US2564115A

US2564115A - Means for stopping and controlling ships

Info

Publication number: US2564115A
Application number: US720559A
Authority: US
Inventors: Kronhaus Semen
Original assignee: Individual
Current assignee: Individual
Priority date: 1947-01-07
Filing date: 1947-01-07
Publication date: 1951-08-14
Anticipated expiration: 1968-08-14

Description

Aug. 14, 1951 5 KRONHAUS Zfifififl 115 MEANS FOR STOPPING AND CONTROLLING SHIPS Filed Jan. 7, 1947 3 Sheets-Sheet l INVENTOR.

SEMEN flea/W140:

g- 1951 s. KRONHAUS 64,115

MEANS FOR STOPPING AND CONTROLLING SHIPS Filed Jan. 7, 194'? 5 Sheets-Sheet 2 I N V EN TOR. Swgw flaw 40s A 1951 s. KRONHAUS MEANS FOR S OPPING AND CONTROLLING SHIPS 3. Sheets-Sheet 5 Filed Jan. '7, 1947 INVENTOR. 55/15 flea/144405 desired portion Patented Aug. 14, 1951 UNITED STATES PATENT OFFICE.

2,564,1i5 e I MEANS Foe s'roPPINGQNp coNTRoLLINe SHIPS Semen Kronhaus, Los' Aiige'ies, Calif. Application January 7, 1947, l lo. 720,559

2 Claims. (c1."1 1'4 1 45 1 b This invention relates generally to ships, and more particularly to emergency equipment designed for usein averting or minimizing collision of a ship with an object in its path. H

It is an object of the invention to provide a novel means operable automatically as the ship approaches an object with which it is in danger of colliding for quickly greatly retarding the motion of the ship. 7

It is also anobject to provide means of the type indicated designed to quickly swing the ship around for the purpose of averting collision with an object in the path of the ship but'slightly to one side of the direct line of the shipscourse.

It is a further object of the invention to provide manually operable control means whereby the means for retarding the motion of the ship or for suddenly swinging the ship off course can be selectively operated from the bridge or other of the ship.

It is a further object of the invention to pro vide means of the type indicated which may be utilized for steering the ship in the event of loss ordamage to the rudder or other parts of the steering mechanism.

These and other objects will be apparent from the drawings and the following description. ..Referring to the drawings, which are for illustrative purposes:

Fig. 1 is an elevational view of a ship embodying the invention;

Fig. 2 is a line; 7 V

Fig. 3 is a diagrammatic View illustrating the hydraulic and electrical circuits employed; and

Fig. 4 is a fragmentary view of a modified form of antenna.

Referring now to the drawings, reference numeral l generally indicates a ship on which has diagrammatically been ship is shown provided on each side with a pair of sea brakes or braking flaps generally indicated by numeral [2. The area and number of these flaps will depend upon the weight and size of the ship, so that when they are opened, as will later be described, they will present suificient resistance to the flow of water therepast that they will greatly retard the forward motion of the ship.

Each of the flaps I2 which may be in the form of a reinforced plate structure is pivotally mounted on a suitable bracket [4 mounted on the side plan view of the ship at the deck of the ship. In the form of the invention illustrated, the flaps are provided with lugs I5 which are keyed to a vertically extending shaft l6 ro tatively supported in the brackets l4 and 11.

shown a bridge H. The

it is contemplated that in an parts in the for example, the antenna numeral 24 indicates the -tenn'ae may be slidably strip or the like. which,.wh en it it would be side line the ship.

In orderto operate mechanism for moving? flapsfinto braking or extended position, the ship is provided with two antennae, or feelers, indi cated bythe numeral 20, and a depth ieeler, in-- dicated by numeral 22. Suitable means are provided so that when any one of these feelers strikes an obstruction such as an iceberg, a reef, or an-- other ship, it will close an electric circuit which controls actuating means for operating the flaps. Preferably the apparatus is so constructed and. arranged that if the starboard antenna hits an obstruction in the path of the ship it will serve to actuate mechanism which will open the flaps on the port side of the vessel, with the resultthat the drag on the port side will cause the vessel to swing around and to one side of the. obstruction, thereby minimizing or averting possible collision.

In the form of the invention shown the antennae 20 each comprise an elongated rod or tube extending forwardly of the ship at a desired height, may be just below the Fig. 1, where reference water line. These anmounted within tubes 25 and hinged at 26 so that they may be pulled the way when the ship is being docked. The antennae may be elevated by means of a line 21 running to each from the mast 28 and a suitablewinch 30.

