US2923267A - Ship retarding system or device - Google Patents

Description

Feb. 2, 1960 A. P. JAcKsoN 2,923,267

SHIP RETARDING SYSTEM 0R DEVICE 'Filed Jan. 5, 1958 2 sheets-sheet 1 FIG. 3.

yf/w/maw Feb. 2, 1960 A. P. JACKSON v SHIP RETARDING SYSTEM OR DEVICE 2 Sheets-Sheet 2 Filed Jan. 3, 1958 INVENTOR. .4Q THU@ 1D. L/CKS'O/V,

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United SHIP RETARDING SYSTEM R DEVICE Arthur P. Jackson, Herkimer, N35?.`

Application January 3, 1958, Serial No. 706,951

9 Claims. (Cl. 114-209) rection cannot be retarded with suiiicient rapidity, or to a sufficient degree, to prevent, or at least minimize to a considerable extent, the damage resulting from a collision. For example, serious disasters at sea have resulted where, due to either equipment failure or to negligence on the part of the personnel of one or both ships involved, one ship has been rammed by another. In such instances, i-t is the usual situation that the imminence of a collision is seen before the ships actually come .together. However, a large ship cannot be lbrought to a stop with suiiicient rapidity to avert a collision in an instance of this type. Alternatively, a ship cannot Ibe turned sharply and with suiiieient speed, to avert a collision in the event saidiship cannot be retarded in its forward movement.

The present invention aims to provide a ship retarding or turning device that will be capable of being brought into use instantly,.when a collision is imminent, in a manner such as -to bring a ship to a complete stop or at least to retard the forward movement thereof enough to make Ithe collision damage relatively inconsequential, as compared to that which would occur in the event the ship could not be brought to a stop or slowed in the manner possible with the invention. Alternatively, the invention is usable for the purpose of steering a ship sharply either to port or to starboard, with far greater speed, and at a much sharper angle, than is possible when the ships steering apparatus is used alone.

The present invention, in this connection, constitutes an improvement on the ship retarding system or device covered in Patent No. 2,511,065, issued to me on June 13, 195.0.

At this time, it is proposed to provide `an improved apparatus of the character stated, which will be a fully positive and effective means of preventing ship disaster of a collision type.

A further object of the invention is to include retardation devices capable of being instantly brought into use when it is found that a ship is on a collision course, said device including drag anchors launched with maximum speed from locations where they will drop swiftly into the water `and will be-come operative instantly upon immersion within the water.

Another object is to provide an improved manner of rigging the drag cables, so as to enable the selection of the desired stress point of the launched device, at the hull of the vessel.

A further object of importance is to provide a device of the character stated that will be so designedthat a unit can be preassembled, `and readily installed upon the vessel, the construction being such that a selected number and spacing of the units can -be readily employed,

arent ICE` 2 according to the cruising speed of the particular ship, the size thereof, and other factors which may vary from one installation to another.

Another object is to so form the device that each unit can be readily preassembled at a comparatively low cost, considering the Ibenefits to be obtained from the use thereof.

Another object of importance is to provide a device that will be securely protected against the elements, will be designed for immediate access to the inner parts of the mechanism, will not interfere with normal operation and maneuvering of the ship, will be designed for deck mounting of each unit, thereby simplifying installation procedures, will be designed to insure to the maximum extent Vthe maintenance of a true heading of collision clearance when it appears imminent that a vessel under headway at cruising speed is on a collision course, will be designed for simultaneous launching of all or any selected group of the devices, 'om the Ibridge of the ship, and will be designed for either jettisoning of the drags, after they have served their purpose, or for retrieving of the drags in the event that it is desired to re-use the same.

Other objects will appear from the following :description, the claims appended thereto, and from the annexed drawings, in which like reference characters designate like parts throughout the several views and wherein:

Figure 1 is a somewhat diagrammatic, elevational view of a ship equipped with the ship-saving emergency retardation and steering device constituting the present invention, the dotted lines showing the drags in released position;

Figure 2 is an enlarged transverse sectional view through a portion ofthe ships hull, showing one of the devices in side elevation, the dotted lines showing the partially open position of the door of the drag housing;

Figure 3 is a front elevational view of one of the devices, as seen from the left of Figure 2;

Figure 4 is a still further enlarged sectional View substantially on line 4-4 of Figure 3;

Figure 5 is a transverse sectional view through one of fthe devices, on the same -scale'as Figure 4, taken substantially on line 'S-S of Figure 4;

Figure 6 is a perspective view of one of the drags, the scale being approximately the same las that o f Figure 2; and

Figure 7 is a detail sectional view, on the same scale as Figure 4, taken substantially on line 7-7 of Figure 4.

