GB2030726A

GB2030726A - Marine Vessel Control System

Info

Publication number: GB2030726A
Application number: GB7916618A
Authority: GB
Original assignee: Individual
Current assignee: Individual
Priority date: 1978-05-24
Filing date: 1979-05-14
Publication date: 1980-04-10
Also published as: GB2030726B

Abstract

An automatic pneumatic hydraulic or electronic-digital logic control system is for fin stabilisation, propulsion, braking, steering, manoeuvring and circumgyration of surface or underwater seagoing vessels, or hovercraft. The control system may include a microprocessor and use local, remote, manual, automatic, gyro, automatic pilot, beam, waveguide, laser, sonar, or other control parts. <IMAGE>

Description

SPECIFICATION Automatic Fin Stabilisation, Propulsion, Braking, Steering, Manoeuvring and Circumgyration Control System The present invention relates to an automatic pneumatic, hydraulic or electronic digital logic control system, hereinafter referred to as the control system, for unification of automatic fin stabilisation, propulsion, braking, steering, manoeuvring and circumgyration in any axis, including athwartship, port and starboard, vertical, up and down fin propulsion, hereinafter referred to as navigational duties, applicable to surface or underwater seagoing vessels, or combination thereof, including hovercraft having wheels or powered wheels, being a single control system for the said navigational duties.

According to the present invention, active anticipated and passive signals received from known local, remote, manual or automatic, autopilot, gyro, gyro compass, transducer, antennae, fixed horizon, frequency wave, laser, sonar, beam, photo-cell, beacon, or wave guide control means, are sensed and amplified automatically to actuate electric, pneumatic or hydraulic fluid flow pressure valves for fin navigational duties.

Actuation, mentioned in Patent Specifications Nos. 1,153,461,1,339,208 and 1,448,401 and described in tabular form herein. The control system may have individual duty control, but will generally combine said navigational duties, where one or more fin pairs, port and starboard athwartshipwise, selected for navigational duties, will be arranged to automatically return to the duty of fin propulsion after port or starboard alternative duties, athwartshipwise in synchronism upon vessel even keel conditions or otherwise, whilst other port and starboard fin pairs may be selected for continuous propulsion duty, e.g. at vessel midships, at the stern, side by side, or, in the case of the submarine, on the sail superstructure and at the bow and abaft in line positions, mounted in vertical planes and mentioned elsewhere, viz. Patent Specification No. 1,448,401.

Various forms of controller of the control system are invisaged, from the simple one, two, or more way toggle switch, joystick, auto-pilot and controller of matching design to that present existing, to the keyboard pushbutton pattern associated with computer control automation complete with tape and data logging printout.

The control system will be based on digital logic design, hard or soft ware control equipment of pneumatic, hydraulic or electronic "and, or not, yes, memory, time delay series". The latter being fast acting transistor unit built module design, silicon chip micro-miniaturised, or otherwise, and may be duplicated for standby. The control system provides for individual fin selection or isolation, automatic unification and synchronisation of navigational duties, with port and starboard athwartship, fore and aft, vertical up and down propulsion; where port or starboard ahead may be selected simultaneously with starboard or port astern propulsion or vice versa.

For fast vessel circumgyration, clockwise or counterclockwise turnround, where the foregoing may be used in conjunction, in part, with existing means for navigational duties.

The control system provides for, unification of fast fin operation in any suitable variety of fin combination including fixed dorsal with movable minor fin, for astern navigational duties, including unidirectional and bidirectional cyclic fin braking for either ahead or astern vessel motion, with momentary fin reversal time for changeover from ahead to effective astern propulsion and vice versa, enhanced maximum known vessel speed, saving of fuel and space, reduced capital and installation costs of necessary equipment and for considerable safety margins for rudderless tankers and very large crude carriers in emergency navigational conditions, in fog and adverse weather conditions, including hovercraft with its particular amphibious control system, and for vessel stationariness.

A typical bow portside fin digital logic passive acting' control system design is described in detail, such as that for a gyro operated system, being similar for the starboard fin, but converse fin operation for port and starboard fins abaft of midships. As far as senor duty for vessel stabilisation is concerned.

