US1567050A - Ballast-tank automatic blow-out valve - Google Patents

Description

Dec. 29 1925' H. E. GRIESHABER ET AL BALLAST TANK AUTOMATIC BLOW-OUT VALVE 3 Sheets-Sheef 1 Filed NOV. 12, 1923 222, m 'Z 47w ATTORNEYS Dec. 29, 1925- H. E. GRIESHABER ET AL BALLAST TANK AUTOMATIC BLOW-OUT VALVE Filed Nov. 12, 1925 3 Sheets-Sheet 2 1% ATTORNEYS Patented Dec. 29, 1925. i

UNITED STATES PATENT OFFICE.

HUGO EUGENE .GBIESHABER AND LEWIS BERRY DOANE, OF GROTON, CONNECTICUT,

ASSIGNORS :TO ELECTRIC BOAT COMPANY, A CORPORATION OF NEW JERSEY.

BALLAST-TANK AUTOMATIC BLOW-OUT VALVE.

Application filed November 12,1923. Serial No. 674,1201

To all 2071-0121 it may concern: pressure on the opposite faces of the two air 65 Be it known that we, HUGO E. =GRIESZHABER valves. and Lewis B. DoANE, citizens of the United These valves are designed so that this un- States, and residents of Groton, county of balance in pressure causes one to open more New London, State of Connecticut, have inslowly than the other. The one which opens vented certain new and useful Improvefirst admits air to the Kingston cylinders 60 ments in Ballast-Tank Automatic Blow-Out and thereby opens the drain valves. When I Valves; and we do hereby declare the fol this action is completed the other valve lowing to be a tall, clear, and exact descripopens and admits air to the ballast tanks to tion of the invention, such as will enable expel the water therefrom. The control others skilled in the art to which it appermechanism consequently performs two func- 65 tains to make and use the same. tions in that it automatically prevents the i This invention relates to submarines and submarine from submerging beyond a premore particularly to a device for regulating determined depth and it also times the action the submergence of these boats and for 'preof the device for expelling the water from vent-in them from descending beyonda prethe tanks so that they are open to the sea (0 determined depth. a before the expelling air is admitted to them.

The submergence of submarine boats is Since the air pressure used for expulsion is usually brought about by the admission of quite high this action of the control mechawater to ballast tanks, located along the hull. nism prevents undue strain being placed on These ballast tanks are provided with drain the ballast tanks which may be given a comvalves through which-sea water is admitted, paratively light construction. Once the preand' the admission and expulsion of water determined depth has been reached the from these tanks is controlled either automechanism is locked in position so that the 25 matically or by hand to cause the boat to expulsion of water from the tanks continues ascend or descend. The expulsion of water and the boat will accordingly contmue to B from the ballast tanks isbrought about by rise until the mechanism is reset by hand.

....means of compressed air and the pressures That embodiment of the invention which necessary for this purpose are quite high. is now preferred is illustrated in the accom- The present invention is directed to the panying drawings. provision of a control mechanism by means In these drawings, of which the depth to which the boat will Fig. l is a diagrammatic view of a crossdescend may be determined in advance, and section of a submarine showing the mecha- "'this mechanism is arranged so that when the nism by which the submergence is con 35 selected depth is reached the drain valves trolled;

W l pe d n air admitted to the tanks Fig. 2 is a longitudinal, cross-sectional '90 soas to expel the water therefrom. The 0011- view of the improved control mechanism;

, trol mechanism comprises a valve which con- Fig. 3 isa cross-secti0nal view on the line I 'trols theadmission of air to the ballast tanks 3 3 of 'F1g. 2, and 0 and another valve which controls the adnnsat is a view 1n cross-section of the sion of air to the Kingston air cylinders by check valve used in connection with this which the drain valves are operated. These mechanism.

. .valves which control the supply of air to R f i t th drawings h inner the cylinders and t0 the ballast tanks hull of the submarine is shown at 5, and this 5 are in t rn II' HQd y a pair of diahull is partially enclosed byaballasttank 6,

phragms connected together. One. of the having a lightly built outer hull 7. The diaphragms is open to the sea and the other tank 6 is provided with drain valves 8 which is subjected to a selected air pressure which are connected by suitable linkage 9 with a corresponds to the distance to which the Kingston air cylinder 10 which may be opboat is descend- When this depth has erated so as to open and close these valves been reached the sea pressure acting on its h d i d, diaphragm will overcome the ail pressure The ballast tank trunk 11 is supplied with ..ac.ting on the other diaphraginand the diaair through the air linc 12 in which is 10- phragm movement acts to unbalance the. cated a check vali'c 13. This line 12 is conframe. 1s a and the mounting 18 similar to that dey scribed in connection with the diaphragmcoupling rod 26 which carries spaced collars 27, 27, with a sleeve 28 of less'diameter nected at 14 with the control device 15 to which air is supplied through a stop valve 16 from the supply air line 17. The control device 15 is shown more clearly in Fig. 2, and consists of a frame formed of top and bottom pieces 18 and cross bars 19. At one end of the frame is a diaphragm 20 mounted in position against the end of the frame and having its outer face covered by a domed plate 21. Thisplate 21 is bolted to the frame and holds the diaphragm in place in such a way as to provide an air-tight chamber 22, one wall of which is formed by the diaphragm. The plate 21 has a boss in its center in which may be threaded an air supply pipe. At the other end of the diaphragm 24 covered by a plate 20.. Securedto the inner face of each diaphragm and extending between them is a between them. Mounted in apair ofbrackets 29, extending downwardly from the upper member 18 of the frame is a shaft 30, on

