U.S. patent number 3,687,100 [Application Number 05/079,240] was granted by the patent office on 1972-08-29 for marine vessel roll stabilizer apparatus.
Invention is credited to Everett P. Larsh.
United States Patent |
3,687,100 |
Larsh |
August 29, 1972 |
MARINE VESSEL ROLL STABILIZER APPARATUS
Abstract
Anti-roll apparatus for a marine vessel. A plurality of fins are
carried by the vessel. Each fin is operatively moved by motor
mechanism which is connected thereto by means of clutch mechanism.
The motor mechanism is in continuous operation. A roll sensor unit
is mounted in a position to detect roll motion of the vessel. The
roll sensor unit transmits signals to the clutch mechanism in
response to roll motion of the vessel. The clutch mechanism joins
the motor mechanism to the fins for movement thereof in accordance
with operation of the roll sensor unit. The fins are thus
operatively moved to reduce and/or eliminate the roll action of the
vessel.
Inventors: |
Larsh; Everett P. (Miami,
FL) |
Family
ID: |
22149283 |
Appl.
No.: |
05/079,240 |
Filed: |
October 8, 1970 |
Current U.S.
Class: |
114/126 |
Current CPC
Class: |
G05D
1/0875 (20130101) |
Current International
Class: |
G05D
1/08 (20060101); B63b 039/06 () |
Field of
Search: |
;114/121,122,125,126
;244/77E |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Blix; Trygve M.
Claims
The invention having thus been described, the following is
claimed:
1. Anti-roll mechanism for a marine vessel, comprising:
fin means carried by the vessel and movable with respect
thereto,
continuously operable rotary motor means for movement of the fin
means with respect to the vessel, the motor means including means
for movement of the fin means in a given direction, the motor means
including means for movement of the fin means in a direction
opposite the given direction,
connection means including electric clutch means joining the motor
means to the fin means,
roll sensor mechanism carried by the vessel,
the roll sensor mechanism including electric switch means,
the roll sensor mechanism also including a pivotally movable
pendulum maintaining a substantially vertical position,
means joining the switch means to the electric clutch means for
operation of the clutch means with operation of the roll sensor
mechanism,
the roll sensor mechanism thus causing operation of the clutch
means in accordance with roll action of the vessel for operation of
the fin means for resisting such roll action of the vessel,
an engagement member in engagement with the pendulum and pivotally
movable therewith,
means limiting pivotal movement of the engagement member,
the electric switch means including a first switch member
operatively joined to the pendulum for operation of the switch
member with relative movement between the pendulum and the first
switch member, the first switch member being connected to a source
of electrical power,
the electric switch means also including a second switch member
which is operatively joined to the engagement member for operation
of the second switch member with relative movement between the
second switch member and the engagement member,
the second switch member being electrically connected in series
relationship with the first switch member,
the first switch member being operatively connected to the pendulum
by means of a gear element carried by the pendulum and a rotatable
gear member which is in meshed relationship therewith, a magnet
attached to the gear member for rotative movement therewith, the
first switch member being adjacent the magnet and magnetically
operated by relative movement between the magnet and the first
switch member.
2. Anti-roll mechanism for a marine vessel, comprising:
fin means carried by the vessel and movable with respect
thereto,
continuously operable rotary motor means for movement of the fin
means with respect to the vessel, the motor means including means
for movement of the fin means in a given direction, the motor means
including means for movement of the fin means in a direction
opposite the given direction,
connection means including electric clutch means joining the motor
means to the fin means,
roll sensor mechanism carried by the vessel,
the roll sensor mechanism including electric switch means,
the roll sensor mechanism also including a pivotally movable
pendulum maintaining a substantially vertical position,
means joining the switch means to the electric clutch means for
operation of the clutch means with operation of the roll sensor
mechanism,
the roll sensor mechanism thus causing operation of the clutch
means in accordance with roll action of the vessel for operation of
the fin means for resisting such roll action of the vessel,
an engagement member in engagement with the pendulum and pivotally
movable therewith,
means limiting pivotal movement of the engagement member,
the electric switch means including a first switch member
operatively joined to the pendulum for operation of the switch
member with relative movement between the pendulum and the first
switch member, the first switch member being connected to a source
of electrical power.