Fig. 1 is a diagram of sensors for passive pr active, or combination thereof systems.

Fig. 2 is a plan view of a typical 6 fin ahead 2 fin astern installation with sensors located diagrammatically in position.

Fig. 3 is an elevation of a matching pedestal type controller for complete control of vessel fin navigational duties.

Table 1 describes vessel fin navigational duties and associated fin operations, with alternatives, in tabular form.

Fig. 4 is a diagram of a typical port bow digital logic electronic control system.

Table 2 describes symbol representation.

Fig. 5 is a diagram of amendment necessary for emergency athwartship, port and starboard fin propulsion.

MFP 1 Figure 4 refers to major fin No. 1 port bow set of controls of controller 230, Figure 3, where movement of lever 231 from the key lock "Off" position makes contact with MFLl, inactive since MF1 in lower limit, LL1 open, makes contact with MFR1, major fin is raised, MFRL1 lamp illuminates, MF1 raised +90 , RL1 N/C normally closed contacts open, MFRL1 lamp darkens, RL1 N/O normally open contacts close, operates lock LK1, memorised, main fin MF1 locks on, LK1 N/O contacts close resetting LK1 circuit and is deenergised, LK1 N/C contacts open.Movement of lever 231 to "On", setup contacts prepare the control system, ensure neutralisation of the control system where minor fins MFF are in a neutral state 0 of readiness prior to automatic ahead and astern control selection for the said navigational duties. For astern propulsion control lever 232 may be moved to "Siow" or "Full" and for complete said navigationai duties, except for vessel braking, where depression of push button BB, braking, overrides continually all duty selection other than emergency duty of E(p) port or E(s) starboard athwartship propulsion hereinafter described further movement of lever 231 from the "On" position, cam contact maintained in the "On" position, to "Slow" ahead completes and starts the automatic synchronous propulsion circuit with MFf1 and MFF2 in the 0 position of readiness, CBN 1, CAN 1, CBN2 and CAN2 N/O contacts open and synchronised contactorsync 1-2 operated. After a preset time delay TDC1 operates 1 U and MFF1 is raised +450 where limit switch 45U1 N/C contacts open and cyclic control of 1D and 1 U for "Slow" ahead vessel propulsion is maintained. Similarly for MFF2, MFF5 and MFF6, being abaft of midships may be arranged conversely for 5D (down) and 6U (up) or, alternatively for MFF5 propulsion and MFF6 Dropulsion.

MFF3 and MFF4 are arranged for continuous propulsion exclusively, except for braking. In the case of emergency athwartship propulsion, ahead and astern propulsion is available. Further movement of lever 231 to "Full" ahead inhibits the time delay TDC1 shown as a simple bypass circuit, where fac contactor N/O contacts close and bypass MFF1 U and MFF1 D time delay circuits for "Full" ahead propulsion, limited only by the time required to actuate the minor fin MFF through a working stroke cycle of 900 down and 900 up, whilst submerged, and maximum possible cycles per minute.

Intervention by any other navigational duty e.g.

port bow toss, AO N/O contacts close, stops cyclic propulsion, reducing 1 D TDC1 circuit to zero volts, operates 1 U to raise MFF1 to +350 where limit switch 35U1 opens the "AND" circuit of 1 U, upon completion of the duty AO contacts open, inhibition is removed from the cyclic propulsion of MFF1 and it returns automatically to its 0 position of readiness via contacts CAN 1, sync 1-2 contacts reclose upon MFF1 and MFF2 attaining synchronism at 00, and restarts automatic synchronous propulsion, where MFF2 was uninterrupted in its role of propulsion.

Similarly for intervention by steering port pushbutton P whilst depressed, conversely for starboard steering, astern port and starboard being similar to ahead navigation 1 800 out of phase.

