US3818853A

US3818853A - Stop members in ships

Info

Publication number: US3818853A
Application number: US00216933A
Authority: US
Inventors: P Taboultier; R Abgrall
Original assignee: MINISTRE DEFENSE NAT
Current assignee: MINISTRE DEFENSE NAT
Priority date: 1971-01-18
Filing date: 1972-01-11
Publication date: 1974-06-25
Anticipated expiration: 1991-06-25
Also published as: DE2202006A1; NO136451B; DE2202006C2; GB1362020A; FR2122645A5; ES395920A1; IT957082B; SE388583B; NO136451C

Abstract

This invention relates to a stop permitting the limitation of the angular clearance of the rudder blade of a ship, constituted by a first support piece disposed on one of the two elements, i.e. structure of the ship or one of the members controlling the orientation of the rudder blade, and by a second support piece disposed on the other element, i.e. one of the members controlling the orientation of the rudder blade or structure of the ship, these two support pieces being capable of interfering in the course of the orientation of the rudder blade, wherein at least one of the two support pieces is provided with a device for adjusting its position relative to the element on which it is disposed, this adjusting device being known per se and the corresponding adjustment being capable of being effected during operation of the ship on which said rudder blade is mounted.

Description

United States Patent Taboultier et al.

1 June 25, 1974 STOP MEMBERS IN SHIPS [75] Inventors: Paul J. Taboultier, Ville DAvray;

Rene J. Abgrall, Brest, both of France 22 Filed: Jan.l1, 1972 21 App1.No.:2l6,933

[ 30] Foreign Application Priority Data- Jan. 18, 1971 France 71.01520 [52] US. Cl 114/170, 114/16 F [51} Int. Cl B63h 25/34 [58] Field of Search 114/170, 162, 172, 16 R, 114/16 F, 126

[56] References Cited UNITED STATES PATENTS 1,192,546 7/1916 Murphy 114/16F 2,572,134 10/1951 Gliwa 114/162 X FOREIGN PATENTS OR APPLICATIONS 957,948 5/1964 Great Britain 114/144 R 10/1921 Norway ..l14/l70 7/1961 Germany 114/162 Primary ExaminerTrygve M. Blix Assistant ExaminerStuart M. Goldstein Attorney, Agent, or Firm-Fitzpatrick, Cella, Harper & Scinto [57] ABSTRACT This invention relates to a stop permitting the limitation of the angular clearance of the rudder blade of a ship, constituted by a first support piece disposed on one of the two elements, i.e. structure of the ship or one of the members controlling the orientation of the rudder blade, and by a second support piece disposed on the other element, i.e. one of the members controlling the orientation of the rudder blade or structure of the ship, these two support pieces being capable of interfering in the course of the orientation of the rudder blade, wherein at least one of the two support pieces is provided with a device for adjusting its position relative to the element on which it is disposed, this adjusting device being known per se and the corresponding adjustment being capable of being effected during operation of the ship on which said rudder blade is mounted.

6 Claims, 7 Drawing Figures PATENTEDJUHZSW $318,853 SHEET 1 OF 2 In ventor A Home y PATENTEIJJUNZSW SHEET 2 0F 2 I n ventor Attorney STOP MEMBERS IN SHIPS The present invention relates to a stop member enabling the angular clearance of the rudder blade of a ship or vessel to be limited for reasons of security.

In the field of naval construction, several types of stops as mentioned above are already known. In particular it is known to dispose end stops on the device controlling the direction of the rudder of a vessel in order to maintain the angle of orientation between two given limits. In another sector of naval construction, an outer fixed stop is also often disposed on the device controlling the hydroplane of a sub-marine in order to limit the angle of orientation of this hydroplane with respect to the submersion of the sub-marine. I

In any case, the stops provided are fixed and hav only one position. This mode of procedure has up to now appeared sufficient for the safety of the vessels. However, vessels of high tonnage have recently been made having a maximum speed considerably greater than that of earlier vessels. This development has moreover included both surface vessels and sub-marines. Sea-men'can no longer be contented with fixed stops that have heretofore been provided, as they are no longer adapted to assure the safety in manoeuvring that is expected of them.

The invention intends to remedy this state of affairs and to this end proposes a new type of stop.

The invention has firstly for its object a stop permitting the limitation of the angular clearanceof the rudder blade of a vessel, constituted by a first support piece disposed on one of the two elements, i.e. structure of the ship or one of the members controlling the orientation of the rudder blade, and by a second support piece disposed on the other element, i.e. one of the members controlling the orientation of the rudder blade or structure of the ship, these two support pieces being capable of interfering in the course of the orientation of the rudder blade.

At least one of the two support pieces is provided with a device for adjusting its position relative to the element on which it isdisposed, this adjustment device support piece with respect to the element on which it is disposed, as well as a device for marking this relative position by remote control.