Referring in detail to the drawing, designated generally at 10 is a ship, such as a freighter, liner, or other sea-going vessel. The `device is particularly designed for use on large, sea-going vessels. However, as will presently appear, the principles of the device can be applied to ships of any size.

-In any event, Ithe ship retardation devices used upon the ship 10 are all identical to one another, and have been generally designated at 11 in the several figures of the drawing. Since they are `all alike, the description of one will obviously sulice for all.

Each ship retarding device 1.1 comprises a rectangular, opstanding housing 12 formed of a sheet metal material, or any other suitable material, said housing being permanently closed at its top, sides, and at its inboard end. The housing is iixedly mounted upon the deck 13 of the ships hull, through the provision of elongated angles 14, welded or otherwise lixedly secured to the opposite side walls of the housing 12, and attached xedly to the deck, adjacent the side of the hul-1, through the provision of a plurality of connecting bolts r16 (see Figures 2 and 3).

The housing 12, at the outboard end thereof, has a door 18 providing a hinged outboard end wall on the 3 y housing, hingedly connected at to tlie outboard end' of the top wall 21 of the housing.

Any suitable means can be employed to normally hold the hinged wall 18 in its ordinary, closed position shown in* full lines in Figure 2.1 Forexample, a light friction catch, not shown, can be utilized at the lower, free end of the Wall so that it will remain closed at all times, but under the pressure of the drag will immediately swing `to open position, without any interference vwhatever from the friction catch that normally holds the end wall 18 in a closed position.

Within the housing 12, there Vis xedly mounted a ramp 22 (see Figure 4). The ramp does not extend over the full width of the housing, as will be noted from Figure 5. The ramp declines in a direction outwardly of the hull, from the inner end wall of the housing 12, that is, the ramp declines from the inboard tothe outboard end walls of the. housing, said ramp extending into convergence with the bottom wall 23 of the housing, at the plane of the normally closed outboard end wall 18, all as clearly shown in Figure 4.

A concavo-convex, circularly shaped'drag 24, formed of aluminum or other suitable material, is integrally formed at its periphery with a constant diameter, cylindrical flange 26 projecting laterally from the concave face 'of the drag.

Connected to the peripheral liange 26 of each drag 24 (see Figure 6) are triangularly spaced lanyards 28. The lanyards 28 are angularly spaced 120 degrees apart about the circumference of the drag 24, and to eiect the connection to the flange 26, have knotted ends 30 which hold the lanyards against extraction from openings 31 of the ange 26, through which the lanyards are extended.

The lanyards 28 converge in a direction away from the drag, and are all secured to a cable 32 at their convergent ends.

As shown in Figure 5, normally the drag is disposed in upright position against one side wall of housing 12, lwith the lanyards and cable coiled atly against the concave face of the drag. After the greatest part of the length of the cable 32 has been spirally coiled against the drag in this manner, the end portion of cable 32 remote from lanyards 28 is extended along bottom wall 23 (see Figure 4) through an opening 34 formed in the lower end of the end wall 18. From this point, the cable 32 extends downwardly, between vertically disposed cable guard strips -36 of opposite but identical construction. The cable guard strips 36 are extended in closely spaced, parallel relation, dening a vertically disposed guide groove 38 facing outwardly from the hull and extending downwardly along the side of the ships hull, within which groove the cable 32 extends as clearly shown in Figures 4 and 7.

As will be noted, the cable guard strips are progressively reduced in thickness,-in a direction from the groove 38 to the outer longitudinal edges of the cable guard strips.

By reason of this arrangement, the downwardly extending portion of the cable 32 is held firmly within the channel or guide groove 38, against the vessels hull, and referring now to Figures 2 and 3, it will be seen that the strips 36 terminate at a location spaced downwardly from the deck 13, at a stress point the location of which coincides with an annular casting 39 iixedly secured to the inside of the hull (Figure 2) and extending about the outwardly anged lower end 40 of an elongated conduit 42. Conduit 42 extends upwardly from the casting 39, within the hull, and as shown in Figure 4, extends through registering openings of the hull and the bottom wall 23, into housing 12. The conduit 42 terminates at its upper end just above a side ledge 44 (Figure 5) xedlysecured -to one side wall of the housing, this being the side Wall opposite that contacted by the drag.

y Fixedly mounted upon the side Wall are spaced heads 46 about which the cable 32 is coiled asat 47. Thereafter, Ithe extremity of the cable 32 is securely clamped between clamping jaws 48, 50, having complementary, undulant clamping faces between which the extremity 52 of the cable vis securely clamped. Jaw 48 'is xedly mounted upon ledge 44, but clamping jaw 50 is pivoted upon a pin 54 carried by a bracket that is secured to the ledge 44.

