US2210935A - Ship stabilizer - Google Patents

Description

13, 1940- J. v. GILIBERTY 2.210.935

SHIP STABILIZER I Filed Dec. 21, 1938 6 Sheets-Sheet 1 INVENTOR ATTORNEY Aug. 13, 1948' J. v. GILIBERTY INVENTOR James 1 Gi/iberfy 6 Sheets-Sheet 2 SHIP STABILIZER Filed boo. 21. 1938 SHIP STABILIZER Filed Dec. 21, 1938 6 Sheets-Sheet 4 INVENTOR Y James Gi/iber'fy B Wk ATTORNEY WL 3, 1940. J. v. GILIBERTY 2. 0.9

SHIP STABILIZER Filed Dec. 21, 1938 6 Sheets-Sheet 5 INVENTOR BY James V. GILIBERTY SHIP STABILIZER Filed Dac. 21, 1938 e Sheets-Sheet s INVENTOR JAMES V. GILIBERTY Y ATTORNEY Patented Aug. 13, 1940 UNITED STATES PATENT o F cE SHIP STABILIZER James V. Giliberty, Hempstead, N. Y. Application December 21, 1938, Serial No. 247,045

5 Claims.

(Granted under the act of March 3, 188?, as amended April 30, 1928; 3'70 0. G, 757) The present invention relates to shipstabilizers and submarine bow planes and it has par ticular relation to planes of the variable angle extensible and retractable type.

The principal object of this invention is the provision of a ship roll or pitch stabilizer of the movable plane type which may be moved between extended and retracted positions and its angle of attack varied by the rotation of the shaft upon which the plane is mounted and without any rectilinear movement hinge or knuckle connections.

or the use of any controlled manually from the ships bridge.

With these and other objects in view, as well as other advantages that may use of the improvements, the

beincident to the I invention consists in the parts and combinations thereof hereinafter set forth and claimed,

with the under-' the appended claims.

In order to make the invention more clearly understood, there are shown in the accompanying drawings, means for carrying the invention into practical use, without limiting the improve- 1 ments in their useful application to the particular construction, which, for the purpose of explanation, have been made lustration.

the subject of iltion Fig. 2 is an enlarged transverse sectional view taken on line 2-2 of Fig. 1,

certain parts of the control system being shown diagrammati- C ally Figs. 3 to 6 are diagrammatic views of the plane operating mechanisms tions; e

in different posi- Fig. '7 is an elevational inboard view of the plane in its extended position; x

Fig. 8 is a plan view of the structure shown in Fi 7; d

Fig. 9 is a longitudinal sec tional viewi of an' hydraulic ram mechanism for actuating the plane;

Fig. 10 is a fragmentary transverse sectional view through the hull of a submarine vessel, the plane being shown in its inoperative position.

Fig. 11 is an inboard elevational View of the plane shown in Fig. 10; a

Fig. 12 is a similar view of the plane in its neutral position; and

'Fig. 13 183. view of the plane rotated through an arc of from the position shown in'Fig. 12.

Referring to the drawings, and particularly to Figs. 1 to 6 thereof, roll or pitch stabilizing mechanism constructed in accordance with the present invention is shown as comprising a plane lllof any preferred contour and balance which is secured by a frangible flanged coupling ll to a shaft !2 extending through the hull l3 of a vessel. The shaft l 2 is rotatably mounted in a bearing [4 secured in the hull l3 and its outer extremity adjacent to the coupling H extends at an angle to the axis of the major portion thereof so that the plane lll will be disposed at a corresponding'angle. The plane H! is oscillated between an extend-ed protected position and a position within a chamber or housing H5 in the hull of the ship and behind the overlying skin l3 thereof, by hydraulic means including a piston vane I6 which is keyed to the inner end of the shaft l2 for oscillation within an arcuate or semi-circular chamber ll provided in a housing l8 mounted in the hull l3.