which is mounted a bell crank lever 31 the lower arm 32 of which is forked with the legsof the fork lying on either side of the sleeve 28 between the collars 27. Threaded in the plate 25 isa pipe 33 with which is connected a pressure gauge 34, the gauge line having a check valve 35. The pipe 33 also has a check valve 36 and this pipe extends through the ballast tankand the outer hull, and is i1 communication with the sea .--at 37. Accordingly, by opening the valve 36 the water flows through the pipe 33 and comes. directly in contact with the diaphragm 24.

An an supply line 38 also coinmuni- -Cates with the line 33 at 39, andthis line 38 is provided with valves 40 and 41, and also with an exhaust valve 42 for a purpose later to be described. .The air supply line 38 is also in communication with the chamber 22 through a valve 43 and a line 44, the latter being threaded in the plate 21. Communieating with the line 44 is a gauge 45 pro vided with a valve 46. :By opening. the valve 43 air pressuremaybe'directed against .the face of the diaphragm 20 and the amount of this pressure may be indicated on the 31. At its upper end the valve 48 is in the form of a sleeve 51 in which lies a spring 52 acting to force the valve against itsseat. A passage 53 is formed in the valve to cominunicate with a cross passage 54. This cross passage extends through a portion of the valve which is of reduced diameter and which lies just above the seat and the cross passage communicates with a chamber 55 formed by the housing and the portion of the valve referred to.

Mounted on the upper face of the frame member 18 is a housing 56 having an intake port 57 with which 'is connected an air supply pipe 58 connected through a valve 59 with the air line 38 (see Fig. 1). This housing is also provided with an. outlet 60 and communication between the inlet and outlet is controlled by a valve 61. This valve has a portion 62 of reduced diameter which seats at 63 so asto close the outlet 60.

A passage 64 extends through this portion of reduced diameter and inthe lower end of the passage is threaded a bushing 65 having a passage of small diameter formed through it. The valve 61 has a chamber 66 at its rear end and the intake 57 is in connnunication with this chamber through the passage 64 and the passage through the bushing 65. The valve has a packing ring 67 hearing against the wall of the housing 56;

Mounted in the frame member tween the valve 48 and61, is a member 68, terminating at its.upper end in a hollow stem .69. Surrounding this stem and hearing at one end against the member 68 and at its other end-against the inner face of the valve 61,- is a spring 70. This spring tends to force the valve 61 against its seat. Also the spring 52, tending to force the valve 48 against its seat, bears at its upper end against the lower face of the member 68.

With the arrrangement shown, the intake is in communication through the passage 64, the bushing 65, the hollow stem 69, and the passages 53 and 54, with the ehamber55 'just above the valve seat 49. Also it, will be seen that the housing 47 has a portion 71 v of reduced diameter at its upper end. This portion enters the member 68 and a circular passage 72 is formed in the frame member 18 just below the end of the member 68. This passage will also be seen to be in communication with the air intake57 and at one side there is a passage-way 7 formed in the member 18 and connnunicating with the passage 72. A tube His threaded. in the member 18 in communication with this passage-way, this tube leading to a chamber .75 formed in the lower frame member 18.

Bolted to the lower frame member is ahousing '76, having an anv intake orifice 7? and an air outlet 78. The latter is closed a by a valve 7 9 seating at 80. This valve terminates in a rod 81 which passes through a eter than the lower end 84, so as to form a shoulder 85.

7 Through this shoulder is a passage 86which places the interior of the valve in communication with the supply line connected wit-h the intake 7 7 The rear end of the valve is provided with a packing ring 87. Mounted in'the lower frame member and extending into the interior of the valve is a tubular member 88, around which is mounted a spring 89 bearing at its lower end against the inner face of the valve and serving to hold the latter on its seat. A passage 90 is formed through the rear end of the member 88 so that the interior of the valve is in communication with the chamber 75.

The mechanism at the top of the control device controls the admission of air to the Kingston air cylinder, while the mechanism at the bottom of the control device controls .thejadmission of air to the ballast tank.