Jaw 50 is thus supported for rocking movement upon l the bracket 56, and is normally biased about its pivot axis into clamping engagement with extremity 52 of cable 32, by a rounded head of a dog S8, pivoted at k60 upon bracket 56 for swinging movement about an axis parallel to the pin 54. Dog 58 has a rear end y62' that has a pivotal connection to the core 63 of a solenoid mounted upon an overhanging flange 64 integrally formed upon ledge 44 (Figures 4 and 5). The solenoid is designated at 66, and is normally de-energized, in -whichcondition of the solenoid the core 63 is extended'to locate dog 58 in a position in which it holds the jaw 50 in its clamping position shown in Figure 4.

A trip lever 68 of elongated formation is pivotally mounted intermediate its ends on a pin 70, carried by a bracket upstanding from bottom wall 23. Lever 68 is normally biased to its Figure 4 position by a compression, coil spring 72 interposed between the lever and theV bottom wall 23. The lever 68, at one end, intersects the plane of the ramp 22, extending upwardly from the ramp through a slot 73 formed in the ramp (Figure 5), in the path in which the drag will roll down the ramp.

At its other end, the lever 68 has a rounded head 74, bearing against a clamp jaw 76 that is pivoted at 77 for swinging movement toward a fixed clamping jaw 78 that is fixedly mounted upon a `bottom wall 23. laws 76, 78 clamp between them that portion of the cable 32 that is disposed adjacent the coils or convolutions of the cable 32. Obviously, when the drag rolls down the ramp, it will rock lever 68 to a position clear of the jaw 76, so that there will no longer be a clamping action between the jaws 76, 78, thereby permitting thecable 32 to pull clear of the jaws 76, 78.

A solenoid-controlled device is used for normally holding the drag against rolling downwardly oil the ramp. This means, shown to particular advantage in Figures 4 and 5, includes a lever 80, pivoted intermediate its ends on a pin 82 projecting from the inboard end wall of the housing 12. Lever at its lower end has a gear segment 84, in mesh with a rack 86 that is longitudinally slidable in a guide 88 xedly mounted upon the wall of the housing. Rack 86 comprises a locking bolt, one end of which is adapted to engage against the inner surface of flange 26, adjacent the inboard end 'wall of housing 12. Thus, drag 24 is prevented from rolling oi theramp.

Lever 80, at its upper end, has a pivotal connection 90 to a core 92 of a solenoid 94 mounted upon the adjacent wall of the housing 12.

In use, the several components of the device normally appear as in Figure 4. Although no wiring has been illustrated in diagram form, it will be readily understood that all the solenoids 94 along each side of the ship could be connected in a single circuit, for vexample in parallel, so that failure of any particular solenoid to operate will not affect adversely any other solenoid and will not open the circuit. The solenoids so connected in circuit would be -in circuit also with a switch, which would be located upon the bridge. There might, in a typical embodiment, be two switches, one for each side of the ship,and said switches may be arranged in close proximity to one another upon a panel on the bridge of the ship, in a manner such that either switch can be operated to closed position independently of the other, or alternatively, both switches can be simultaneously operated,

Assuming now that it is suddenly found thatthe ship is on a collision course, the switch is operated to energize all the solenoids on either or both sides of the ship, according to the needs of the particular situation. It

Imay be noted that control switches could be provided not-only upon the bridge, but also at any of various vother locations, so that any member` of the crew detect- '5 ing that the ship is on a collision course can be close to switches that are to be depressed for energizing the soleoids on either or both sides of the ship.

If it is desired to merely retard the ship in its-forward movement, the solenoids along both sides of the ship would be energized. If, on the other hand, it is found'that the emergency is such that the vessel may be maneuvered into a heading of ample clearance of the disaster or collision point, one may energize all the switches on one side of the vessel, so as to drop the drags along that side and cause the vessel to turn sharply in a selected direction to maneuver the same into a true heading of collision clearance.

When the several solenoids 94 are simultaneously energized they will immediately rock levers 80 clockwise in Figure 5, so as to retract the racks 86 out of engagement with the associated drags 24. The drags are thus free to roll down the ramp 22, the drags striking the door 18 and swinging the same to open position. As the drags roll out of the housing, they depress levers 68, eliminating the clamping action between the jaws 76, 78, so that the cable '32 moves clear of the clamping jaws.