the electric switch means also including a second switch member
which is operatively joined to the engagement member for operation
of the second switch member with relative movement between the
second switch member and the engagement member,
the second switch member being electrically connected in series
relationship with the first switch member,
the second switch member being operatively connected to the
engagement member by a gear element carried by the engagement
member and a rotatable gear member which is in meshed relationship
therewith, a magnet attached to the gear member for rotative
movement therewith, the second switch member being adjacent the
magnet and magnetically operated by relative movement between the
magnet and the second switch member.
3. Marine vessel roll stabilizer apparatus comprising:
a fin member carried by the vessel and movable with respect
thereto,
a pair of rotary motors,
a pair of electric clutch members, there being an electric clutch
member joining each of the motors to the fin members,
roll sensor means carried by the vessel and operable with roll
movement of the vessel, the roll sensor means including a pivotal
pendulum, switch means, means operably connecting the switch means
to the pendulum for operation of the switch means with relative
movement between the vessel and the pendulum,
means joining the switch means to the clutch members for operation
of the clutch members with operation of the switch means,
each of the motors being in continuous operation, the motors
operating in opposed directions so that when each of the clutch
members joins its respective motor to the fin member movement of
the fin member is in a given direction and when the other clutch
member joins the other motor to the fin member movement of the fin
member is in a direction opposed to the given direction.
4. Marine vessel roll stabilizer apparatus comprising:
a fin member carried by the vessel and pivotally movable with
respect thereto,
a first rotary motor and a second rotary motor, each of the rotary
motors being adapted to be in continuous operation,
a first electrically operable clutch member,
a second electrically operable clutch member,
gear means connecting the first clutch member to the fin member for
pivotal movement thereof, gear means connecting the second clutch
member to the fin member for pivotal movement thereof,
the first motor being connected to the first clutch member,
the second motor being connected to the second clutch member,
the motors operating in opposed directions of rotation so that when
the first clutch means is energized the fin member pivotally moves
in one direction and when the second clutch means is energized the
fin member pivotally moves in the opposite direction,
roll sensor means carried by the vessel and operable with roll
movement of the vessel,
means joining the roll sensor means to the clutch members for
operation thereof with roll movement of the vessel.
Description
BACKGROUND OF THE INVENTION
Numerous marine vessels have been provided with apparatus to reduce
or to overcome roll action of the vessel. Some of the apparatus has
included gyroscope devices which are usually rather expensive
and/or difficult to maintain in proper operating condition. Some of
the anti-roll apparatus has included valves, or pistons, or the
like, which lack speed and accuracy of operation. Some of the
anti-roll apparatus has included means for controlling operation of
motors directly in response to roll action of the vessel. Such
systems are also slow in response.
It is therefore an object of this invention to provide marine
vessel anti-roll apparatus which does not require the use of
gyroscopes or the like.
It is another object of this invention to provide such apparatus
which has a minimum number of moving parts.
It is another object of this invention to provide such apparatus
which has very rapid response to roll action so that roll action
can be more quickly reduced or eliminated.
Another object of this invention is to provide such apparatus which
functions properly even if the vessel controlled is listing.
Another object of this invention is to provide such apparatus which
includes means for testing thereof when the vessel is stationary or
moving slowly, to insure that the apparatus is functioning properly
or will function properly.
Another object of this invention is to provide such apparatus which
includes control means, the operation of which can be changed in
accordance with the rate of travel of the vessel.
Another object of this invention is to provide such apparatus which
is capable of sensing and controlling relatively low degrees of
roll and which is also capable of sensing and controlling
relatively high degrees of roll.