In addition, the two support pieces are often disposed inside the hull of the ship, whilst the first support piece, which is disposed on the structure of the ship, is coupled with the strong hull of said ship.

The invention also has for its object a sub-marine using a stop member according to one of the preceding types. The rudder blade of the sub-marine, provided with the stop member, is constituted by the hydroplane of said sub-marine, whilst the stop member is capable of limiting the angular amplitude of orientation of said hydroplane in the direction corresponding to the submersion of the sub-marine.

The invention will be more readily understood and secondary characteristics as well as their advantages will appear in the course of the following description of embodiments given by way of example. It is understood that the description and drawings are given only by way of indicative and non-limiting example.

Reference will be made to the accompanying drawings, in which:

FIG. 1 is a view with part section of the device controlling the hydroplane of'a sub-marine.

FIGS. 2, 3 and 4 show three variant embodiments of a stopaccording to the invention, disposed on the control device of FIG. 1.

FIGS. 5 and 6 show another embodiment of the device for controlling the hydroplane of a sub-marine.

FIG. 7'shows the stop member in detail, disposed on the control device of FIGS. 5 and 6.

Referring now to the drawings, FIG. 1 shows the rear of a submarine. The hull l separates the interior 2 of the sub-marine from the outside 3. A transmission rod 4 passes through the hull 1 at right angles to a stuffing box 5 and is coupled on the one hand by a coupling 6 to the control rod 7 of the manoeuvring jack 8 for the hydroplane 9 of the sub-marine, and on the other hand by a slide 10 to the connecting rod 11 controlling the rudder bar 12 connected to the hydroplane 9.

The rudder bar 12 and the hydroplane 9 are integral with the axis of rotation 13 articulated to the hull l of the sub-marine. Moreover, the cylinder 14 of the jack 8 is integral with the resistant structure 15 of the submarine, which is itself integral with the hull l. A shoulder 16 is disposed on the rod 7 of the jack 8 and may interfere with a catch 17 attached to the resistant structure l5.

The attachment of the catch 17 to the structure 15 is shown in detail in FIG. 2. It will be noted that the catch 17 is mounted to slide parallel to the rod 7 with respect to the structure 15, its position being adjustable by means of a screw 18 mounted to rotate on the structure 15. The screw 18 of indefinite continuous length is coupled to a drive motor 19, the control of this motor 19 comprising moreover one or more position switches 20 which may provoke the stopping of said motor when their contact is in abutment on the stop 17. On this subject, the two following points will be noted: as a general rule, it is preferred on the one hand to select the operation, in the control of the motor 19, of a given switch 20, by remote-control, from the bridge of the ship for example; on the other hand, to mark, also by remote control, the position of the catch 17. The remotecontrolled selection and marking which may be effected independently, by means known per se, are, however, advantageously effected solely by selecting the switch 20. Finally, it will also be indicated that the selection often depends upon at least one parameter of operation of the ship, advantageously and preferably upon the speed of movement of said ship.

Of course, the embodiment of the mechanism adjusting the position of the catch 17 comprises numerous variants. Two such will be indicated firstly, which relate to the kinematics controlling the orientation of the hydroplane 9 described in FIG. 1.

The first of these two variants is shown in FIG. 3. In this variant, the shoulder disposed on the rod 7 is constituted by one of the faces of the coupling 6. The catch 17 is then mounted to slide radially with respect to the rod 7. Its radial displacement is selected by the position switch 20, which has been switched on, whilst its axial section (shown in FIG. 3) may then present a succession of steps constituting as many distinct support areas 3 for the coupling 6. Moreover, a plurality of other catches, such as catch 17a, similar to catch 17, may be provided and then have controls for adjusting their synchronised positions.

The second'variant is shown in FIG. 4. It differs from that of FIG. 3 only by the rotation assembly of the catch 17, coaxially to the rod 4 and the configuration of the coupling 6 which, as shown, is eccentric with respect to the rod 7. There again, this catch 17 has an axial section which presents a succession of steps, connected continually or not, which constitute as many distinct support areas for the coupling 6.

The position is selected by the motor 19. These two latter variants have, of course, the remote-control selection and marking devices similar to that described with regard to the device of FIG. 2, and it is not necessary to describe them again.

The device controlling the hydroplane 9, instead of having the kinematics of FIG. 1, noteworthy by the translatory passage through the hull l of the transmission rod 4, may comprise, in a variant, kinematics having a rod manoeuvring the hydroplane 9, mounted to rotate in the hull 1. This is the case in particular of the device shown in FIGS. 5, 6 and 7.