The vane I6 is oscillated in the chamber I? by fluid under pressure which is forced through the system in the desired direction by a pressure pump l9 driven by an electric motor 2E). The direction of flow of the fluid motive medium is controlled by a hollow cylinder valve member 2| which is rotatably mounted in a valve casing 22 in circumferentially spaced relation thereto, the space therebetween being divided by two diametrically disposed partitions 23 into an inlet chamber 24 and an outlet chamber 25. The interior' of the cylinder valve 2! is likewise divided into two chambers 26 and 21 by a diametrically extending rotatable partition or follow-upvalve 28 having a gear segment 29 fixed thereto exteriorly of the casing 22 for intermeshing engagementwith a gear 30 fixed to the shaft II, the ratio between the segment 29 and gear 30 being one ,to one. 1 Communication between the inlet and outlet chambers 24 and 25 and the chambers 26 1 and 21' is at times established through a pair of diametrically disposed ports 3! and 32in the cylinder valve 2|. Communication is established between the inlet and outlet chambers 24 and 25 and opposite sides of the pump is through pipes 33 and 34. Also, communication is established between the chambers 26 and 21 and the chamber I? on opposite sides of the piston vane I6 through ports 35 and 36 in the end wall of the valve casing 22 and pipes 31 and 38.

The cylinder valve 2| is rotated in order to control the direction of flow of fluid to and from the several chambers and the direction and degree of movement of the piston vane l6 and stabilizing plane In, by means of a three ring solenoid 39, one ring of which is stationary and provided with a pair of oppositely disposed housing poles 40 and a pair of neutral poles 4| and the second and third rings of which are rotatable and provided with a pair of incline poles 42 and a pair of decline poles 43, respectively. Cooperating with these poles is a single laminated armature 44' which is mounted on a shaft 45, to one end of which a segmental rack 46 is fixed for intermeshing engagement with a gear 41 fixed to the cylinder valve. 2|. The poles of these ring solenoids may be selectively energized in order torotate automatically the armature 44, segmental rack 46, gear 41 and cylinder valve 2|, by means of a pilot control gyro indicated generally at 48 (Fig. 2).

This pilot control gyro is of commercial design and includes a frame 50 which is fixed to the ship so as to tilt with the roll thereof, and a rotor which is mounted in a casing 5| for rotation about a horizontal axis. The casing 5| of the rotor is provided with a contact finger 52 engageable with an incline contact 53, a neutral contact 54 and a decline contact 55, all fixed to the frame 56 but insulated therefrom.

When it is desired to place the stabilizing mechanism under the automatic control of the pilot control gyro, a switch arm 56 is moved to a position in which it closes a contact 56 Assuming that the ship, at the moment, is on an even keel, a circuit will thereby be established from the ships electrical supply, through a wire 51, switch arm 56, wire 58, frame 50 and casing 5| of pilot gyro 48, contact finger 52, neutral contact 54', wire 59, windings of neutral poles 4| of the ring solenoid 39, and wires 68 and 6| back to source. The energizing of these poles will cause the armature 44 to swing to the vertical position shown. in Figs. 2 and 3 and, through the medium of the segmental rack 46 and gear 41, to rotate the cylinder valve 2| to a position in which the ports 3| and 32 communicate with the chambers 26 and 21 respectively, on opposite sides of the follow-up valve 28. This will permit fluid under pressure to flow from the inlet chamber 24 through port 32, chamber 26,'port 35, and pipe 37 into right-hand side of the chamber l1, thus forcing the piston vane l6 in a counter-clockwise direction until the follow-up valve 28 rotating with the vane 6 but in an opposite direction, closes the ports 3| and 32, thus arresting the motion of the ports in the neutral position shown in Fig. 3 in which the stabilizing plane In occupies a similar position. During this movement of the parts the fluid in the chamber I! in front of the vane I6 is displaced therefrom through the pipe 38, port 36, chamber 21, port 32,-

chamber 25 and pipe 34 back to the inlet side of the pump l9.

