US3618555A

US3618555A - Controlled diversion apparatus

Info

Publication number: US3618555A
Application number: US52350A
Authority: US
Inventors: Raymond E Kelly; Charles B Jones; William P Frost
Original assignee: US Department of Navy
Current assignee: US Department of Navy
Priority date: 1970-07-06
Filing date: 1970-07-06
Publication date: 1971-11-09
Anticipated expiration: 1988-11-09

Abstract

A hydrodynamic tow system is disclosed as including a tow cable means with a selectively positioned diverter mechanism at the distal end thereof. The diverter mechanism includes a movable control surface thereon and an actuation mechanism therefor which is connected to said tow cable and is responsive to tensional variations therein to move said control surface.

Description

United states Patent XR 3 16 1 8 9 5 55 SR ikpibl. No.

Filed Patented Assignee Raymond E. Kelly; 1 Charles B. Jones; William P. Frost, all of Panama City, Fla

' July 6, 1970 Nov. 9, 1971 represented by the Secretary of the Navy CONTROLLED DIVERSION APPARATUS 10 Claims, 6 Drawing Figs.

US. 114/235 B Field of Search 114/235 R. 235 B, 236

[561 References Cited UNlTED STATES Q {TENTS 2.928.367 3/1960 McCormick l M1235 8 2,945,469 7/1960 Pulsifer ll4/235 B Primary Examiner-Trygve M. Blix Anofncyr-Ricliard S. Sciascia, Don D. Dcty and William T.

Skeet ABSTRACT: A l ydrodynamic tow system is disclosed as in;

gludinLa 10% cable means with a selectively positioned diverter mechanism a! he distal end thereof. The diverter mechanism includes a movable control surface thereon and an actuation mechanism therefor-which is connected to said tow cable and is responsive to tensional variations therein to move said control surface.

5 x 72/1/61 paw/Ian PATENTED NW 9 I97! sum 2 or 3 rlllllll CONTROLLED IJIVERSIOB APPARATUS STATEMENT OF GOVERNMENT INTEREST FIELD OF THE INVENTION The present invention relates to towing an implement through an aqueous medium froma tr actor vehicle attached mares by a flexible tow line. More particularly. the invention relates to such a towing arrangement where theTowed object does not track directly behind the tractor vehicle but, rather. to one side thereof. Such arrangements are known as diverted towing'arrangements. In greater particularity, the invention relates to a diverted tow implement to be towed through water. or other fluid medium by a draft vehicle attached thereto by Tmeans of a flexible towing line.

By way of further identification of the field of the invention, but not by way of limitation, the invention pertains to a diverter useful for streaming various implements in riverine and estuarial environments which are desired to be towed so as to traverse shallow waters alongside the navigable portion of said watercourses. Such implements may include seismic prospecting devices, water pollution measuring and control implements. and minesweeping or Burney gear.

DESCRIPTION OF THE PRlOR ART The diverted towing implements of the prior art were, for the most part, of fixed configuration and the amount of diversion obtained therefrom was determined by such parameters as the length and weight of the tow cable attached thereto, the angle of attack of the diverting surface, and the velocity of the tow craft. In turn, the amount of diversion produced by the div'cu'cs im lement placed limits on the tow vehicle, particularly in speed and turning radius. ln open sea environments these limitations are relatively easy to accommodate in the towing operations.

In estuarial or riverine environments. however, the tow craft is forced to come about in limits determined by the navigable channel. In such environments diverted towing implement are troublesome to operate. For when the speed of the towed implement drops below a predetermined amount, the devices loses its hydrodynamic properties and sinks to the bottom to be drug therealong by the tow vehicle. Such bottom contact is generally ruinous to the diverter implement and gear which may be carried by the diverted tow cable. Prior art techniques have required that the gear be recovered prior to such maneu- 'vers and restreamed after completion thereof. Similarly, when overtaking another vessel in the channel or being overtaken thereby. recovery and restreaming is also required. In applications where the traversal of an entire area is required, as in seismic exploration, for example, diverted tows are troublesome, time consuming, and, of course, relatively expensive because of the time and manpower required.