The depth feeler 22 may be mounted in any waterline, as indicated in Lsuita'ble manner on the bow of the ship at 32 and extended downwardly below the keel and have its Theplunger is yieldably held extendedby a spring 35 (Fig. 3). The depth feeler maybe made of a flexible metal strikes an obstruction, will ride ,upinto the socket in order to close a .switch in a control circuit, as will be described later. 7 V,

The means for controlling and actuating the flaps or brakes maybe described generally as an leljectro hydraulic means embodying hydraulic meansffor motivating the flaps and both an electricfand a hydraulic control means therefor.

v Referring now to Fig. 3, the feelers are adapted .tojclos'ejan 'electric circuit when they strike an "object, thejelectric circuit having means for controlling the; b e v neared hydraulic cylinders for each of the flaps,

hydraulic circuits in. which are actual installation. desirable to recess the flaps and other of the ship in order to stream Referring to Fig. 3, each antenna 20 is provided with a groove 36 adapted to actuate a latch pin 31 when they are moved inwardly, the latch pin serving as a switch to close an electrical circuit 38 including a source of electro-motive force 39 and a solenoid 40. The latch pin may be urged toward the antenna by a spring (not shown). It will be apparent from Fig. 3 that the antenna on the starboard side of the vessel operates the circuit 38 including the solenoid 40 on the port side of the vessel, and that the antenna on the port side of the vessel controls solenoid 40a in circuit 38a on the starboard side. The depth feeler 22, when struck, serves to close a circuit 42 which includes both of the solenoids.

The solenoids control two selector valves 44 respectively. Each of these valves is connected by conduit 45 to a supply of hydraulic fluid under pressure. The hydraulic fluid may be maintained under pressure by means of the pump 46, motor 41, accumulator 48 and automatic pressure responsive switch 49 in the motorcircuit 50 for closing the circuit through the motor when the pressure in the system drops below a predetermined amount.

Each of the selector valves has a conduit 52 leading to the forward end of the hydraulic cylinders 54 which operate the respective flaps on the same side of the vessel. The cylinders and valves are also provided with a second conduit, 55, to the rearward end of the cylinder. In addition the valves are each connected to the intake side of the pump by conduits 56. The selector valves are normally held in the position shown by means of a spring 58 operating to maintain the plungers of the solenoids extended. When in this position communication is established between conduits 45 and 52 and conduits 55 and 56 with the result that the pistons in the cylinders 54 are held in their rear position, thereby retaining the flaps in the inward position in which they are shown through the medium of the piston rods 58 and levers 59 (Fig. 2), the latter being keyed to shafts l6 respectively.

When a particular solenoid is actuated, as by the closing of the electrical circuit therethrough by actuation of the antenna and associated switch, the selector valve afiected is efiective to establish communication between the pressure line 45 and the line 55 leading to the rearward ends of the hydraulic cylinders 54. When this is accomplished the pistons in the cylinders are forced forward, moving the flaps into the extended or braking position, as shown by the broken lines in Fig. 2.

As heretofore explained, should the starboard antenna be struck by an object, it closes the circuit through the port solenoid 400, which in turn actuates the port selector valve 44 to open the flaps on the port side of the ship. The converse is true if the antenna on the port side of the ship strikes an object. If the depth feeler 22 strikes an obstruction, circuit 40 is closed and both solenoids are energized with the result that the flaps or brakes on both sides of the vessel are extended.

The selector valves are also controllable by manually operable means which may be located on the bridge of the ship or at some other desirable point. This means for controlling the selector valves 44 includes a pair of slave cylinders 60 and SI for each valve, the pistons of which are mounted on a single piston rod 63 which is connected to the lever 65 of the selector valve. These slave cylinders are connected by conduits 68 and 69 to a pair of master cylinders 10 and I i. This means includes a pivotally mounted control lever 14 connected to a piston rod 15 having a piston at each end mounted in the respective cylinders 10 and II. The slave cylinders and 6| and the master cylinders 10 and H are all a part of a closed hydraulic circuit, so that any movement of the master pistons produces a corresponding movement in the pistons in the slave cylinders.