If, now, the ship should roll to starboard the frame 50 of the pilot gyro, moving with the ship, will cause the contact finger 52 to leave the contact 54, interrupting the circuit just traced, and engage the incline contact 53, thereby establishing a circuit through wire 62, windings of the incline poles 42 of the ring solenoid 39 and wires 63 and 6| back to source. The energizing of these poles will swing the armature 44 in a counter-clockwise direction and rotate the cylinder valve 2| in a clockwise direction so as to carry the ports 3| and 32 therein to the positions shown in Fig. 4. This will permit fluid under pressure to flow from the inlet chamber 24, through the port 3| into the chamber 26 at the right of the follow-up valve 28, and thence through the port 35 and pipe 31 into the chamber I! on the right of the piston vane l6, thereby forcing the same in a counter-clockwise direction. This movement will continue until the follow-up valve 28, now rotating in a clockwise direction, closes the ports 3| and 32, thus arresting the movement of the ports in the incline positions shown in Fig. 4 in which the stabilizing plane l0 will occupy its maximum angle of attack.

In a like manner, if the ship should roll to the port side the frame 50 will tilt in a counterclockwise direction breaking the circuit through contacts 52-53 and close contacts 52-55. This will establish a circuit through wire 64, windings of decline poles 43 of solenoid 39 and wires 65 and 6| back to source. The energizing of these poles will swing the armature 44 in a clockwise direction and rotate the sleeve valve 2| in a counter-clockwise direction so as to move the ports 3| and 32 to the positions shown in Fig. 5. This will permit fluid under pressure to flow from the inlet chamber 24, through the port 3| and into the chamber 21 and thence through the port 36 and pipe 38 into the left-hand side of the chamber I! so as to force the piston vane |6 in a clockwise direction to the position shown in Fig. 5, at which time the partition 28, moving in a counter-clockwise direction, will close the ports 3| and 32 and cause the cessation of further movement with the stabilizing vane disposed at its maximum angle of decline.

If it is desired to dispense with the stabilizing vanes, the switch arm 56 is actuated to open the .circuit through contact 56 and to close a circuit through a contact 56 wire 65, windings of housing poles 40 and wire 6| back to source. The energizing of these poles will swing the armature 44 in a clockwise direction, thus rotating the sleeve valve 2| in a counter-clockwise direction so as to carry the ports 3| and 32 to the position shown in Fig. 6. This will permit fluid under pressure to flow from the inlet chamben 24 through the port 3| into the chamber 21 and thence through the port 36 and pipe 38 into the left-hand side of the chamber IT. This will force the piston vane IS in a clockwise direction and swing the stabilizing plane ID from an extended position to a retracted position within the housing 9 at which the time motion of the parts will be arrested by the follow-up valve 28, moving in a clockwise direction, closing the ports 3| and 32.

The working angle of the stabilizing vane may be controlled between the mam'mum angles of inclination and declination directly from the ships bridge through the medium of a telemotor 66. This device is connected through linkage mechanism 61 and gearing 68 with the movable rings of the solenoid 39 so that the incline poles 42 and decline poles 43 may be moved toward and from the neutral poles 4| the required distance andthus control the degree of rotation of the armature M and sleeve valve 21 in opposite directions. The stabilizing planes ill-may thus be adjusted to the most efficient angle and in accordance with the roll of the" ship. It will be understood that a stabilizing plane, such asthat hereinabove described, isalso provided on the port side of the ship but will rotate in an opposite direction from that on the starboard side so that when the plane on one side of the ship inclines the plane on the opposite side will decline. It will also be understood that when the invention hereinbefore described is employed in connection with submarine bow planes, the planes will incline and decline together.

In Fig. 9 there is shown another type of fluid pressure device for oscillating the shaft l2 and stabilizing plane l0 instead of the cylinder and oscillating vane hereinbefore described. This device comprises a pair of opposed cylinders 10 and H having rams 12 and 13 mounted for reciprocation therein. These rams are connected for movement in unison by means of a rack 14 which meshes with a segmented gear 15 fixed to-the shaft l 2. Fluid under pressure is at times admitted into one of these cylinders and permitted to escape from the other, through ports 16 and 11 adapted tobe communicably connected with the pipes 31 and 38 which lead to the cylinder valve casing 22.