There are prior art towing implements which are steerable but all require additional control or power connection from the tow vehicle to the diverted implement. One such device, for example, is described in U.S. Pat. No. 3,404,655, dated Oct. 8, i968, granted to T. Fohl, for a depth controller. These remotely steered diverted devices, while having their areas of applicability, are not suited to the estuarial and riverine environments discussed above. ln such environments, impact with mooring lines, submerged. and floating objects tend to interrupt the control connections, and, for these reasons, such devices have had limited success in estuarial and riverine environments. I

It is. therefore, an object of this invention to provide a diverter mechanism overcoming the aforcdescribed disadvantages of the prior art.

Another object of the present invention is to providea diverter mechanism which is particularly adapted to use 'irT riverine and estuarial environrne r t s, j f""- Another object of the present invention is the provision of a towed diverter having a plurality of discreet positions cor responding to different amounts of hydrodynamic lift which may be selected from the towing vehicle.

'10 cable or wire,

towed diverter mechanism Yet another object of this invention is the provision of a method and meansforrapidly altering ti e position'of toged Still another object of this invention is the provision of a hydrodynamic lift altering mechanism for towed diverters using a tension-actuated two-positionsequencing mechanism.

Another object of this invention is an improved method and moans for. permitting a tractor vessel with a diverter tow deployed tO'navigate sinuous watercourses.

Other objects and many of the attendant advantages will be readily appreciated as the subject invention becomes better understood by reference to the following detailed description, when considered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS F IG. 1 is a perspective view of the system of the invention in use;

FIG. 2 is a front elevation of the system of the invention in use showing the different diversion widths in greater detail;

FIG. 3 is a plan view of the diverter device according to the invention;

FIG. 4 is a side elevation of the device of the invention, 1

FIG. 5 is a plan view of the sequencing control mechanism of the invention; and

FIG. 6 is a side elevation of the sequencing control mechanism shown in section taken along line 6--6 of F K). 5.

DESCRIPTION OF THE PREFERRED EMBODlHENT FlG. shqwsa tow ship ll towing a d iyert er l2 via tow cable l5. Ibw shi'TIFshowrTas a surface ship,- bmm be understood that other tow vehicles may use the diverter system of the invention. Such alternate tractor ships may include aircraft of both the fixed and rotary wing-type, surface effect vehicles, and submarine vehicles. Likewise, it should be understood that the illustrated embodiment uses a single diverter l2 and a single tow line 1 3 for purposes of simplicity of explanation, and that a plurality of either tow lines 13 or diverter: 12, or both, may be used, if desired. Similarly, vertical displacementmay be produced, if desired.

As previously described, diverter 12 is caused to occupy one of two positions. The first, shown by solid lines, is termed the extended position, while the second, shown by dotted lines, is referred to as the retracted position. As may be seen at FIG. 2, the positional variation between the extended position and the retracted position results in two system widths, an extended width, EW, and a retracted width RW. If desired similar vertically separated towing levels may be obtained.

Referring to FIGS. 3 and 4, the diverter according to the invention is shown in plan and side elevation. respectively, and will be described together. As may be readily seen, diverter 12 resembles, in many respects, an aircraft, and, for this reason,

many of the pans thereof are identified by aircraft terminolo-- gy. However, one must remember that many of the parts function differently and for a different purpose than their aerial namesakes.

A wing 14 has a pair of struts 15 extending rearwardly therefrom to support a stabilizer 16. Vertical fins 17 extend vertically above and below stabilizer 16, An adjustable dive plate 18 is pivotally secured in the center of stabilizer l6 to extend vertically above and below tuner 16. An elevator l9 is pivotally attached to the aft cog; of stabilizer 16. A crank arm 21 attaches elevator 19 to control rod 22 for actuation thereby. Control rod 22 has turnbu-zrkle 23 in the central portion thereof, for adjustably altering the effective length thereof.

The forward end of control rod 22is pivotally attached to crank arm 24 (FIG. which is fixedly attached to control shaft 25. so as to turn therewith. Controi shaft 25 is turned in response to rearwardly biased spring tension and the tension in tow line 13 which is attached to towing shacke 26.