Another object of this invention is to provide such apparatus which
is basically electrical-mechanical in operation, which is
relatively simple in construction and does not include any devices
of the "electronic" type.
Another object of this invention is to provide such apparatus which
does not include fluid conduits, valves, pistons, pumps, or the
like.
Another object of this invention is to provide such apparatus which
rapidly operates in response to roll action for correction action,
and which is capable of anticipating roll action but which does not
"over correct".
Other objects and advantages reside in the construction of parts,
the combination thereof, the method of manufacture, and the mode of
operation, as will become more apparent from the following
description.
BRIEF DESCRIPTION OF THE VIEWS OF THE DRAWings
FIG. 1 is a diagrammatic perspective view showing a marine vessel
provided with apparatus of this invention.
FIG. 2 is an elevational view, drawn on a much larger scale than
FIG. 1, of roll sensor mechanism of this invention.
FIG. 3 is a sectional view, taken substantially on line 3--3 of
FIG. 2.
FIG. 4 is a fragmentary elevational view, taken substantially on
line 4--4 of FIG. 3.
FIG. 5 is an elevational view similar to FIG. 2, but illustrating
an adjusted position of parts of the sensor mechanism for operation
under list conditions.
FIG. 6 is a fragmentary perspective view, similar to FIG. 4, but
illustrating adjustment of the portion of the sensor mechanism
shown to compensate for a list condition.
FIG. 7 is a diagrammatic perspective view showing electrical and
mechanical elements of this invention.
FIG. 8 is an exploded perspective view, drawn on a larger scale
than FIG. 7, showing sensor mechanism of this invention.
FIG. 9 is a diagrammatic view showing a sensor unit of this
invention and a vessel which is in supporting relationship thereto
and which is provided with fins, the operation of which is
controlled with operation of the sensor unit. The scale to which
the sensor unit is drawn is much larger than the scale to which the
vessel is drawn.
FIG. 10 is a diagrammatic view, similar to FIG. 9, but illustrating
roll movement of the vessel and operation of the sensor unit in
response thereto.
FIG. 11 is a diagrammatic view, similar to FIGS. 9 and 10,
illustrating operation of the fins caused by operation of the
sensor unit as a result of roll movement of the vessel.
FIG. 12 is a diagrammatic view, similar to FIGS. 9, 10, and 11,
illustrating a further roll position of the vessel and operation of
the sensor unit and the fins.
FIG. 13 is a diagrammatic view, similar to FIGS. 9, 10, 11, and 12,
illustrating operation of the sensor unit and the fins as roll
movement of the vessel changes in direction.
FIG. 14 is a diagrammatic view, similar to FIGS. 9, 10, 11, 12, and
13, illustrating the condition of operation of the sensor unit
after roll action of the vessel has ceased.
FIG. 15 is a diagrammatic view of switch operator mechanism of this
invention and switch members operated thereby. The switch mechanism
is drawn on a much larger scale than the operator mechanism.
FIG. 16 is a diagrammatic view, similar to FIG. 15, showing
elements thereof in a position of operation.
FIG. 17 is a diagrammatic view, similar to FIGS. 15 and 16, showing
elements thereof in another position of operation.
FIG. 18 is a diagrammatic view, similar to FIGS. 15, 16, and 17,
showing elements thereof in another position of operation.
FIG. 19 is a diagrammatic view, similar to FIGS. 15, 16, 17, and
18, showing elements thereof in another position of operation.
FIG. 20 is an enlarged sectional view, taken substantially on line
20--20 of FIG. 3.
FIG. 21 is a diagrammatic view of electrical circuitry and
apparatus of this invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
FIG. 1 illustrates a marine vessel 20 and shows the general
location of a sensing unit 22, and stabilizer fins 24 and 26. FIG.