Of course, the extremity 52 of the cable is still tightly clamped between jaws 48, S0, and also is still snubbed about the heads 46 in the manner shown at 47 in Figure 4.

The construction is such that as soon as the drag moves out of the housing, it drops to the Water, and assumes the position shown in Figure l. All the drags, dropping simultaneously into the water, exert a strong braking or retarding action upon the forward move# ment of the ship, thus averting a collision or reducing considerably the damage that would otherwise result in a collision. As previously noted, if the drags on both sides are dropped, the ship will continue without turning, except so far as it is turned by its own steering mechanism, and will be immediately retarded in its speed. If on the other hand the drags at a particular side are dropped, the ship will turn in that direction, so as to steer the ship either alone or in conjunction with the steering apparatus of the ship.

The construction has sorne decided advantages. For example, while the basic speed retardation and diversion features found in my Patent No. 2,511,065 are all retained, the present invention has many improvements over the construction shown in that patent. For example, a novel feature of the present invention involves the launching of the drags from a housing mounted upon the deck of the vessel, or from another desirable location, by a simple ramp or incline arrangement.

Another feature of importance is the manner of rigging the drag cable, enabling the selection of a desired stress point on the vessels hull.

Still another important feature resides in the pre-assembly of each unit as a complete entity, capable of being installed with minimum diiculty wherever desired upon the ship.

As will be apparent, in the event of extreme emer gency, where ship collision is inevitable, the device is capable of creating a retarding action to reduce the seriousness of the collision. Further, in another situation in which ship collision is inevitable, the device can produce the action of diverting the vessel from a full collision course.

As also noted previously herein, the vessel may be readily maneuvered into a heading of apparent ample clearance of disaster point. Whereas heretofore this has involved use of the steering apparatus of the vessel, it has been observed that on sharp turning of a vessel while it is under headway at cruising speed, the vessel will still continue substantially along the path in which it was previously moving, for a considerable period or" time in the same general direction as that of the original collision course, in something of a skidding pattern. This action of the vessel skid or drifty oftenis not immediately detected by the command .and collision results. With the present invention, however, the skidding or drifting action is eliminated or reduced, whenever the apparatus of the invention is used for turning a ship in the manner previously described herein. The vessel is thus readily maneuvered into a true heading of collision clearance.

Anoter important feature resides in the instantaneous launching of the selected group of devices, from a remote location, by solenoid action.

It will also be noted that after the devices have performed their function, they can be released completely, by operating a dilerent set of switches controlling the solenoids 66. When these solenoids are energized, the clamping action between the jaws 48, 50 is eliminated. Under the pull of the drag, the cable is thus pulled olf the heads 46,V and is thus jettisoned. Subsequently, new drags, together with their associated cables, are mounted, ready for the next emergency.

Of course, if desired the drags can be retrieved, but in view of the comparatively' few occasions on which they would have to be employed, this does not represent a particularly great saving, and more usually, they may be released completely, since their value is insignificant compared with the time element involved.

It is believed apparent that the invention is not necessarily confined to the specific use ofuses thereof described above since it may be utilized for any purpose to which it may be suited. Nor is theV invention to. be necessarily limited to the specific construction illustrated and described, since such construction is only intended to be illustrative of the principles, it being considered that the invention comprehends any minor change in construction that may be permitted within the scope of the appended claims.

What is claimed is:

1. A drag device for ships comprising: a housing mountable on a ship; a ramp therein declining in a direction outboard of the ship; a circular, dished drag rollably supported within the housing on the ramp; detent means for releasably holding the drag against rolling off the ramp; a drag cable connected to the drag; and means for anchoring the drag cableto the housing, comprising a pair of clamping jaws one of which is stationarily mounted Within the housing and one of which is movably mounted, said clamping jaws being adapted for engagement of the drag cable therebetween, a pivoted dog within the housing bearing against the movable jaw to normally hold the same in clamping position, and a solenoid mounted within the housing and including a core connected to the dog, said solenoid when energized pivoting the dog in a position to move the same clear of the movable jaw.

2. A drag device for ships comprising: a housing mountable on a ship; a ramp therein declining in a direction outboard of the ship; a circular, dished drag rollably supported within the housing on the ramp; detent means for releasably holding the drag against rolling off the ramp; a drag cable connected to the drag; and means for anchoring the drag cable to the housing, comprising a pair of clamping jaws one of which is stationarily mounted within the housing and one of which is movably mounted, said clamping jaws being adapted for engagement of the drag cable therebetween, a pivoted dog within the housing bearing against the movable jaw to normally hold the same in clamping position, and a solenoid mounted within the housing and including a core connected to the dog, said solenoid when energized pivoting the'dog in a position to move the same clear of the movable jaw, said means for anchoring the drag cable further including a plurality of heads about which the drag cable may be snubbed, adjacent the clamping Jaws.

