In combination, a stabilizing gyroscope, a speed responsive device actuated by said gyroscope, a centralizing device actuated by said gyroscope, and precession controlling means controlled by said devices.

47. In combination, astabilizing gyroscope, a device for synchronizing said gyroscope with the roll of the ship controlled by said gvroscope and means controlled by said synchronizing .device for varying the speed of precession of-said gyroscope for the purpose specified.

48. A ship stabilizing system comprising a passive stabilizing gyroscope, and means 5 a stahilizin a rosco e means for limitin si nature.

g Q 1 b a for limiting the period of precession of the lation of the ship, and means for maintaingyroscope to the phases of maximum veing the speed of precesslon substantially locity of oscillation of the ship.

constant during the periods of precession. 10 49. A ship stabilizing system comprising In testimony whereof I have afiixed my the periods of precessionof said gyroscope to the phases of maximum velocity of oscil- HARRY L. TANNER.