1 also shows motors 28 and 30 for operation of the fin 26 and
motors 32 and 34 for operation of the fin 24. FIG. 7 shows a clutch
38, which joins the motor 28 to a gear assembly 39, and a clutch 40
which joins the motor 30 to the gear assembly 39. A shaft 42 is
rotatably supported by any suitable means, not shown, and joins the
gear assembly 39 to the fin 26. The motor 32 is joined by a clutch
44 to a gear assembly 46, and the motor 34 is joined by a clutch 48
to the gear assembly 46. A shaft 49 is rotatably supported by any
suitable means, not shown, and joins the gear assembly 46 to the
fin 24.
The sensor unit 22 comprises a housing 50, shown in FIGS. 2, 3, 4,
and 5, which has lugs 51 for rigid attachment of the housing 50 to
a portion of the vessel 20. The housing 50 is preferably located in
or adjacent the control region of the vessel 20, as illustrated in
FIG. 1.
Within the housing 50 is a main support stud 52, shown in FIGS. 3,
7, and 8. The stud 52 extends from a protuberance 54. A bracket 56
is pivotally mounted upon the protuberance 54, as the stud 52 and
the protuberance 54 extend through an opening 57 in the bracket
56.
Screws 60 having bushings 62 are secured to the housing 50
therewithin and extend through elongate arcuate slots 64 of the
bracket 56 and limit pivotal movement thereof. The bracket 56 has a
notch 68 therein at an edge thereof, as shown in FIGS. 2, 7, and 8.
A shaft 70 provided with a knob 71 is rotatably mounted in a front
panel 72 of the housing 50 and extends therethrough. The front
panel 72 is attached to the housing 50 by means of screws 73, or
the like. A cam 74 is secured to the shaft 70 and is disposed
within the notch 68 of the bracket 56. The cam 74 is eccentric with
respect to the shaft 70, as illustrated in FIG. 2.
A pin 78, a pin 80, and a pin 81 are secured to the bracket 56, as
shown in FIGS. 7 and 8. The pin 78 rotatably supports a gear wheel
82; the pin 80 rotatably supports a gear wheel 84, and the pin 81
rotatably supports a gear wheel 85.
A bushing 86 is mounted upon the stud 52 adjacent the protuberance
54. A pendulum 88 is pivotally carried by the bushing 86, as shown
in FIGS. 3, 7, and 8. The pendulum 88 has a body portion 90
adjacent the stud 52, which extends therethrough. Preferably, the
body portion 90 has a frictional surface. The upper part of the
pendulum 88 has an upwardly extending tooth section 92, which is in
meshed relationship with the gear wheel 85.
The pendulum 88 has a weight member 97 attached thereto at the
lower end thereof.
Also pivotally supported upon the bushing 86 is an engagement plate
98 which has an upwardly extending toothed section 100, which is in
meshed relationship with the gear wheel 82, and an upwardly
extending toothed section 102, which is in meshed relationship with
the gear wheel 84. The engagement plate 98 has an aperture 103,
through which a pin 105 extends. The pin 105 is secured to the
housing 50 therewithin. The aperture 103 is considerably larger
than the stem 105. Thus, pivotal movement of the engagement plate
98 is permitted, but such pivotal movement is limited by the pin
105.
A resilient strip 104 is in contact with the engagement plate 98 as
screws 106, shown in FIGS. 2, 7, and 8 extend through the strip 104
and through the engagement plate 98 and are attached to the body
portion 90 of the pendulum 88. The screws 106 extend through slots
107 in the engagement plate 98. A clip 101 is attached to the stud
52 at the end thereof.
The weight member 97 of the pendulum 88 is disposed within a
container 109 which is within the housing 50 and which contains a
suitable liquid 108, such as oil, or the like, which serves to
"dampen" relative movement between the pendulum 88 and the
container 109. A filler tube 110, having a cap 112 is attached to
the housing 50 at the side thereof and is joined by a conduit 113
to the container 109 for introducing the liquid 108 thereinto.