3. A drag device for ships comprising: a housing mountable on 'a 'shipg'a ramp thereindeclining in a direction outboard of the ship; a circular, dished drag rollably supported Within the housing on the ramp; detent means for releasably holding the drag against rolling o the ramp; a drag cable connected to the drag; means for anchoring the drag cable to the housing; and locking means for gripping the drag cable within the housing at a location spaced from that at which the drag cable is anchored to the housing, said locking means being trippable to released position by movement of the drag oit the ramp.

4. A drag device for ships comprising: a housing mountable on a ship; a ramp therein declining in a direction Voutboard of the ship; a circular,` dished drag rollably supported within the housing on the ramp; detent means for releasably holding the drag against rolling ott the ramp; a drag cable connected to the drag; means for anchoring the drag cable to the housing; and locking means for anchoring the drag cable within the housing at a location spaced from that at which thedrag cable is anchored to the housing, said locking means being trippable to released position by movement of the drag oit the ramp, the locking means comprising relatively movable jaws between which the cable is` normally clamped, and a pivoted dog bearing against one of the jaws for holding the same in clamping engagement with the cable, said p'ivoted dog having an extension disposed in the path of rolling movement of thedrag, whereby said drag will rock the dog to a position releasing the jaw engaged by the dog.

5. A drag device for ships comprising: a support structure mountable on a ship; a drag removably carried by said structure; remotely controlled detent means carried by said structure releasably engaging the drag against movement off the structure; a drag cable connected to the drag; and remotely controlled means on the support releasably anchoring said cable thereto, including a jaw assembly mounted in the structure for operation between a cable-gripping, `first position and a cable-releasing, second position, and a solenoid normally retaining the assembly in said rst position, said solenoid being operable to release said assembly from a remote location.

6. A drag device for ships comprising: a support structure mountable on a ship; a drag removably carried by said structure; remotely controlled detent means carried by said structure releasably engaging the drag against movement oit the structure; a drag cable connected to the drag; and remotely controlled means on the support releasably anchoring said cable thereto, including a jaw assembly mounted in the structure for operation between a cable-gripping, first position and a cable-releasing, second position, and a solenoid normally retaining the assembly in said rst position, said solenoid being operable to release said assembly from a remote location, said jaw assembly comprising a pair of jaws at least one of which is movable toward and away from the other to cable-gripping and cable-releasing positions respectively, said solenoid being arrangedto normally retain said one jaw in the cable-gripping position thereof. Y

7. A drag device for ships comprising a support structure mountable on a ship; a drag removably carried by said structure; remotely controlled detent means carried by said structure releasably engaging the drag against movement oit the structure, said structure including a ramp on which the drag is supported, said ramp being inclined at an angle such that the drag will gravitate freely therefrom on disengagement of the drag from the detent means; a drag cable connected between the drag and structure; relatively movable jaws mounted on said structure releasably gripping the cable at a location spaced along the length thereof from that at which the cable is connected to the support structure; and means bearing against one of the jawsfor holding the same in gripping engagement with the cable,' said last-named means being mounted on said structure in the path of movement of the gravitating drag and being shiftable thereby to a position freeing said one jaw from gripping engagement with the cable.

8. A drag device as in claimV 7 wherein said last-named means comprises la pivoted dog bearing against said one of the jaws for holding the same in clamping engagement with the cable, said dog including an extension disposed in the path of gravitation of the drag from the support structure, whereby said drag will rock the dog to a position releasing the jaw engaged by said dog.

9. A drag device for ships comprising a support structure mountable on a ship; a drag removably carried by said structure; remotely controlled detent means carried-by said structure releasably engaging the drag against movement off the structure, said drag being disposed to gravitate from the structure on disengagement of the drag from the detent means; a drag cable connected at one end to the drag; remotely controllable means on the support structure releasably anchoring the other end of the cable thereto; and means mounted on said structure releasably gripping the cable at a location spaced along the length thereof from that at which the cable is connected to the support structure, said last-named means being arranged for operation to a cable-releasing position by the gravitating drag. Y

References Cited in the tile of this patent UNITED STATES PATENTS 2,511,065 Jackson June 13, 1950 2,729,408 Quilter J an. 3, 1956 2,784,425 Bicknell Mar. 12, 1957

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