U.S. patent number 3,860,931 [Application Number 05/418,908] was granted by the patent office on 1975-01-14 for ship-borne gravity stabilized antenna.
This patent grant is currently assigned to The Post Office. Invention is credited to Rodney John Kirkby, Donald Geoffrey Pope.
United States Patent |
3,860,931 |
Pope , et al. |
January 14, 1975 |
SHIP-BORNE GRAVITY STABILIZED ANTENNA
Abstract
A gimballed-platform-mounted antenna arrangement for
semi-stabilizing the orientation of the antenna of said arrangement
on a ship, said arrangement being semi-stabilized in use by means
of its having a long natural period of oscillation and a high
moment of inertia as hereinbefore defined.
Inventors: |
Pope; Donald Geoffrey (Lilley
Bottom, EN), Kirkby; Rodney John (Chesham,
EN) |
Assignee: |
The Post Office (London,
EN)
|
Family
ID: |
23660040 |
Appl.
No.: |
05/418,908 |
Filed: |
November 26, 1973 |
Current U.S.
Class: |
343/709; 343/872;
248/181.2; 343/765 |
Current CPC
Class: |
H01Q
1/18 (20130101) |
Current International
Class: |
H01Q
1/18 (20060101); H01q 001/34 () |
Field of
Search: |
;248/182
;343/709,765,766,872 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Lieberman; Eli
Attorney, Agent or Firm: Kemon, Palmer & Estabrook
Claims
What is claimed is:
1. A system for semi-stabilizing orientation of a directional
receiving antenna of an antenna arrangement of a ship, wherein said
system comprises: a structure having a mass of M kg and including
said antenna balanced about a point fixed with respect to said
structure; bearing means which define axes of rotation for said
structure, which axes intersect at a pivotal center; and a radome
covering said structure; said structure being, in use, gimbally
mounted pendulously upon said ship by said bearing means with the
center of gravity of said structure located below said pivotal
center and spaced therefrom by a distance which, in meters, does
not exceed 0.002 times the minimum value of the quotient I/M, where
Ikg m.sup.2 is the moment of inertia of said structure about any of
said axes, and said bearing means has a maximum total Coulomb
friction torque about any of said axes which, in Newton-meters, is
not greater than 0.00075 .times. I.
2. An antenna arrangement according to claim 1 wherein said bearing
means comprises a universal joint.
3. An antenna arrangement according to claim 2 wherein said
universal joint is of the constant velocity type.
4. An antenna arrangement according to claim 1 including means for
adjusting the location of said center of gravity relative to said
pivotal centre.
5. An antenna arrangement according to claim 1 wherein said total
Coulomb friction torque is of substantially the same magnitude
about all of said axes.
Description
This invention relates to an antenna arrangement for a ship and in
particular to means for maintaining the orientation of the antenna
within predetermined limits.
A ship-borne antenna system for a maritime satellite communications
service should have a high gain in order to minimise the satellite
power requirements (and hence satellite costs) for the
satellite-to-ship communications link. However, as the gain
increases, the beamwidth narrows and the allowable limits of the
antenna orientation converge. Any ship at sea will, in anything
other than a flat calm, roll and pitch to some extent and clearly
if the degrees of roll and pitch are greater than the beamwidth of
the antenna system the antenna orientation will need to be
controlled if an adequate communications capability is to be
maintained.
For a single helix antenna, the beam-edge gain relative to
isotropic is 6 dB, and the corresponding figures for a 1 m diameter
dish and a 21/4 m diameter dish are 18 dB and 26 dB respectively.
The beamwidths (to the 3 dB points) of these antennae are
64.degree., 15.degree. and 6.degree. respectively. Trawlers are
known to roll to more than .+-. 35.degree. and hence some control
on the antenna orientation would be required even when using a
modest 6 dB gain single helix antenna.
It is known to stabilize an antenna platform by means of gyroscopes
and servo-systems but these are expensive and achieve stabilities
of the order of .+-. 1/2.degree., which is much more stable than is
required even for a 21/4 m diameter dish antenna, which would be
impractically large for many ships. It is also known to provide a
low gain antenna without any form of stabilisation, but as
mentioned above this leads to higher satellite costs. The present
invention seeks a compromise solution whereby a moderately high
gain antenna may be controlled, in almost all sea conditions, to
within about .+-. 5.degree. of its desired orientation. An antenna
thus controlled is referred to hereinafter as being
"semi-stabilized"; an antenna controlled, e.g. gyroscopically, to
within about .+-. 1/2.degree. is herein said to be staiblized.
Broadly considered, the invention provides a
gimballed-platform-mounted antenna arrangement for semi-stabilizing
the orientation of the antenna of said arrangement on a ship, said
arrangement being semi-stabilized in use by means of its having a
long natural period of oscillation and a high moment of inertia as
hereinbefore defined.
A "long period of oscillation" is hereby defined as a period of
oscillation longer than the longest significant period of the
periodic components of motion the ship in the sea. A "high moment
of inertia" is hereby defined as a moment of inertia sufficiently
large that the amplitude of angular periodic motion induced in the
antenna arrangement by translational periodic motion of the ship in
the sea is at most of comparable magnitude to the amplitude of
angular periodic motion induced in the antenna arrangement by
angular periodic motion of the ship in the sea.
The natural period of oscillation may be at least two, and
preferably two and a half, times the longest significant period of
oscillation of the ship in the sea so that the degree of coupling
from the motion of the ship to that of the arrangement will be
reduced.
In the preferred form, the invention comprises a structure of mass
M kg including a directional receiving antenna, said structure
being pendulously mounted upon the ship by bearing means having two
axes intersecting at a pivotal centre, the arrangement being such
that about each axis the total Coulomb friction torque T Nm of the
bearing means is related to the moment of inertia I kgm.sup.2 of
the structure by the expression T/I .ltoreq. 7.5 .times.
10.sup..sup.-4 N/kgm and the center of gravity of the structure is
displaced below the pivotal center by a distance L, where L
.ltoreq. 2 .times. 10.sup..sup.-3 I/M m.
The structure may include means for directing the antenna to a
predetermined orientation, the directing means preferably including
azimuth directing means for directing the antenna in azimuth and
elevation directing means for directing the antenna in elevation.
The azimuth directing means can, in use, be operatively associated
with a compass of the ship so that the azimuthal setting of the
antenna is maintained, thus to compensate for yaw and changes of
course of the ship.
The invention will now be described by way of example only with
reference to the accompanying drawings in which:
FIG. 1 is a diagrammatic representation of the phase relationship
between transverse, translational, and angular periodic motions of
a ship and angular periodic motion induced thereby in a pendulous
structure mounted on the ship;
FIG. 2 is a diagrammatic representation of the relationship between
antenna beamwidth and required stability for a pendulously mounted
antenna;
FIG. 3 is a schematic representation in front elevation of an
antenna arrangement according to the invention;
FIG. 4 is a partial side elevation corresponding to FIG. 3;
FIG. 5 shows a tested gimballed platform assembly for an antenna
arrangement according to the invention; and
FIG. 6 is a partial cross-section through the assembly of FIG.
5.
At sea, in anything other than a flat calm, a ship undergoes a
fluctuation which can be resolved into periodic components of
motion. The significant fluctuations, at least as regards the
present invention, are known as pitch, surge, roll and sway. Pitch
is an angular fluctuation about a beam-wise axis. Surge is a
longitudinal translational fluctuation, that is to say movement
along a line ahead/astern. Roll is an angular fluctuation about a
longitudinal axis and sway is a beam-wise translational
fluctuation.
Referring to FIG. 1, the ship as indicated at 10 is at one extreme
of its sway movement, i.e., it is at its maximum displacement from
its general line of progress in the plane indicated at 11. At this
point, its acceleration is in the direction of arrow 12. Sway,
which arises when the ship is in a beam-sea with the waves meeting
it side-on, is caused partly by the tendency of the ship to slide
down the wave and partly by the circular motion of the water in the
wave, and occurs in association with rolling of the ship so that by
the time the ship passes through the plane 11, it has taken up an
attitude as indicated at 13. By the time the ship has reached its
other extremity of sway as indicated at 14, it is again
substantially vertical. At this other extremity it is subject to an
acceleration in the direction of arrow 15.
When the ship is in the position indicated at 10, its roll is in
the direction of arrow 16. In position 14, its roll is in the
direction of arrow 17.
Any pendulously mounted structure in or on the ship will be
subjected to torques by the fluctuating motions of the ship, and
from FIG. 1 it is clear that both roll and sway will simultaneously
give torques in the same direction, i.e., with the ship in position
10, the torques due to both sway and roll will be in the direction
of arrow 18, and in position 14 the torques will both be in the
direction of arrow 19. The roll and sway of the ship will thus
combine to excite the pendulous structure into fluctuant
motion.
Further, unless the pendulous structure is pivotally mounted about
the roll-centre of the ship, that is to say the line about which
the ship rolls, the roll of the ship will cause the pendulous
structure to have an additional beam-wise translational
fluctuation.
The amplitude of fluctuations induced in the pendulous structure by
the sway of the ship can be reduced by providing a frictional
damping torque at its pivot. This would, however, increase the
coupling between angular movement of the pendulous structure and
angular movement of the ship so that the amplitude of fluctuation
induced in the pendulous structure by the roll of the ship would be
increased. It is therefore necessary to seek some means, other than
controlling the pivot friction, which will limit the sway-induced
fluctuation without simultaneously increasing the roll-induced
fluctuation. In the present invention, this is accomplished by
arranging the pendulous structure of the gimballed-platform-mounted
antenna arrangement to have a high moment of inertia and a long
period of oscillation as hereinbefore defined.
The relationship between pitch and surge is similar to that between
roll and sway described above and a consideration of the
relationship leads to a similar conclusion, namely that the
pendulous structure must have a high moment of inertia and a long
period of oscillation if the amplitudes of fluctuations induced
therein by the motion of the ship are to be limited.
The required limitation on the amplitude of fluctuation of a
gimballed-platform-mounted antenna arrangement can be determined by
considering FIG. 2. In FIG. 2, the line 20 represents the actual
orientation of a communications satellite relative to the ship and
the line 21 represents the orientation of the antenna, at one
extreme limit of its angular oscillation. The angle A is the
allowable angular stability of the antenna, the angle B is the
beamwidth of the antenna to the 3 dB points and angle C is an
angular tolerance obviating the need for continuous resetting of
the antenna pointing direction. A fast ship steaming on a great
circle route can travel every hour through a distance large enough
for the orientation of a geo-stationary satellite relative to the
ship to change by as much as 1.degree. per hour. It is assumed that
it is reasonable to require that the direction of the antenna be
re-set every 5 hours and thus an angular tolerance of 5.degree.
must be included in estimating the required stability of the
antenna. In other words, it is assumed that the angle C equals
5.degree..
From the geometry of FIG. 2: A = (B-5)/2.degree..
As stated previously, the beamwidth of a 1 m diameter dish antenna
is 15.degree. and it follows from this that the required stability
for such an antenna is .+-. 5.degree..
It can be shown by means of a computer simulation that this degree
of stability can be achieved with an antenna orientation
arrangement in the form of a pendulous structure having the
following parameters:
Total Moment of Inertia I = 2,000 kg m.sup.2,
Mass of pendulous structure .times. Distance of center of gravity
of the structure from the pivot, ML = 4 kg m,
Total Coulomb friction torque between the ship and the antenna
platform system, T = 1.5 Nm.
An antenna arrangement with parameters of these values will achieve
the desired stability of .+-. 5.degree. when borne on a cargo ship
of 14,000 tons dead weight, beam-on to the prevailing sea in a
Beaufort 9 wind.
A system with parameters of these values will also attain the
desired stability when mounted on a trawler in similar sea and wind
conditions. It is expected that the desired stability could be
maintained under the above described adverse conditions, for more
than 99 percent of the time.
Because the parameters ML, I and T occur in the equations of motion
only as ratios, these parameters can be converted into a further
pair of parameters T/I and ML/I for which the values should be
equal to the ratios of the base parameters given above.
That is, T/I = 1.5/2000 = 7.5 .times. 10.sup..sup.-4 N/kg m and
ML/I = 4/2000 = 2 .times. 10.sup..sup.-3 m.sup..sup.-1
The values of these parameters are the limiting values for a system
which will attain the desired stability.
The parameter ML/I is easily arranged to have the correct value
since the parameter L, being simply the distance between the center
of oscillation and the center of gravity of the system, may be
varied at will. The parameter T/I is therefore the critical factor.
A needle roller bearing of nominal diameter about 4 cm will give a
value of T/I equal to the limiting value above and since the loads
imposed on the bearing by a system with parameters of the above
values can be adequately supported by a needle roller bearing
having a diameter of only about 0.5 centimeters, it follows that
one can arrive at a suitable design by using needle roller bearings
of diameters between these limits.
Referring now to FIGS. 3 and 4, these show schematically an antenna
semi-stabilized orientation arrangement having parameters which
satisfy the foregoing requirements. The antenna structure,
indicated generally at 23, is in the form of a 1 m diameter dish 24
pivotally mounted at 25 at the upper end of an up-standing arm 26.
Elevation directing means in the form of a remotely controlled
electric motor indicated at 35a is provided for rotating the dish
24 about the pivot 25 to enable its elevation to be set and re-set.
A support 27 is rigidly secured to the lower end of the arm 26.
The antenna assembly comprising the dish 24, arm 26 support 27 and
motor 35a is mounted upon a platform 28 and azimuth directing means
in the form of a remotely controlled electric motor 35b is provided
for rotating the antenna assembly about an axis normal to the
interface between the support 27 and the platform 28.
As will be apparent from the following description, the interface
between the support 27 and the platform 28 will be substantially
horizontal so that the azimuth directing means will be operable to
rotate the antenna assembly about a generally vertical axis. The
azimuth directing means is coupled to the ship's compass and
thereby controls the bearing of the antenna to compensate for yaw
and changes of course.
The platform 28 is gimbally mounted by means of a universal joint
assembly 29 upon some rigid part of the structure of the ship
indicated at 30. The part 30 may be a mast or may be part of the
bridge structure. The universal joint assembly 29 has a pair of
orthogonal axes arrange to lie respectively parallel to the major
horizontal axes of the ship, i.e., the longitudinal (ahead/astern)
axis and the beam-wise axis. However it will be appreciated that a
gimbal mounting such as a universal joint may be regarded as having
axes intersecting at a "pivotal center," by which is meant a point
about which a structure mounted on the joint is constrained to
rotate.
Extending outwards from the platform 28 are four limbs 31 arranged
in two orthogonal planes.
A weight 32 is secured to the outer end of each limb 31. The four
weights 32 are of substantially equal mass and serve a two-fold
purpose: they are of sufficient mass and suitably disposed to give
the arrangement a pendulous structure pivotally mounted on the
universal joint assembly 29 and having a long period of
oscillation; and their masses and their distances from the pivotal
centre of the universal joint assembly 29 are such that the
arrangement has a high moment of inertia. The dish 24 is
substantially counter-balanced by a counter-balance mass 33 so that
changes in the elevation of the dish will not significantly alter
the moment of inertia of the arrangement or the centre of gravity
of the structure.
Each of the weights 32 is of mass 25 kg and they are arranged so
that the centre of gravity of the arrangement lies approximately
three-fourths mm below its pivotal center. Such an arrangement has
a moment of inertia of approximately 30 kg m.sup.2 and a period of
oscillation of approximately 45 s.
The arrangement is covered by a radome indicated at 34 which
prevents wind forces disturbing the setting of the antenna and
protects the arrangement from the maritime environment. The radome
may be constructed of any material which is structurally adequate
and transparent to electromagnetic radiation of the working
frequency, which in the present case is about 1.6 GHz.
The described arrangement is such that the antenna may be
stabilized to within .+-. 5.degree. for ships ranging from trawlers
to tankers in virtually in all sea conditions. This degree of
stability would enable the ship to use an antenna as large as a 1 m
diameter dish, which is considered to be a sensible upper size
limit for antenna to be fitted in a suitable position to the
majority of ocean-going vessels. Even if the full theoretical
stability cannot be realized in practice, stabilization to within
about .+-. 71/2.degree. should be achievable, and this would allow
the use of a quad helix antenna having a beam-edge gain of 16 dB.
Use of a quad helix antenna would have the advantage that the size
of the radome, and hence the cost of the assembly, can be reduced.
If the ship is subject to periodic motions other than the
significant motions referred to hereinbefore, it is considered that
the period of such motions will either be so short (e.g., vibration
from the ship's engines) as to have an insignificant effect upon
the stability of the arrangement or so long (e.g., tidal movements
of the sea) as to feed energy into the system at a rate which can
be dissipated by the pivot friction. It will also be noted that the
moment of inertia of the structure is sufficiently large for the
effect of, for instance, variations in the bearing friction and the
resilience of the motor leads 36 to be negligible.
FIG. 5 shows a gimballed platform assembly which has been tested.
The platform comprises a bearing housing 37 and four weighted arms
38 extending therefrom. The upper face of the housing 37 is adapted
to receive and carry a support such as that indicated at 27 in
FIGS. 3 and 4. A weight 39 is screwed on to the end of each arm 38
and is locked in a desired position thereon by means of a lock nut
40. Each weight 39 is lead-filled and has a mass of approximately
30 kg. The arms 38 are arranged in two coaxial, mutually orthogonal
pairs and the weights 39 of each pair are about 1.4 m apart.
The platform is supported by means of a universal joint within the
housing 37 upon a stanchion 11 which is adapted to be rigidly
secured to some part of the superstructure of a ship. One link of
the joint is secured to the upper end of the stanchion 11 and the
other is secured against the underside of a spacer 42 shown in FIG.
6. It will be observed that spacers of different vertical dimension
can be employed to vary the position of the platform and antenna
assembly vertically relative to the pivotal center of the universal
joint, so that the arrangement is adjustable to cater for antennae
of differing size and form or, where desired, to balance the
platform alone. As tested, a spacer was used which located the
center of gravity of the assembly 0.75 mm below the pivotal center
of the universal joint. The joint employed was a proprietary item
having needle roller bearings of about 11 mm nominal diameter. The
moment of inertia of the tested assembly was a little over 29 kg
m.sup.2.
In the tests the stanchion 11 was secured on the flying bridge of
an unstabilized ship of approximately 1,450 tons deadweight fitted
with a gyro-horizon device giving an accurate reference to a true
horizontal plane. The platform was instrumented using low-friction
angular position transducers and the outputs therefrom were
arranged to be combined with the outputs of the gyro-horizon device
to yield information on the instantaneous roll and pitch of the
platform relative to the true horizontal plane. The instantaneous
angles of roll and pitch of the platform were subsequently combined
vectorially to give the absolute angle or "tilt" of the platform at
each instant. The tilt angles were subjected to statistical
analysis and a histogram was plotted.
The histogram shows that the platform tilt angle exceeded .+-.
5.degree. for only 0.15 percent of the time during which results
were recorded, although it should be noted that this is, of course,
strongly dependent upon the temporal variation of the sea
conditions during that time. A truer indication of the stabilizing
effect is given by the fact that, in pitch, the ship exceeded .+-.
5.degree. for 0.13 percent of the time while the pitch (that is,
fore and aft) angle of the platform exceeded .+-. 5.degree. for
only 0.05 percent of the time. Further, whilst the pitch angle of
the ship exceeded .+-. 10.degree. for 0.015 percent of the time,
the pitch angle of the platform exceeded .+-. 10.degree. for only
0.001 percent of the time. It is apparent that the platform was
markedly more stable than the ship.
A subsequent examination of the tested assembly showed that the
friction in the bearings of the universal joint was greater than
predicted. Better quality bearings would, it is believed, have
improved the performance of the assembly. A further improvement is
anticipated from the employment of a universal joint of the
constant velocity type. The joint used in the tests was of the form
known as a Hooke's joint and thus was not of the constant velocity
type: that is to say rotational movement, about its axis, of one
link of the joint was not continuously equally transformed into
rotational movement of the other link about its axis when the axes
of the links were mutually inclined. Thus there would be a
variation in angular velocity of the upper link (that is, the link
secured to the platform) about its axis and consequently a couple
about that axis, and the gyroscopic effect would then manifest
itself as movement around another axis and hence increased tilt of
the platform. It will be appreciated that the employment of a
constant velocity joint will overcome this problem. It was also
found that the friction about the two bearing axes of the joint
differed and the platform assumed a small though substantially
constant tilt or list. An antenna on the platform may be accurately
set despite this list but it is preferred, of course, that the
assembly be made symmetrical with substantially the same total
Coulomb friction torque about each of the two bearing axes.
* * * * *