For vessel forward toss EO N/O contacts close and are arranged to bring both MFF1 and MFF2 minor fins up to +350 position where limit switch 35U1 N/C contacts open the "AND" circuit of 1 U and similarly 2U, propulsion again being inhibited for both 1 U and 1 D momentarily to reset memorised circuitry, so as to operate and raise MFF1, and similarly MFF2, to the +350 position and as before, upon completion of duty, automatically returns to its 0 position of readiness, for automatic synchronous propulsion.

Isolation of a fin from navigational duties is obtained by operation of its isolator to the "Off" position. Eight are provided in the example as indicated. The isolator for fin No. 1 port is ISL1.

Isolation of fin actuation from incoming active anticipated or passive signals, the example shown uses passive acting gyro signals for the purpose of vessel stabilisation, is obtained by operation of SSW1 switch to "Off".

Manoeuvring of the vessel may be obtained by various means. For example by fin isolation or by propulsive control means, or combination thereof.

Two examples are described.

Isolate MFF1 by means of ISL1 and select "Slow" ahead by means of lever 231 to provide "Port Bow Fin Idle" with "Starboard Bow Fin Propulsion". Similarly isolate MFF1, 3 and 5 and select "Full" ahead for vessel turnround.

Isolate MFF2, 4, 6 and 7, select "Full" ahead, lever 231, and by means of lever 232, select "Full" astern, isolate stabilisation switch SSW1, to provide rapid vessel turnround or circumgyration.

Depressing emergency push button E(S) for vessel starboard athwartships, Figure 5, signal is memorised and operates E(S)C contactor, E(S)L lamp illuminates, E(S)C N/C contacts open and isolates controller MFP1, in part, viz, MFR1, and "Set Up", but maintains the "On" position with closure of E(S)C N/O contacts, thus restoring navigational duties control, as before.

With MF1 locked, E(S)C N/O contacts closed, signal operates ULK1 control valve to unlock MF1. When unlocked ULK1 N/O contacts close and with MFN1, MFN3 and MFN5 limit switches closed, MF1, 3, 5 in +900 working position, sync 1.3.5 contactor closes momentarily to start main fin port side cyclic propulsirm. Upon reaching +1350 up MF1, 135 N/C contacts open and inhibits MFR1 raisecontroj valve, the signal starts main fin propulsion athwartshipwise for vessel movement to starboard with actuation of port fins through a working stroke cycle of 900 down and 900 up.

Operation of sync 1.3.5. contactor is maintained upon isolation of one or two fins in any combination of the three shown, by provision of back contacts shown in the "On" position electrically whilst in the isolator mechanically "Off" position, isolators ISL1, ISL3 and ISL5 refer.

Depressing cancel emergency push button CE(S) resets the E(S)C contactor memorised circuit, opens the cyclic propulsion circuit and resets the memorised circuit of sync 1.3.5 reset circuitry, the iliuminated emergency starboard lamp E(S)L goes out, and by means of main fin closed above neutral contacts MFCAN1 and main fin closed below neutral contacts MFCBN1,the main fin is brought to its +900 working position and is locked automatically ready for navigational duties in its normal position.

Vessel bow manoeuvring may be attained by means of isolation and athwartship propulsion in combination.

Close-port bow isolator iSL1 only and depress emergency push button E(S) to produce main fin MF1 port side propulsion for starboard bow vessel movement, with automatic return of MF1 to its +900 working position after depression of cancel emergency push button CE(S).

Similarly close starboard bow isolator ISL2 only, not shown, and depress E(P) for port bow vessel movement with subsequent depression of CE(P) upon completion of duty.

Various other combinations are available, e.g.

port and starboard astern athwartship propulsion.

Bringing control lever 231 from the "On" position to the "Off" position, joins the "Set Up" contact, being MBBBD, make before break both directions, makes contact with MFR1, RL1 N/O contacts closed but LK 1 N/C contacts open, since MF1 is locked, and memorised circuit deenergised by LK1 N/O contacts, RL1 N/C contacts open, makes contact with MFL1, MFFN1 closed, LL1 N/O contacts are closed, unlock actuator ULK1 operated unlocking MF1,ULK N/C contacts close upon unlock and signal operates control valve MFL1 to iower MF1, with majorfin lower lamp MFLL1 illuminated until reaching the housed position, LL1 contacts open the circuit and MFLL1 lamp goes out. Control lever 231 may now be placed in the "Off" position and keylocked with the key, and duplicate, held by authorised personnel.