At the upper part of the container 109 is an opening 114. A stem
116 is journalled in an opening 118 of the front panel 72 and is
also journalled in the opening 114 at the upper part of the
container 109. The stem 116 is axially movable into an aperture 120
in the pendulum 88, as illustrated in FIG. 3, to retain the
pendulum 88 against pivotal movement, when such retention is
desired.
Attached to the bracket 56 are holders 124, 126, and 128, to which
are attached switches 130, 132, 134, respectively.
The switches 130, 132, and 134 are shown as being magnetically
operable. However, any suitable switch means and means for
operation thereof may be used. A magnet 138 adjacent the switch
130, is joined to the gear 82 for rotative movement therewith. A
magnet 140, adjacent the switch 132, is joined to the gear 85 for
rotative movement therewith. The switches 130 and 132 are
normally-open. A magnet 142, adjacent the switch 134, is joined to
the gear 84 for rotative movement therewith. The switch 134 is
shown as having a pair of contacts, one of which is
normally-closed.
Attached to the holders 124 and 128 are stems 144 which extend
through arcuate slots 145 in the front panel 72 and are secured by
means of screws 147 to a level device 146 for support thereof. The
level device has an indicator 148 therein.
As illustrated in FIGS. 7 and 21, power supply lines 150 and 152,
connected to any suitable source of electrical energy, provide
electrical energy to the electrical apparatus. As shown in FIG. 21,
the motors 28, 30, 32, and 34 are connected directly to the power
supply line 150 and are joined to the power supply line 152 through
a switch 154.
A double-throw switch 156 has contacts 158 and 160. The contact 158
is connected by a conductor 162 to a double-throw switch 164 which
has a contact 166 and a contact 168. The contact 166 is connected
by a conductor 170 to a lamp 172, and the lamp 172 is connected to
the line 150.
The contact 168 of the switch 164 is connected to the clutch 40 by
means of a conductor 174. The clutch 40 is connected by a conductor
176 to normally-closed contacts 178 of a test switch 180. The
normally-closed contacts 178 are also joined by a conductor 182 to
normally-closed contacts 184 of a test switch 186.
The normally-closed contacts 184 of the switch 186 are connected by
a conductor 188 to the clutch 44, which is also connected by a
conductor 190 to a contact 192 of a double-throw switch 194. The
switch 194 is also connected to the conductor 162. The switch 194
also has a contact 196, which is connected by a conductor 198 to a
lamp 200, which is also connected to the line 150.
The switch 180 has normally-open contacts 202 which are connected
to the line 150, and to the clutch 40.
A lamp 204 is connected to the line 150 and to a contact 206 of a
double-throw switch 208. The switch 208 also has a contact 210
which is connected to the conductor 174. The switch 208 is
connected to a conductor 212 which is joined to the contact 160 of
the switch 156.
A double-throw switch 214 is also connected to the conductor 212.
The switch 214 has a contact 216 which is connected to a lamp 218
by means of a conductor 220. The lamp 218 is also connected to the
line 150. The switch 214 also has a contact 222 which is connected
to the conductor 190.
The switch 186 has normally-open contacts 224, one of which is
connected to the line 150 and the other of which is connected to
the conductor 188.
The switch 132 is connected to the line 150 and, through a
conductor 226, is connected to the switch 134, which has contacts
228 and 230. The switch 134 normally engages the contact 228, which
is joined to the switch 130 by means of a conductor 232. The switch
130 has a contact 234, which is connected to the conductor 182.
The contact 230 of the switch 134 is connected to a conductor 236,
which is also joined to a contact 238 of a test switch 240. The
switch 240 also has a contact 242. The switch 240 normally engages
the contacts 238 and 242. The contact 242 is attached to a
conductor 244 which is connected to a contact 246 of the switch 240
and to the clutch 38. The switch 240 also has a contact 248, which
is connected to the line 150. The clutch 38 is connected to a
conductor 250 which is also attached to a contact 252 of a switch
254 and to a contact 256 of a switch 258.