In Figs, 10 to 13 there is illustrated another type of plane particularly adapted for use with submarine vessels for submerging and raising purposes and comprising a plane 18 which is secured by means of a flanged coupling 19 to a shaft 80 extending through the hull 8| of the vessel. The shaft 89 is rotatably mounted in a bearing 82 secured within the hull and its outer extremity adjacent to the coupling 19 extends at an angle to the axis of the major portion thereof so that the plane 18 extends at a corresponding angle thereto, as in the structure first described. The shaft 8!! is oscillated so as to swing the plane 18 between an extended position and a retracted vertical position alongside the conning tower of the vessel by mechanism including a spur gear 83 which is keyed to the inner end of the shaft 80 for intermeshing engagement with a pinion 84.

This pinion is fixed to a stub shaft 85 journalled in bearings 86 carried by a housing .81 and is driven by a worm gear 88 fixed thereto and in turn driven by a worm 89 keyed to a shaft 90. This shaft is also journalled in the housing 81 and is rotated in any preferred manner, such as by an electric motor 9|. A similar mechanism for operating the plane on the opposite side. of the vessel is also driven by the worm 89, the worm gears 88 being angularly arranged to permit the intermeshing of both gears with the worm. In this construction both planes incline and decline together.

It will be understood that the above description and accompanying drawings comprehend only 7 the general and preferred embodiment of the invention, and that various other changes in the construction, proportion and arrangement of the parts may be made by those skilled in the art without departing from the nature and scope of the invention as defined in the appended claims.

The invention described. herein may be manufactured and/0r used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

I claim:

1. Stabilizing apparatus for ships comprising a shaft rotatably mounted in and projecting through the hull of the ship, a vane carried by the outboard end of said shaft and extending at an angle to the axis of rotation thereof for swinging movement between an extended roll damping position and a retracted position substantially parallel to the side of the hull, hydraulic means for rotating said shaft, cylinder valve means for controlling the operation of said hydraulic means, means for operating said valve means, means responsive to the roll of the ship for controlling the operation of said valve operating means, and a second valve means actuated by said shaft for controlling the range of movement of said cylinder valve means.

2. Stabilizing apparatus for ships comprising a shaft rotatably mounted in and projecting through the hull of the ship, said hull including an outer skin, a plane carried by the outboard end of said shaft and extending at an angle to the axis of rotation thereof for swinging movement between an extended roll damping position and a retracted position substantially parallel to the side of the hull, said hull being formed to provide a recessed portion and a portion of said outer skin overlapping the recessed portion thereby substantially enclosing the same, and hydraulic means for rotating said shaft to swing said plane to a retracted position within said recessed portion and within the outline of and protected by said skin 3. Stabilizing apparatus for ships comprising a shaft rotatably mounted in and projecting through the hullof the ship,-a plane carried by the outboard end of said shaft and extending at an angle to the axis. of rotation thereof for swinging movement between an extended roll damping position and a retracted position substantially parallel to the side of the hull, hydraulic means for rotating said shaft, cylinder valve means for controlling the operation of said hydraulic means, means for operating said valve means, means responsive to the pitch of the ship for controlling the operation of said valve operating means and a second valve means actuated by said shaft for controlling the operation of said cylinder valve means.

4. Submarine submerging and raising apparatus comprising a pair of shafts disposed one on each side of the bow of the vessel and rotatable in and projecting through'the hull thereof, said hull including an outer skin, a plane carried by the outboard end of each of said shafts and extending at an angle to the axis of rotation thereof, said hull being formed to provide a recessed portion on each side of the bow thereof and a portion of said outer skin overlapping the recessed portion, thereby substantially enclosing the same, and means for rotating said shafts in the same direction simultaneously to swing said planes between extended planing positions and protected positions within said recessed portions back of the overlapping portions'of the skin and for varying the angle of said planes when in their cessed portion, on each side of the bow thereof recessed portion thereby substantially enclosing the same, and means for rotating said shafts in the same direction simultaneously to swing said planes in a conical path between extended planing positions and protected positions within said and a portion of said outer skin overlapping the recessed portions back of the overlapping portions of the skin and for varying the angle of said planes when in their extended positions between declined submerging positions and inclined raising positions.

JAMES V. GILIBERTY.

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