For the submarine type vessel a similar control system applies, where navigational duties may include vertically up and vertically down propulsion, being unique in fin application for dive and crash dive, where the working stroke cycle is unchanged at 900 in one direction and 900 in the opposite direction, but operating in vertical planes. Additional duties of 1/3rd ahead, or astern, may be arranged by simple adjustment of relative TDC's, time delay off and time delay on, well known to the profession, i.e. TDC1 preset to produce one third output to that vessel speed of full ahead, together with preset of TDC2, 3,4, 5 and 6 where fitted, and, TDC7 and TDC8 preset to produce one third output to that vessel speed of full astern, with appropriate contacts and markings added and engraved on the controller 230.

Silent running is a particular desirable feature that is inherent in the control system in its entirety. The controller 230 may be arranged for operation by remote control, being motorised or other suitable arrangement. Various known methods of remote control may be applied to the control system, from remote control of model vessels, guided rockets or weapons, television receiver control, and satellite, to the ray or beam of light, being applied for "Start/Stop" or "On Course" or in combination, or any other said navigational duties of seagoing vessels and embodied in the automatic fin control system.

The versatility of the control system will be enhanced where active remote control is combined with that of passive control.

Considering port bow fin, sensor contacts AO, Fig. 4, and push button "P" contacts may be used for remote control active stabilisation and steering duties respectively and sensor contacts AC used for on board gyro passive stabilisation duty, being multipurpose in operation and contributing to back up and good seakeeping qualities.

For starboard bow fin, sensor contacts BO, push button "S" contacts and sensor contacts BC would be used.

Rationalisation of the foregoing will improve ergonomics, with the controller 230 and control levers 231 and 232 replaced by a keyboard pattern controller, at least, where operation, manually or automatically, of a key type push button control will follow a single command of one, or more navigational duties in combination, by local or remote means, being part of a complete digital logic control system. Silicon transistor, microminiaturised, or other.

The invention provides rapid signal and control time for fin actuation, where signals received are sensed and amplified for navigational duties, including signalling by light beam, frequency wave, magnetic source, computer or other means for operation of digital logic automatic sequence control of fin tilt in one direction or the opposite direction, unidirectionally, or, bidirectionally, in one direction and then the opposite direction cyclically, where the said navigational duties include, stabilisation +350 or 350 about a neutral 0 minor fin position or thereabouts, +450 and 450 minor fin propulsion, 900 minor fin braking or 900 and 0 minor fin cyclic braking, steering by minor fin +350 or 350, or by isolation at port or starboard locations with minor fin propulsion athwarthships, e.g. port minorfin "Idle" starboard minor fin "Propulsion", for ahead or astern duties, with the major fin preferably mechanically locked in the +900 working position and having inherent stabilisation.

The major fin may be unlocked and arranged for athwartship propulsion, port and starboard, for, midships and aft, or for stern propulsion, singly or in pairs, where the working stroke may be +1350 up and +450 down, cyclically, i.e. 900 down and 900 up, or thereabouts, continuously, with or without minorfin navigational duties.

The invention provides for simultaneous minor fin stabilisation with ahead or astern propulsion, for ahead and astern propulsion in combination for vessel circumgyration, clockwise or counter clockwise, and in any axis, with reference to the submarine type vessel. Automatic synchronisation of fin propulsors before and after navigational duty interruption, enhanced dorsal fin astern propulsion and braking duties with vessel motion "Astern" and "Ahead" respectively, anticipated reverse minor fin control; where operation of a singular control device, controller, keyboard, microprocessor, auto-pilot, robot, or other, actuates a unified automatic fin control system, for the purpose of said navigational duties of a vessel above, at, or below sea level, at any unlimited depth of sea or ocean environment, automatically, manned or unmanned, providing an economic, efficient and safe means of vessel transport, including hovercraft having wheels or powered wheels mounted on rotational fins.

Claims

Claims 1. A control system for unification of automatic fin stabilisation, propulsion ahead, astern athwartships, port, starboard, bow, midships, aft, stern, port and starboard, vertically up or down, braking ahead, astern, unidirectional or cyclic, steering and manoeuvring by unidirectional fin tilt, isolation at port or starboard, by propulsive means, including port or starboard speed variation, circumgyration, including ahead and astern combination of propulsion, stationariness, of manned or unmanned surface or underwater seagoing vessels including hovercraft, with wheels or powered wheels mounted on rotational fins, where associated signals, remote to the vessel or local on board, manually or automatically initiated, are sensed and amplified for actuation of electric, pneumatic, or hydraulic fluid flow pressure valves, for the actuation of fins in a unidirectional manner, tilted one way or the opposite way, and in a bidirectional cyclic manner, tilted one way then the opposite way continuously, or in combination, suitable fins are mentioned in Patent Specifications Nos.

1,153,461, 1,339,208, and 1,448,401, namely 2 in 1 major with minor or single fins. The control system, based on the "And, or Not, Yes, Memory, Time Delay" series or its equivalent diy.;al logic function sequence automation, embodies fast acting pneumatic, hydraulic or electronic digital logic control.The latter being silicon transistor unit module built, microminiaturised silicon chip microprocessor, computer interface link with duty printout for data logging, or otherwise; providing a single unified control system for said navigational duties, operational at any depth of sea or ocean environment to control vessel movement in any desired direction, automatically or otherwise, where operation of a single device, controller, joystick, auto-pilot, keyboard, microprocessor, robot, or other, actuates a singular automatic fin control system for said navigational duties.

2. A control system according to Claim 1 where fins are arranged to operate in synchronism, with automatic return to synchronous duty, upon completion of any selected asynchronous duty, or upon isolation.

3. A control system according to Claims 1 and 2 where fins are arranged for continuous propulsion duty.

4. A control system according to Claims 1, 2 and 3 where fins are arranged for variation of working stroke cycle as desired.

5. A control system according to Claims 1, 2, 3 and 4 where one or more said navigational duties operated by known means are arranged to be selected and operated in conjunction with said control system.

6. A control system as described herein and embodied in the accompanying drawings and tables.

New Claims filed on 28 November 1979.

Superseded Claims 1-6.

New Claims:

1. A control system for unification of automatic fin stabilisation, propulsion, vertical and sail propulsion, braking, steering, manoeuvre, athwartships, circumgyration and stationariness of manned or unmanned surface or underwater craft, or vessels, including hovercraft, where automatic submerged continuous bidirectional fin propulsion, in conjunction with fin isolation, being zero tilt, provides for the said navigational duties.

To include active, passive and anticipated, or combination thereof, vessel stabilisation, and where unidirectional fin tilt is used, but not necessarily so, in or out of combination with the said fin propulsion for the said navigational duties; The control system having means for fast direct acting digital logic sequence, being pneumatic, hydraulic or electronic, for the actuation of fins, means for manual preselection of said navigational duties in the form of a controller, lever, push button or keyboard operated, or other manual control, means for reception of duty signals transmitted from known sources for remote, or local on board, direct acting automatic preselection of said navigational duties, with manual override, comprising a single control sytem for instantaneous actuation of a single pure fin device, in plurality, operational at any depth of sea or ocean environment for vessel movement in any desired direction, or to maintain stationariness automatically, to the exclusion of the rudder, air and water screw propeller, air and water jet propulsion and associated control and installation thereof, providing an automatic, fast, versatile, effective, silent, efficient, economical and safe seakeeping means of vessel, including tanker, said navigational duties.

2. A control system according to Claim 1 where fins are arranged to operate in synchronism with automatic return to synchronous duty upon completion of any selected asynchronous duty, including fin isolation.

4. A control system according to Claims 1, 2 and 3 where fins are arranged for variation of working stroke cycle, as desired.

5. A control system according to Claims 1, 2, 3 and 4 where one or more said navigational duties operated by known means, are arranged to be selected and operated in conjunction with said control system.