The switch 254 has a contact 260 which, through a conductor 262,
joins a lamp 264 to the line 150. The switch 254 is connected to
the conductor 162.
The switch 258 has a contact 266 which, through a conductor 268,
joins a lamp 270 to the line 150. The switch 258 is connected to
the conductor 212.
A switch 272 is connected to the conductor 162 and has a contact
274, which, through a conductor 276, joins a lamp 278 to the
conductor 150. The switch 272 also has a contact 280 which is
connected to a conductor 282 which is also connected to the clutch
48 and to a contact 284 of a switch 286. The switch 286 has a
contact 288, which through a conductor 290, joins a lamp 292 to the
line 150.
The clutch 48 is connected by a conductor 294 to contacts 296 and
298 of a test switch 300. The switch 300 also has a contact 302
which is joined to the conductor 236 and a contact 304 which is
joined to the line 150.
Operation
While the vessel 20 is tied up at dock or is otherwise
substantially stationary, the level device 146 is adjusted to level
position, as illustrated in FIG. 4. Such adjustment is made by
rotatively moving the shaft 70, which rotatively moves the cam 74
which is within the notch 68 of the bracket 56. Thus, the bracket
56 is rotatively moved as the cam 74 is rotatively moved. If the
vessel 20 is level and is not listing when adjustment of the level
146 occurs, the level device 146 in its adjusted position appears
as shown in FIG. 4. In such position the level device 146 is
substantially parallel with the upper edge of the front panel 72.
The screws 147 are substantially midway between the ends of the
slots 145. Under such conditions the pendulum 88 is substantially
normal to the upper edge of the housing 50, as illustrated in FIGS.
2 and 9.
If the vessel 20 should be listing to the port when adjustment of
the level device 146 is performed, the housing 50 may appear as
illustrated in FIG. 5. The pendulum 88 is substantially vertical,
but the housing 50 is angularly inclined. Thus, when the level
device 146 is adjusted, by pivotally moving the bracket 56, to
cause the indicator 148 to be centered, as shown in FIG. 6, the
upper edge of the housing 50 is angular with respect to the level
device 146, and the screws 147 are not positioned in the midportion
of the slots 145, as illustrated in FIG. 6.
Such leveling operation by adjustment of the level device 146
properly rotatively positions the gears 82, 85, and 84, and the
magnets 138, 140, and 142 so that the switches 130, 132, and 134
are in the same normal conditions as shown in FIG. 9 (when the
vessel 20 is not listing). Thus, when the vessel 20 is
substantially stationary and the level device 146 is properly
adjusted, the switches 130 and 132 are open, and the switch 134 is
in engagement with the contact 228 thereof; when the level device
146 is properly adjusted, the switches 130, 132, and 134 are in
these positions, whether the vessel is level or in a list
condition.
Means are provided for testing the operation of the apparatus of
this invention. As shown in FIG. 21, the switch 154, when closed,
causes the motors 28, 30, 32, and 34 to rotate. Rotation of these
motors is such that when the clutches 40 and 44 are energized, the
fins 24 and 26 are moved in a given direction, and when the
clutches 38 and 48 are energized, the fins 24 and 26 are moved in
the opposite direction.
Thus, with the switch 154 closed, operation of the clutch 40 can be
tested by depressing the test switch 180 so that the contacts 202
are closed. When the contacts 202 are closed, and with the switches
156 and 164 closed, as shown in FIG. 21, the clutch 40 is energized
and movement of the fin 26 should occur. Likewise, when the test
switch 186 is depressed, the clutch 44 is energized and the fin 24
should move in the same direction. When the test switch 240 is
depressed the clutch 38 is energized and there should be movement
of the fin 26 in one direction, and when the test switch 300 is
depressed the clutch 48 is energized and there should be movement
of the fin 48 in the same direction.
When the marine vessel 20 is moving, the switch 154 is closed so
that the motors 28, 30, 32, and 34 are continuously rotating. When
the vessel 20 is moving steadily and without roll the sensor unit
22 and the elements thereof appear substantially as shown in FIGS.
2, 4, 7, 8, 9, 14, 15, and 20. The fins 24 and 26 are normally
parallel to the line of movement of the vessel 20 and are so
positioned when there is no roll action of the vessel 20. If the
vessel 20 should roll to the port, as illustrated by an arrow 308
in FIG. 10, the pendulum 88 remains substantially vertical.
However, the sensor unit 22, including the housing 50 and all of
the other elements carried thereby also angularly move to the port,
as shown in FIG. 10. Thus, the bracket 56 angularly moves to the
port. Thus, there is relative movement between the pendulum 88 and
the bracket 56. Thus, there is relative movement between the
pendulum 88 and the gear 85. Thus, the gear 85 rotatively moves
counterclockwise, as illustrated by an arrow 310 in FIGS. 10 and
16, and causes rotative movement of the magnet 140, which is
attached thereto. Thus, the switch 132 which is adjacent the magnet
140 and which is magnetically operated thereby, closes, as
illustrated in FIGS. 10 and 16.
With initial relative movement between the bracket 56 and the
pendulum 88 there is also rotative movement of the gear wheels 82
and 84.
As roll of the vessel 20 to the port continues, as illustrated in
FIG. 11, relative movement between the pendulum 88 and the bracket
56 continues.
Due to the fact that the engagement plate 98 is in engagement with
the body portion 90 of the pendulum 88, the engagement plate 98
tends to remain at the same angular position as the pendulum 88.
Thus, as relative movement between the bracket 56 and the pendulum
88 continues, rotative movement of the gear wheels 82, 84, and 85
continues, as illustrated in FIGS. 11 and 17. However, since the
gear wheel 85, through the magnet 140, has already closed the
switch 132, no further action in the switch 132 occurs at this
time. As increased rotative movement of the gear wheels 82 and 84
occurs, the magnet 142 which is attached to the gear 84 and which
is adjacent the switch 134, causes the switch 134 to move from
engagement with the contact 228 to engagement with the contact 230,
as illustrated in FIGS. 11 and 17. In this description of the
operation of the electrical circuitry of FIGS. 7 and 21, circuits
through the test buttons 180, 186, 240, and 300 are not
discussed.
When the switch 134 moves from engagement with the contact 228 to
engagement with the contact 230, an electrical circuit is
established from the line 150, through the previously closed switch
132, through the switch 134, through the conductor 236 to the
clutches 38 and 48. Thus, the motors 28 and 34, which are
continuously rotating, through the clutches 38 and 48, cause
rotative movement of the gear units 39 and 46, so that the shafts
42 and 49 are rotatively moved, and the fins 26 and 24 are
rotatively moved as illustrated in FIG. 11. The fins 26 and 24 thus
rotatively move in a manner to oppose roll of the vessel 20 to the
port side.
However, probably, roll of the vessel 20 to the port side
continues, to a position which may be illustrated by FIG. 12, as
the fins 26 and 24 continue to rotatively move to a greater degree
in opposition to the roll of the vessel 20 to the port.
Due to the fact that the pin 105 which extends through the aperture
103 in the engagement plate 98 limits pivotal movement thereof,
relative movement between the engagement plate 98 and the bracket
56 does not continue, even though relative movement between the
bracket 56 and the pendulum 88 continues. Thus, the pin 105 permits
only sufficient relative movement between the bracket 56 and the
engagement plate 98 to cause the switch 130 or the switch 134 to
operate as it moves from its normal position, as illustrated in
FIGS. 11, 12, and 17.
If the vessel rolls to such a degree as shown in FIG. 12, there is
engagement between the container 109 and the weight 97 of the
pendulum 88, as illustrated in FIG. 12. Thus, the pendulum 88 does
not remain vertical as the vessel continues its roll as illustrated
in FIG. 12.
AFter reaching a certain roll angle to the port side, the vessel 20
begins to roll toward the starboard side, as illustrated in FIG.
13. When this return roll movement occurs, there is again relative
movement between the bracket 56 and the pendulum 88. Such relative
movement causes the gears 82, 84, and 85 to rotatively move
clockwise, as illustrated by arrows 312 in FIG. 13. Slight rotative
movement of the gears in this reverse direction causes the switch
130 to close and the switch 134 to move from engagement with the
contact 230 to engagement with the contact 228. Thus, the clutches
40 and 44 are actuated and the clutches 38 and 48 are deactuated.
Thus, the fins 26 and 24 begin to move in the opposite directions,
to oppose a starboard side roll, while the vessel 20 is rolling
toward the starboard side, but while the vessel 20 is still in a
roll angle to the port side. In this manner, the apparatus
anticipates that the vessel 20 will roll from a port side angle to
a starboard side angle. Therefore, the fins 24 and 26 will be at
the proper angles or moving toward the proper angles when the roll
of the vessel 20 changes from a port side roll to a starboard side
roll.
If the vessel 20 should first roll to the starboard side, the
manner of operation of the sensor unit and the clutches 40, 44, 38,
and 48 is similar to that described above with respect to initial
roll of the vessel 20 to the port side.
Due to the fact that the apparatus of this invention is thus
capable of anticipation of roll movement, the stabilizer apparatus
is capable of readily and quickly controlling and correcting the
vessel 20 against severe roll action.
FIG. 21 shows the switches 164, 194, 254, and 272, which are joined
in a manner, not shown, to the shafts 42 and 49 and operate when
the shafts 42 and 49 move to a given position and thus limit the
amount or degree of travel of the fins 24 and 26. When the switch
164 operates and moves from engagement with the contact 168 to
engagement with the contact 166, the clutch 40 is de-energized and
the lamp 172 is lighted to indicate that maximum corrective travel
of the fin 26 has occurred. Similar actions and indications occur
with operation of the switch 194 and its respective clutch 44 and
lamp 200, the switch 254 and its respective clutch 38 and lamp 264,
and the switch 272 and its respective clutch 48 and lamp 278.
The switch 156 may be moved from engagement with the contact 158 to
engagement with the contact 160. The position of the switch 156
determines the limits to which the fins 24 and 26 are permitted to
travel. If the vessel is traveling at a higher rate, the maximum
movement of the fins 24 and 26 is a lesser value. When the vessel
20 is traveling at a slower rate the maximum movement of the fins
24 and 26 is a greater value. The switches 208, 214, 258, and 286
are also attached to the shafts 42 and 49 to indicate the rotative
position thereof. The switches 208, 214, 258, and 286 operate to
limit the fins 24 and 26 to a lesser total movement than that
permitted by the switches 164, 194, 254, and 272.
Operation of the switch 156 may be manual or may be automatic as
the rate of movement of the vessel 20 reaches a predetermined
value.
When the stem 116, which is carried by the front panel 72 and by
the container 109, is axially moved into the aperture 120 in the
pendulum 88, there cannot be relative movement between the pendulum
88 and the container 109. By this means, the sensor unit 22 and all
of the moving parts thereof are made inoperative. When the vessel
20 is at dock or for any other reason it is desired to have the
sensor unit 22 inoperative, the stem 116 is moved into the aperture
120 of the pendulum 88 to prevent operation of the sensor unit
22.
Although the preferred embodiment of the device has been described,
it will be understood that within the purview of this invention
various changes may be made in the form, details, proportion and
arrangement of parts, the combination thereof and mode of
operation, which generally stated consist in a device capable of
carrying out the objects set forth, as disclosed and defined in the
appended claims.
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