The rearward spring tension is provided by spring 2'7 which is adjustably secured at the aft end thereof to stabilizer 16 by a tension rod 28 and turnbuckle 29. Yoke 31, at the forward end'of spring-27, is pivotally attached to crank arms 32 which, in turn, are fixedly attached to control shaft 25. The spring tension and towing line tension are, of course, in opposition and determine the position of elevator 19 by rotation of control shaft 25 to its limiting position. The limiting positions of shaft 25 are detemiined by sequencing mechanism'33.

Weight 34 and fixed fin 35 complete the external features of diverter 12. Weight 34 is removably secured to one tip of wing N to provide ballast therefor. The particular wing tip used depends on whether diverter 22 is to be used for port or starboard diversion. Likewise fin 35 is moved to either the port or starboard diveplate mount 36 in dependence on whether a port or starboard diversion of tow line I3 is desired.

F 165. 5 and 6, which together illustrate sequencing mechanism 33, will be described together. As shown, sequencing mechanism is comprised by two wall portions 37 which extend vertically upward from forward mounting 38 and aft mounting 39. Top piece 41 and fore piece 42 are integrally secured thereto to lend rigidity to the assembly and to prevent the accumulation of waterborne trash therebetween. Wall portions are apertured to receive control shaft 25, stop pins 43, and 45, pivot axle 46, and toggle spring supports 47 and 48. all of which extend transversely therethrough. Centercd between wall portions 37 and fixedly attached to control shaft 25 bellcrank 49 is mounted. Bellcrank 49 supports pawl 51 on the lower arm thereof and has an aperture 52 on the upper arm thereof adapted toreceive towing shackie 26 therein so as to constitute a towing eye means effectively attached to wing 14. Pawl 5] is held in a predetermined angular alignment by spring 53 which extends from pawl 51 forwardly to toggle spring support 47. Pawl 51 is attached to bellcrank 49 so as to have limited pivotal movement with. respect 7 thereto;

Paw! 51 cooperates with abutment member 54 to be arrested by either pawl engaging faces 55 or 56. Abutment member 54 is pivoted by pawl 51 about pivot axle 46 between limits defined by stop face 57 and stop 45, and stop face 58 and stop 44. Coil spring 59 is supported by toggle 48 to cooperate with abutment member 54 in an overcenter fashion to maintain the position of abutment member 54 in the position last moved by pawl 51.

Bellcranlt 49 and pawl 51 are illustrated in the position corresponding to a relaxation in tension of towing line 13. Where tension is applied, bellcrank 49 rotates control shaft 25 and carries pawl 51 rearwardly to strike pawl engaging face 55 or 56.

Mona or OPERATION The preferred procedure used in operating the device of the invention may be understood by reference to the aforedescribed FIGS. Qi erter 13 is'placed in the water and ry equipment attached thereto. For example, where the winch mechanism used the stream the gear has a clutch. the clutch Y, may be operated to free the cable winding drum momentarily. 5. Alternatively, the speed of tow ship ll may be abruptly slowed or stopped to cause a reduction of towline tension.

I The manner in which the variation of tension on towline 13 causes a change in diversion may be understood by reference to.FlGS-.,5 and 6. especially the latter. It will be noted that in tow cable i3 is payed out uh tila predetermined amountthereof is in the water, as shown at FlG. This amount is dependent on the desired distance astern of ship 11 diverter 12 is to be towed. With tow ship ll underway, the position of diverter l2 is observed visually. Sometimes, a float, not shown. is towed on a short lanyard attached to diver ter 12 50 as to float thereabove and aid in the observation of the position thereofwhcri lateral diversion is used.

when it is desired to change the posi ion ofdi erter .2 from the extended to the retracted position, or vice versa, the tensionin towline i3 is momentarily reduced. The reduction in tension of towline 13 may be accomplished in a variety of ways. and the particular method used will depend to some ex the position illustrated, pawl 51 is disengaged from abutment member 54 and abutment member is positioned such that stop pin 45 is in engagement with stop face 57. As tension is applied, the upper end of bellcrank 49 is carried forward. carrymg the lower end thereof, carrying pawl 5! therewith, is

lib/ed aft, This action rotates shaft 25 against the spring tension supplied by spring 27 (FIG. 3) via crank arms 32 and car ries crank arm 24 therewith.

Because abutment member is positioned against stop pin 45, pawl 51 misses'pawl engaging face 55 and continues in a upward and abaft direction until it encounters pawl engaging face 56. Pawl 51 rotates abutment member 54 against the detent spring action provided by coil spring 59 so as toplace stop face 58 in contact with stop pin 44. Further forward motion of the upper arm of bellcrank 49 is terminated by the stop pin 44.

The rotation of control shaft 25 carries arm 24 forward. and, as best shown in FIG. 4, moves control rod 22 forward so as to raise elevator 19 to its illustrated position corresponding to the retracted position of diverter l2. Turnbucltle 23 may be v adjusted to provide the desired limiting positions of elevator 19. Similarly, turnbuckle 29 may be adjusted to tension spring 27 to the desired. value/The tension of spring 27 should be strong enough to prevent flutter-caused chatter of sequencing mechanism 33, but not so strong as to preclude easy sequencing by tensional variation in tow line 13.

To more diverter 12 to the extended position from the retracted position, the tension of towiine i3 is again momentarily reduced. During the absence of towing line tension spring 27 moves crank arms 32 abaft to move pawl 5! forward so as to disengage it from abutment member 54. Spring 59 holds abutment member in contact with stop pin 44. in this tively further aft and, consequently, the angle of attack of wing 14 is altered and elevator 19 is in alignment with stabilizer 16. In this position wing 14 produces a maximum of hydrodynamic lift and diverter 12 moves to the extended posi' tlon.

The operation may be repeated as often as desired to move diverter 12 from one position to the other. When using a clutch control on a winch to effect the desired tension adjustment of towline 13, an amount of line 13 is payed out during each tension adjustment thereof. This excess may be recovered by slowly winding the line inboard to reposition diverter 12 at the desired distance astem tow ship 1!.

The foregoing description taken together with the appended claims constitute a disclosure such as to enable a person skilled in the marine engineering and naval architecture arts and having the benefit of the teaching contained therein to make and use the invention. Further, the structure herein described meets the objects of invention, and gcneraily constitutes a meritorious advance in the art unobvious to such a skilled worker not having the benefit of the teachings con tained herein.

Obviously, other embodiments and modifications of the subject invention will readily come .21: .:.:nd of one skilled in 2b; art having the benefit of iii: teachings presented in the foregoing description and the drawings. it is, therefore, to be understood that-this invention is not to be limited thereto and that said modifications and embodiments are intended to be included within the scope of the appended claims.

What is claimed is: l. A diverter assembly for laterally displacing a towing ling attached t..ereto as it towed through lluid iam commama-(immanent f V wing r1'\eans for producing hydrodynamic forces: towing eye means attached to said wing means for joining said towing line thereto: stabilizer means for minimizing uncontrolled pitching of said diverter-asembly: t strut means attached to said stabilizer means and said wing means for maintaining a predetermined relationship therebetween: ballast means attached to one extremity of said wing means for angularly orienting said wing means with respect to the horizontal: fin means attached to said wing means and extending vertically upwardly therefrom for control of the position of said diverter: elevator means hingedly attached to the aft edge of said stabilizer means for adjustably altering the angular orientation of said wing means as said diverter is towed through said fluid medium, so as to alter the hydrodynamic forces produced thereby: and 7 control means effectively connected between said elevator means and said towing eye means for varying the position of said elevator means in response to tensional forces applied to said towing means.-

2. A diverter assembly according to claim I wherein said strut means holds said stabilizer means parallel to said wing means and spaced abaft thereof. 7

3. A diverter assembly according to claim I wherein said fin means is removably mounted on said wing means in predetermined relationship with said ballast means.

4. A diverter assembly according to claim 1 in which said control which further comprises in combination;

55st crank arm means attached to said elevator means for movement thereof;

control shaft means for rotation in response to predetermined tensional variations in tensional forces applied to said towing eye means;

second crank arm means attached to said control shaft means for arcuate movement thereby; and control rod means connected between-said first and second crank arm means for transmitting motion therebetween.

5. A diverter assembly according to claim 4 in which said control rod means comprises two sections joined by a threaded member for'adjustably varying thereof.