With this construction it is possible to selectively operate the selector valves by means of the manually operable levers 14 on the bridge to set the valves for any given length of time in any position. Thus, the apparatus may be operated to open the flaps only a slight degree and then, by moving the levers to a neutral or intermediate position, the flaps will be locked in the desired position. In this connection it should be pointed out that selector valves 44 are so constructed that they may be opened selectively to either of two positions and that intermediate these positions the valves are closed. It is therefore possible to actuate the flaps either on one side of the ship or on both sides of the ship by means of the control levers and to operate them in such a manner that they may be held at any desired position, that is, either part-way open or fully open. It is therefore possible to navigate the ship by this means in the event of damage or injury to the steering mechanism.

Hydraulic conduits are provided leading to the inner ends of the antennae tubes 26 so that 1the antennae may be forced outwardly into their normal position, assuming that either as the result of striking an object or as a result of their having been retracted for some other reason, the antennae are in their inward position. Conduits are controlled by valve iii in a supply conduit 32. The conduits 80 are connected to a return line 85 leading to a supply of the fluid 86, the return line being controlled by a check valve 81 which is set to open at a pressure in excess of that required to iorce the antennae out into their normal position.

In Fig. 4, a modified form of antenna member is shown. In that figure, numeral es indicates the antenna which is pivotally mounted at 9| so that it may swing to either side. Suitable means (not shown) may be provided to yieldably resist such pivotal movement of the antenna. Extending rearwardly of the antenna is a terminal rod 92 which is connected in a control circuit 93, serving to close said circuit if the rod is deflected sufficiently to contact either of terminals 94. This circuit 93 would control a solenoid, as previously described in connection with Fig. 3.

Although the invention has been shown and described with reference to a particular embodi ment thereof, it is contemplated that various changes and modifications may be made without departing from the scope of the invention as set forth in the following claims.

I claim:

1. In apparatus for retarding a ship, a braking flap pivotally mounted on a substantially vertical axis at each side of the ship, said flaps being normally in a position adjacent and substantially in the plane of the side of the ship and being movable to an extended position wherein they are approximately in a plane at right angles to the longitudinal axis of the ship, a hydraulic piston and cylinder for each flap and operatively connected thereto, a supply of hydraulic fluid under pressure, a selector valve for each cylinder, conduit means extending from each end of said cylinder to its respective valve, conduit means connecting said valves with said supply of hydraulic fluid, said valves being operable to selectively deliver fluid under pressure to either end of said cylinders, a pair of electrical control circuits, said circuits each including a solenoid operatively associated with one of said selector valves, said circuits each including a switch, a feeler element for each switch extending beyond the ship and adapted to operate the switch when the feeler element strikes an object, said feeler elements being mounted to extend forwardly of the ship and respectively on opposite sides of the longitudinal axis of the ship, a third control circuit including the solenoids of said pair of electrical control circuits and a switch, and a third feeler element for the switch in said third circuit, said third feeler element extending forwardly of the ship on the longitudinal axis thereof, said solenoids and said switches being :connected to a source of electro-motive force whereby closing of a switch closes a circuit through the associated solenoid or solenoids.

2. In apparatus for retarding a ship, a braking flap pivotally mounted on a substantially vertical axis at each side of the ship, said. flaps being normally in a position adjacent and substantially in the plane of the side of the ship and being movable to an extended position wherein they are approximately in a plane at right angles to the longitudinal axis of the ship, a hydraulic piston and cylinder for each flap and operatively connected thereto, a supply of hydraulic fluid under pressure, a selector valve for each cylinder, conduit means extending from each end of said cylinder to its respective valve, conduit means connecting said valves with said supply of hydraulic fluid, said valves being operable to selectively deliver fluid under pressure to either end of said cylinders, a pair of electrical control circuits, said circuits each including a solenoid operatively associated with one of said selector valves, said circuits each including a switch, a feeler element for each switch extending beyond the ship and adapted to operate the switch when the feeler element strikes an object, said feeler elements being mounted to extend forwardly of the ship and respectively on opposite sides of the longitudinal axis of-the ship, a third control circuit including the solenoids of said pair of electrical control circuits and a switch, a third feeler element for the switch in said third circuit, said third feeler element extending forwardly of the ship on the longitudinal axis thereof, said solenoids and said switches being connected to a source of electromotive force whereby closing of a switch closes a circuit through the associated solenoid or solenoids, and remote control means for said selector valves comprising a closed hydraulic system including master cylinder and piston means and a slave cylinder and piston means for each selector valve.

SEMEN KRONHAUS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS