US2887977A

US2887977A - Submarine depth and trim control

Info

Publication number: US2887977A
Application number: US418073A
Authority: US
Inventors: Piry Marcel
Original assignee: Fairchild Engine and Airplane Corp
Current assignee: Fairchild Engine and Airplane Corp
Priority date: 1954-03-23
Filing date: 1954-03-23
Publication date: 1959-05-26
Anticipated expiration: 1976-05-26

Description

May 26, 1959 M. PIRY 2,837,977

SUBMARINE DEPTH AND TRIM CONTROL Filed March 23, 1954 FIG.

PRESSUR FOUR WAY VALVE 34 4? FIG. 2..

. NEUTRAL J 20 FLOOD IN VEN TOR. MARCEL Pl RY FIG. 3. WW & M

SUBMARINE DEPTH AND TRIIVI CONTROL Marcel Piry, Westhnry, N.Y., assignor to Fair-child Engine and Airplane Corporation, Farmingdale, N.Y., a corporation of Maryland Application March 23, 1954, Serial No. 418,073

4 Claims. (Cl. 11416) This invention relates to trim control systems for water borne vehicles and has particular reference to a system for controlling the trim of submarine boats, although the invention is not limited to that use.

In utilizing sea water for him and ballast purposes in the usual practice of operation of submarine boatsfthe content and distribution of ballast water is adjusted to maintain trim and consequently, careful manipulation of ballast water in connection with depth and load requirements is necessary with, in the case of large submarine boats, little attention being accorded to the variations in the number and disposition of the crew in the boat. In the case of relatively small submarine boats having a total displacement on the order of twenty-five tons, more or less, wherein the aggregate weight of the crew constitutes a larger proportion to the total load than in the case of larger boats, the number and location of the crew members affect trim to such a degree that ballast water control alone is not feasible to accommodate sudden and rapid variations in the number of personnel and in their changes in position in the boat.

United States Patent In accordance with the present invention, a trim control system particularly adapted for relatively small submarine boats is provided, in which trim and ballast adjustments, although correlated, are conducted independently of each other so that trim can be controlled rapidly and effectively to accommodate virtually instantaneous changes in the load disposition of the boat.

In a preferred embodiment of the invention, forward and aft trim tanks are provided which jointly contain a predetermined and relatively fixed amount of water which is shifted from one tank to the other by manipulation of a single handle controlling a pump which transfers water from one tank to the other as the operator desires, in order to maintain trim by means of suitable instruments as he notes a shift in the load from one point to another in the boat. Cooperatively associated with the self-contained trim system just described, but controlled independently thereof by means of a separate operating handle, is an auxiliary ballast tank positioned on and with its weight distributed uniformly about the center of gravity of the boat, so that intake thereto and discharge therefrom of ballast sea water does not affect longitudinal trim except as trim may be effected merely by the addition to or subtraction from the gross load requiring operation of the auxiliary ballast system.

It will be seen that the trim control system of this invention is rapid and efiective in operation to accommodate shift of personnel and other mobile loads in a submarine boat of such size that the trim is affected thereby as well as the addition to or subtraction from its gross load by reason of change in numbers of personnel or in other loads, such as torpedoes, mines, and the like.

I For a more complete understanding of the'invention, reference may be had to the accompanying drawings, in which:

Figure 1 is a schematic diagram of the trim control system of this invention as embodied in a submarine boat hull, as seen along the line 1-1 of Fig. 2;

Fig. 2 is a transverse section therethrough, as seen along the line 2-2 of Fig. 1;

Fig. 3 is a plan view of the shift diagram for the trim control lever; and

Fig. 4 is a plan view of the shift diagram for the auxiliary ballast control lever.

Referring to the drawings, numberal 10 designates the hull of a submarine boat, which is conventionally tapered longitudinally fore and aft, as shown in Fig. 1, and is generally circular in cross-section, as shown in Fig. 2.

Situated near the bow and stern and approximately equidistant from the center of gravity G Within the hull 10 are fore and aft trim tanks 11 and 12, respectively, each preferably having the same capacity. These trim tanks 11 and 12 conform in cross-section to the crosssectional configuration of the hull 10, i.e., circular in the illustrative case, and are respectively formed by the hull and the concave bulkheads 13 and 14, respectively.

An electrically-driven pump 15 is connected by pipe 16 to the forward trim tank 11 and by pipe 17 to the aft trim tank 12. Pump 15 is reversible by switch 18 for pumping water from trim tank 11 to trim tank 12, and vice versa, the switch 18 being controlled through control box 19 by single pole double throw switch 21 actuated by single control lever 20. Movement of control lever 20 in the forward direction closes switch 21 to actuate control switch 18 to cause pump 15 to be driven in the direction to pump water from aft trim tank 12 to forward trim tank 11, whereas movement of control lever in the aft direction causes water to be pumped from forward trim tank 11 to aft trim tank 12.

Interposed in pipe 17 is normally closed valve 22 opened by solenoid 23 which is connected in parallel with control switch 18 so as to open when the latter is actuated. Similarly interposed in pipe 16 is a normally closed threeway valve 24 which is opened by solenoid 25 to open pipe 16 when control switch 18 is actuated to cause pump 15 to transfer water from one trim tank 11 or 12 to the other. Valve '24 is also connected by pipe 26 through hull 10 to ambient sea water, as shown in Fig. 1. When control handle 20 is in the neutral position shown in Fig. l,

solenoids

23 and 25 are deenergized and corresponding valves 22 and 24 are shut.

Although the gross volume of trim water in tanks 11 and 12 normally remains the same and is simply transferred from one tank to the other in the manner described, the gross trim water may be increased and decreased by manipulation of control lever 20 according to the shift diagram shown in Fig. 3. By shifting control lever 20 to raise or R position, valve 22 is opened, valve 24' is actuated by its solenoid 25 to close pipe 16 and open pipe 26 to seat water, and pump 15 is driven in the direction to pump sea water into aft trim tank 12 to the desired degree. Thereupon trim is restored by shifting control handle 20 to forward position to energize solenoid 25 to actuate valve 24 to r'eclose sea water pipe 26 and open pipe 16 and also to energize switch 18 to-reverse pump 15 to transfer water from aft trim tank 12 to forward trim tank 11.

Substantially the reverse procedure is efiected when it is desired to reduce the gross water content of trim tanks 11 and 12. Control lever 20 is shifted to water lower or L position in Fig. 3, thereby energizing solenoid 23 to open valve 22, energizing solenoid 25 to cause valve 3 may be temporarily maintained by shifting personnel fore or aft, as the case may be.

Connecting the upper portions of trim tanks 11 and 12 above the water levels therein are respective air equalizing pipes 27 and 28 which are joined through normally closed three-way valve 29 actuated by solenoid 30 connected in parallel with switch 21 contacts so as to be opened to equalize air pressure in trim tanks 11 and 12 when pump is operating to shift water from one to the other. When control lever 29 is in either the water raise (R) or water lower position, solenoid 30 opens valve 29 to connect tanks 11 and 12 through pipes 27 and 23 and vent pipe 31 to the interior 34 of the hull 10. Thus, as the water level in tanks 11 and i2 is lowered, air is drawn through pipe 31 into the tanks and when they are being filled, air is expelled to the interior 34 of the hull it) through pipe 31.

Control box 19 contains the electrical connections to and from the

solenoids

23, 25 and 3th in a conventional way, and also bears the indicators 33 of conventional construction and operation for indicating the level in each tank 11, 12.

Positioned symmetrically under the center of gravity G and with its weight distributed uniformly about the same is auxiliary ballast tank 35 having the cross sectional contour shown in Fig. 2 as partially divided by the com panionway 36 of the interior 34. Air domes 37 above the water level in tank 35 are connected by air equalizing pipes 38 through four-way solenoid valve 39 having a solenoid 3% which also controls their connection through pipe 4% with the hull interior 34 and the pipe 41 to a source 42 of high pressure air, such as a pump or a pressure air flask, for example.

A normally closed sea water valve 43 actuated by solenoid 4-4 is located in the well of auxiliary ballast tank 35, for flooding the same, and a pump 45 is connected to the tank 35 by pipe 46 and is controlled by electric switch 47 for discharging sea water from ballast tank 35 overboard through port 43a. Solenoid valve 39, sea valve solenoid 44 and control switch -47 of pump 45 are controlled through control box 48 by switch 49 actuated by single manual control lever 59. Referring to Fig. 4 showing the shift diagram of lever 50, movement thereof to the Pump position, causes switch 49 to energize pump control switch 47 and drive pump 45 to pump water from auxiliary ballast tank 35. Also, four-way solenoid valve 39 is actuated to connect vent pipe 4%) with space 34 and air pressure equalizing pipes 38.

When it is desired to flood auxiliary ballast tank 35, control handle 51) is moved to Flood position, thereby actuating switch 49 to energize solenoid 44 and open sea valve 43. Simultaneously, four-way solenoid valve 39 is opened to connect vent pipe 4i) with space 34 and air equalizing pipes 33. When the tank fills, level gauge 51 on control panel 43 indicates the desired level, the operator returns lever St) to neutral position, thereby causing switch 49 to reclose sea valve 43 and vent 44). A conventional float switch 52 positioned above the high water level in one side of tank 37 afiords a safety factor when lever 50 is not restored to neutral position in time or through other failure. Foat switch 52, through control box 48, energizes four-way solenoid valve 39 to close vent 40 and connect pipes 38 to pressure air line 41 through a normally open shut-off, solenoid valve 53, thereby causing pressure air to blow water through open sea valve 43 until high water level is restored and float switch 52 reopens and energizes and closes air shut-off valve 53 in air line 41. Restoration of lever 50 to neutral position also effects the restoration operations described.

Blowing of the auxiliary ballast tank 35 is initiated manually in the same way that float valve 52 did so automatically as described, with the system being restored by closing air shut-oil valve 53 with solenoid 53a, reclosing sea valve 43 and reopening vent 44 when control lever 50 is returned to neutral position.

Although blowing of the auxiliary ballast tank 35 is usually to be effected independently of the trim tanks Ill and 12, since the gross amount of water in the latter tanks normally remains the same, there are times when both trim and auxiliary ballast tanks are to be blown simultaneously. Inasmuch as the judgment of the operator determines when this simultaneous blowing is to be effected, manually controlled connections between pressure air line 41 and trim tank air pressure equalizing pipes 27 and 28 are provided. To that end, a by-pass 54 from air pressure line All between

valves

39 and 53 is connected to air equalizing pipes 27 and 25 leading to respective trim tanks ill and 12 and disconnectable from the remainder of the trim tank system by normally open manual valves 55 and connectable to the pressure air system by normally closed manual valve 56, as shown especially in Fig. 2. Another by-pass 57 around pump 15 and valve 22 connects pipes 16 and 17 to pipe 26 and is normally closed by three-way manual valve 58.

When it is desired to blow trim tanks 11 and i2 simultaneously with auxiliary ballast tank 35, the operator closes valves 55, opens valve 58 to connect by-pass 57 to sea pipe 26, opens air pressure valve 56 and moves control lever 50 to Blow position, which actuates switch 49 to energize solenoid 44- and open sea valve 43, whereupon the water in trim tanks 11 and 12 is expelled through pipes l6, 17, open valve 58 and sea pipe 26 and water is blown overboard from the ballast tank 35 through the open sea valve 43. Automatic closing of valve 53 by energizing its solenoid and closing -.of the sea valve 43 when lever St) is restored to neutral position completes the simultaneous blowing of trim tanks 11 and i2 and auxiliary ballast tank 35 to the degree required. Valves 56 and 58 are reclosed and valves 55 reopened to restore the trim system to normal condition, in readiness for refilling the trim tanks 11 and 12 when and to the degree desired.

Although it is improbable that it will be necessary or desirable to blow the trim tanks 11 and 12 separately from the blowing of the auxiliary ballast tank 35, that and successive blowing are possible with the arrangement just described. To blow the trim tanks 11 and 12 independently of the auxiliary ballast tank 35, the operator ascertains that control lever 20 is in neutral position so that valves 23 and 24 are closed, then closes valves 55, opens valve 58 to connect pipes l6, l7 and bypass pipe 57 with sea pipe 26, and then opens manual valve 56 to admit pressure air from source 42 through open valve 53, pipes 27 and 28 to the corresponding trim tanks 11 and 12 to blow them simultaneously through by-pass 57 and sea pipe 26. The valves are then restored as previously described.

Operation of the trim tank and auxiliary ballast tank system of this invention will be readily apparent from the foregoing description, but it is to be understood that the invention is not limited to the embodiment illustrated and described herein, but is susceptible of changes in form and detail within the scope of the appended claims.

I claim:

1. A positional control system for a water-borne vehicle, comprising water-containing tanks spaced at opposite sides of the center of gravity of the vehicle, a pipe connecting said tanks, a pump communicating with said pipe for delivering water selectively to either of said tanks from the other tank, a normally closed valve in said pipe between each tank and said pump for controlling the flow of water to and from the corresponding tank, one of said valves being a three-way valve, a connection from said three-way valve to the exterior of said vehicle to admit the water surrounding the vehicle to one of said tanks and discharge water therefrom, and a single control means for activating said pump and valves selectively (l) to transfer water from one of said tanks to the other and (2) to transfer water between one of said tanks and the surrounding water.

2. A positional control system for a water-borne vehicle, comprising water-containing tanks spaced at opposite sides of the center of gravity of the vehicle, a pipe connecting said tanks, a reversible pump communicating with said pipe, electrical means for energizing said pump to transfer water from either of said tanks to the other tank, a normally closed valve in said pipe between one tank and said pump, a connection from said pipe to the exterior of said vehicle to admit the water surrounding the vehicle and discharge water, a three-way valve in said connection between said pipe and the other tank, electrical means actuating said valves for controlling the flow of water to and from the corresponding tank, and a single control switch for energizing said electrical means to actuate said pump and selectively actuating said valves (1) to transfer water from one of said tanks to the other and (2) to transfer water between one of said tanks and the surrounding water.

3. A positional control system for a water-borne vehicle, comprising trim tanks spaced at opposite sides of the center of gravity of the vehicle, a pipe connecting said tanks, a pump communicating with said pipe, normally closed valves in said pipe between said pump and each of said trim tanks controlling the flow of water therethrough, control means for actuating said pump and valves to transfer water from one trim tank to the other, a ballast tank positioned adjacent the center of gravity of said vehicle, a source of pressure air and air connections to the upper portions of said trim and ballast tanks, a connection between the lower portions of said trim tanks and the water surrounding the vehicle, a first air shut-off valve interposed in the said air connection between said pressure air source and the upper portions of said trim and ballast tanks, a second manual air control valve interposed in the said air connection between said shut-oil valve and said trim tanks, a third normally closed air control valve interposed in the said air connection between said shut-01f valve and said ballast tank, a sea valve between said ballast tank and the surrounding water for admitting water to and discharging water from said ballast tank, means for selectively actuating said first and third: air control valves to blow water firom the corresponding tanks through the said connection and said sea valve to the surrounding water, and means independent of said control means responsive to ballast tank water level for closing said first shut-off valve.

4. A positional control system for a water-home vehicle having a hull containing an interior space, comprising a closed ballast tank in said hull, a port in said hull connecting said ballast tank through said bull to the surrounding water, a sea valve normally closing said port, first means for opening said sea valve, a source of air under pressure in said hull, an air connection between said air source, the upper part of said tank and said interior space, an air valve in said connection having two adjusted positions, said valve in one adjusted position normally disconnecting said tank from said air source and connecting the upper part of said tank to said interior space, said valve in another adjusted position connecting said air source to said tank and disconnecting said upper portion of said tank from said interior space, second means connected to said air valve for adjusting it to said one and said another adjusted positions, a normally open shut-01f valve in said air connection between said air valve and said air source, third means connected to said shut-off valve for closing it, a single control member connected with said first means for opening said sea valve, said second means for adjusting said air valve and said third means for closing said shut-off valve, said control member being manually operable to adjust said air valve to said one position, to close said shut-off valve and to open said sea valve to admit water into said ballast tank, said control member also being manually operable to open said sea valve, adjust said air valve to said another position and open said shut-01f valve to supply air under pressure to said ballast tank to discharge water therefrom, and means in said ballast tank responsive to the level of the water in said tank and connected with said air valve and shut-ofr valve for adjusting them to supply air under pressure to said ballast tank when the water level exceeds a predetermined maximum.

References Cited in the file of this patent UNITED STATES PATENTS Re. 13,483 Kingwell Oct. 29, 1912 997,713 Spear July 11, 1911 1,054,490 Barnaby Feb. 25, 1913 1,127,648 Lake Feb. 9, 1915 1,229,470 Joleen June 12, 1917 FOREIGN PATENTS 16,351 Great Britain Aug. 14, 1901