5.. A diverter asset-obi, according to claim 4 in which said control means further comprises:

the effective length 5 bellcranlt means formed integrally with said towing eye and fixedly attached to said control shaft for imparting toraft movement thereby; and abutment means positioned to arrest the rearward movement of said pawl means for determining the'rotational position of the aforesaid control shaft. 7 8. A diverter assembly according to claim 7 further com- 25 prising:

a first pawl engagement with said pawl in order to arrest its motion in a first position;

a second pawl engaging face extending extending outwardly from said abutment means for engagement with said pawl in order to arrest its motion in a second position; and

pivot axle means passing through said abutment means for pivotal support thereof.

9. A diverter assembly according to claim 8vfurther com prising:

first stop means positioned with respect to the aforesaid abutments means so as to arrest its pivotal movement for positioning the first pawl engaging face in the pathway of .said pawl movement; and

second stop means positioned with respect to the aforesaid abutment means so as to arrest its pivotal movement for positioning the second pawl engaging face in the pathway of said pawl movement.

10. A diverter assembly according to claim 9 further com prising spring holding means for holding the aforesaid abut 5 ment member in contact with one of said stop means when said pawl is out of engagement therewith.

i i i Q pawl means attached to said bellcrank means for fore and

Claims

1. A diverter assembly for laterally displacing a towing line attached thereto as it is towed through a fluid medium comprising in combination: wing means for producing hydrodynamic forces; towing eye means attached to said wing means for joining said towing line thereto; stabilizer means for minimizing uncontrolled pitching of said diverter assembly; strut means attached to said stabilizer means and said wing means for maintaining a predetermined relationship therebetween; ballast means attached to one extremity of said wing means for angularly orienting said wing means with respect to the horizontal; fin means attached to said wing means and extending vertically upwardly therefrom for control of the position of said diverter; elevator means hingedly attached to the aft edge of said stabilizer means for adjustably altering the angular orientation of said wing means as said diverter is towed through said fluid medium, so as to alter the hydrodynamic forces produced thereby; and control means effectively connected between said elevator means and said towing eye means for varying the position of said elevator means in response to tensional forces applied to said towing eye means.

2. A diverter assembly according to claim 1 wherein said strut means holds said stabilizer means parallel to said wing means and spaced abaft thereof.

3. A diverter assembly according to claim 1 wherein said fin means is removably mounted on said wing means in predetermined relationship with said ballast means.

4. A diverter assembly according to claim 1 in which said control means further comprises in combination: first crank arm means attached to said elevator means for movement thereof; control shaft means for rotation in response to predetermined tensional variations in tensional forces applied to said towing eye means; second crank arm means attached to said control shaft means for arcuate movement thereby; and control rod means connected between said first and second crank arm means for transmitting motion therebetween.

5. A diverter assembly according to claim 4 in which said control rod means comprises two sections joined by a threaded member for adjustably varying the effective length thereof.

6. A diverter assembly according to claim 4 in which said control means further comprises: bellcrank means formed integrally with said towing eye and fixedly attached to said control shaft for imparting torsional forces thereto in response to tensional variations applied thereto; third crank arm means attached to said control shaft means for imparting torsional movement thereto; spring means connected at one end to said third crank arm means and at said other end to the aforesaid stabilizer means for applying a Torsional force to said control shaft opposed to that applied by said bellcrank means; and adjustment means effectively connected to said spring means for altering the tension thereof.

7. A diverter assembly according to claim 6 further comprising: pawl means attached to said bellcrank means for fore and aft movement thereby; and abutment means positioned to arrest the rearward movement of said pawl means for determining the rotational position of the aforesaid control shaft.

8. A diverter assembly according to claim 7 further comprising: a first pawl engaging face extending outwardly from said abutment means for engagement with said pawl in order to arrest its motion in a first position; a second pawl engaging face extending outwardly from said abutment means for engagement with said pawl in order to arrest its motion in a second position; and pivot axle means passing through said abutment means for pivotal support thereof.

9. A diverter assembly according to claim 8 further comprising: first stop means positioned with respect to the aforesaid abutment means so as to arrest its pivotal movement for positioning the first pawl engaging face in the pathway of said pawl movement; and second stop means positioned with respect to the aforesaid abutment means so as to arrest its pivotal movement for positioning the second pawl engaging face in the pathway of said pawl movement.

10. A diverter assembly according to claim 9 further comprising spring holding means for holding the aforesaid abutment member in contact with one of said stop means when said pawl is out of engagement therewith.