FIG. 5 shows a partial axial section of the sub-marine, whilst FIG. 6 is a partial transverse section along VI-Vl of FIG. 5. It will be noted in FIGS. 5 and 6 that the rod 7 is articulated directly to the'rudder bar 12 integral in rotation with the axis of rotation 13, which passes through the hull 1 by means of stuffing-boxes 21. The cylinder 14 of the jack 8 is moreover articulated to the resistant structure 15, about axis 22. The catch 17 is again found coupled to the structure 15 and capable of interfering with a projection 23 integral with the axis I3. The catch 17 is mounted to slide transversely with respect to the axis 13, whilst its position is adjustable by means of the screw 18 coupled with the motor 19. This catch 17 also has the above-mentioned stepped section.

More points relating to the various arrangements described will further be specified.

It has been indicated that the catch 17 was adjustable in position on its support (the resistant structure 15). It is obvious that it is sufficient for one of the two support pieces constituting the stop member to be adjustable in position, the catch l7 being able to be fixed, but the shoulder 16, or coupling 6, or the projection 23 then being adjustable in position on their respective support.

Furthermore, the catch 17 has always been disposed in order to limit the angular clearance of orientation of the hydroplane 9 in the direction corresponding in fact to the submersion of the sub-marine. However, it is understood that this catch 17 may cooperate with the second support piece of the stop in order also to limit the angular clearance in the direction corresponding to the rise to the surface of the sub-marine; the catch 17 is therefore, in certain embodiments, capable of having double effect; concerning the manoeuvre for rising again to the surface, it will have been noticed that the arrangement of the hydroplane 9 is such that the resultant of the stresses due to the hydrostatic pressure of the water has an effect tending to orient said hydroplane in the direction corresponding to the rise to the surface.

Finally, it will be noted that the preceding description. relating to the limitation of the angular clearance of orientation of the hydroplane 9 is entirely applicable to all rudder blades of ships, surface or sub-marine, and is in particular applicable to the limitation of the angular clearance of the rudders.

The advantage obtained from adjusting the limitation stops described resides in the possibility of permanently adapting the position of said stops to the speed of movement of the ship. This is very important, as the dynamic stresses at high speed lead to too quick a submersion if the limitation is ensured only fixed stops provided for movement at average or low speeds, this submersion possibly endangering the submarine. It could have been thought to limit further, still by fixed stops, in order to avoid this too great rapidity of submersion at high speed, but then the submersion at average or low speeds would have been too slow and would have been a hindrance for the manoeuvring performances of the ship.

The adjustment of the stops according to the invention obviates the disadvantages of the fixed stops. This adjustment is advantageously remotely controlled and marked, according to what has been indicated and is even preferably dependent on the speed of movement of the ship.

Finally, it is understandable that the position of the support pieces, catch 17 and shoulder 16, or coupling 6, or projection 23, in the inside 2 of the hull l, contrib utes to ensuring a good protection for the mechanisms adjusting the stops.

We claim:

1. Apparatus for limiting the angular clearance of a hydroplane of a submarine having a resistant structural member disposed adjacent said apparatus, said apparatus including a control member substantially directly linked to said hydroplane for controlling the orientation of the hydroplane, a first support piece disposed on one of said members, and a second support piece disposed on the other of said members, said support pieces being positioned relatively to one another to be capable of interfering with one another in the course of orientation of the hydroplane thus to positively mechanically link the limiting apparatus to said hydroplane to limit the maximal angular amplitude of orientation of the hydroplane in a direction corresponding to movement of the submarine substantially in a vertical plane, and means for adjusting the position-of one of said support pieces relative to the member on which it is disposed.

2. Apparatus according to claim 1, wherein said adjusting means comprises meansmounting said one of said support pieces for transitional sliding movement, and driving means for effecting said sliding movement.

3. Apparatus according to claim 2, wherein said driving means comprises a threaded element, a screw element and a drive motor connected to one of said elements, the other said element being fixedly mounted.

4. Apparatus according to claim 3, wherein said screw element is fixed to the output shaft of said drive motor and said threaded element is restrained against rotation.

5. Apparatus according to claim 1, wherein both suppled to the hull of the submarine.

Claims

1. Apparatus for limiting the angular clearance of a hydroplane of a submarine having a resistant structural member disposed adjacent said apparatus, said apparatus including a control member substantially directly linked to said hydroplane for controlling the orientation of the hydroplane, a first support piece disposed on one of said members, and a second support piece disposed on the other of said members, said support pieces being positioned relatively to one another to be capable of interfering with one another in the course of orientation of the hydroplane thus to positively mechanically link the limiting apparatus to said hydroplane to limit the maximal angular amplitude of orientation of the hydroplane in a direction corresponding to movement of the submarine substantially in a vertical plane, and means for adjusting the position of one of said support pieces relative to the member on which it is disposed.

2. Apparatus according to claim 1, wherein said adjusting means comprises means mounting said one of said support pieces for transitional sliding movement, and driving means for effecting said sliding movement.

5. Apparatus according to claim 1, wherein both support pieces are disposed inside the hull of the submarine.

6. Apparatus according to claim 1, wherein the support piece disposed on said structural member is coupled to the hull of the submarine.