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Publication numberUS3687100 A
Publication typeGrant
Publication dateAug 29, 1972
Filing dateOct 8, 1970
Priority dateOct 8, 1970
Publication numberUS 3687100 A, US 3687100A, US-A-3687100, US3687100 A, US3687100A
InventorsLarsh Everett P
Original AssigneeLarsh Everett P
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Marine vessel roll stabilizer apparatus
US 3687100 A
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.
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Description  (OCR text may contain errors)

Unite States Patent [151 3,687,100

Larsh 1 Aug. 29, 1972 [54] MARINE VESSEL ROLL STABILIZER APPARATUS [72] Inventor: Everett P. Larsh, 1001 E. Ridge Lane, Miami, Fla. 33157 [22] Filed: Oct. 8, 1970 [21] Appl. No.: 79,240

[52] US. Cl. ..l14/126 [51] int. Cl. ..B63b 39/06 [58] Field of Search ..1 14/121, 122, 125, 126; 244/77 E [56] References Cited UNITED STATES PATENTS 2,942,570 6/1960 Kollenberger ..1 14/ 126 3,020,869 2/1962 Beach ..l14/126 3,265,029 8/1966 Laurenti ..l 14/ 122 Primary ExaminerTrygve M. Blix Att0rneyJacox & Meckstrath [57 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.

4 Claims, 21 Drawing Figures PATENTEDwsze 1912 SHEET 5 0F 7 MARINE VESSEL ROLL STABILIZER APPARATUS 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, l0, and 1 1, 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 tins 24 and 26. FIG. 1 also shows motors 28 and 30 for operation of the tin 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 S, 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 bracket56, 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 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 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 illus trated 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 F IG. 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 conditionsas shown in F IG. 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 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 tins 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 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 8S 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 F IG. 12. Thus, the pendulum 88 does not remain verticai 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 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 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 tins 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 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.

The invention having thus been described, the following is claimed:

1. Anti-roll mechanism for a marine vessel, comprismg:

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 iii 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 1.1 a 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 tin 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 thefirst clutch member to the tin 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.

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2942570 *Oct 11, 1955Jun 28, 1960Michael Kollenberger WalterDevices for damping the rolling movement of ships
US3020869 *Aug 12, 1959Feb 13, 1962Sperry Rand CorpActivated fin ship stabilizer
US3265029 *Jul 21, 1964Aug 9, 1966Alfred LaurentiShip stabilizer
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3818959 *Feb 9, 1973Jun 25, 1974Larsh EShip stabilizer fin
US3931781 *Nov 18, 1974Jan 13, 1976Larsh Everett PStabilizer unit for marine vessels
US3934534 *Aug 16, 1974Jan 27, 1976Larsh Everett PMarine vessel roll stabilizer apparatus
US4398486 *Mar 25, 1981Aug 16, 1983The United States Of America As Represented By The Secretary Of The NavyMechanical actuation device for ship roll stabilization
US7451715Oct 13, 2006Nov 18, 2008Quantum Controls B.V.Active roll stabilisation system for ships
US7610871 *Jul 12, 2007Nov 3, 2009SercelDynamic stabilisation device for a submarine vehicle
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Classifications
U.S. Classification114/126
International ClassificationG05D1/08
Cooperative ClassificationG05D1/0875
European ClassificationG05D1/08C