The manner in which the Kingston air cylinder control mechanism operates will now be described.

The air outlet 60 at the top of Fig. 2 is connected by a line 91 with a check valve 92, shown more clearly in Fig. 4. This valve consists of a housing 93 formed with a central chamber 94, the upper end of which is connected by a line 95 with the hand control mechanism 96, the latter permitting hand control of the Kingston air cylinders should occasion demand. 1 In the upper end of this chamber '94 is a bushing 97 against which seats the small end 98 of a piston99. The lower end of the piston terminates in another portion 100 of reduced diameter which seats so as to close a passage 101 in a bushing 102, with Which the line 91 is connected. A spring 103, lying within the chamber 94, bears against the upper end of the portion 99, serving to close the passage 101 under normal conditions. The housing is provided with an outlet 104 which communicates through a line 105 with a Kingston air cylinderand formed in the housing and com municating with this outlet is a passage 106 having two lateral branches 107 and 108. When the piston valve is in its lower position, illustrated in Fig. 4, the line 95 is in communication with the outlet through the passage in the bushing 97, the chamber 94, the extension 107, and the passage 106. Accordingly, under these conditions, the King ston valve may be operated by the hand control mechanism 96. However, upon the ad mission of air through the pipe 91 sufiicient to overcome the air pressure in the line 95, and also the pressure exerted by the spring 103, the piston will be forced upwardly so thatzits upper end will seat. This breaks the communication between the outlet 104 and the line 95, and the line 91 is now in communication with line 105 through the passage 101, the branch 108, and the passage 106. Under these conditions the Kingston cylinder is operated auton'latically, as will later be described.

It has previously been explained that the function of the control mechanism is to give a timed control so arranged that the ballast tank drain valves will be opened by the Kingston cylinders before air is admitted to the ballast tank. In this way there is no excessive strain placed on the ballast tank when water is to be expelled from it. This action is brought about by the construction of the control mechanism, as will now be explained.

When the submarine has sunk to the desired depth the sea pressure, acting on the diaphragm 24, will overcome the air pressure acting on the diaphragm 20, and also the spring pressure exerted by the spring 52. The diaphragm 24 will accordingly move the coupling rod 26 to the right as shown in Fig. 2, and cause the bell crank 31 to rock. valve 48 which acts as a vent valve and allows air to escape to the atmosphere from the chamber 66. faster than air can be admitted to this chamber through the passage 64. Also air escapes from the chamber 83 through the ventvalve faster than air can enter this chamber through the passage 86. The loss of pressure in the chamber 66 causes the air pressure, acting against the upper face of the valve .61, to force it downwardly, thereby permitting air to flow from the i11- take 57 directly to the outlet 60. This air thereupon passes through the line 91, the check valve 92, and the pipe 105. to the Kingston air cylinder and causes the latter to operate. The loss of air from the chamber :83 will also permit the valve79 to be un'seated but since the chamber 66 is of less volume than the chamber 83 and the passage 641 is smaller than the passage 86, the valve 61 will operate more quickly than the valve 79. Thus the opening of the two valves is so timed that the Kingston cylinders operate the drain valves prior to the admission of air to the ballast tanleand accordingly the admission of this air to expel the water does not put a strain on the tank since its outlet is open.

The continued expulsion of water from the ballast tank will cause the boatto rise and this would in turn cause a reduction in pressure on the diaphragm 24. After a time this pressure would be less than the pressure on the diaphragm 20 and the coupling rod 20 would be returned to its original position. therebyrocking the lever 31 on its pivot. Ordinarily this would permit the spring 52 to seat the valve as, thus closing the cham- This bellcrank will unseat the,

bers 66 and 83 and permitting airpressure to build up within these chambers so as-to seat the'valves 61 and 79. The seating of these valves would in turn out OK the flow of air to the ballast tank and would also permit the Kingston cylinders to return the drain valves to their original position. However, this seating of the valve 48 isprevented by the cam lever 109.

This lever is pivoted in a bracket 110 on the end of thehousing 47, and, as shown in Fig. 8, terminates in a cam 111 which rides in a channel formed in the stem 50. The cam lever has a weight 112 at its outer end and when the valve 48 is opened the cam lever, is allowed to fall to the full line position illustrated in'Fig. 3. In this position the cam is so designed that the valve cannot exercise a suliicient force to move the cam to the dotted line position shown in Fig. 3, in which the valve would be allowed toseat. Accordingly, the valve is held open, and

once the control mechanism is brought into play air pressure is admitted to the ballast tank to eject the water therefrom until the cam lever 109 is moved by hand so as to permit the valve 48 to be restored to its Seat.

lVhen this valve is seated so as to close the,

chambers 66 and 88 air pressure builds up in these chambers, eventually causing the two off the flow of air to the trunk 11; Thereafter, the valve 61 seats, and shuts off the supply of air to the Kingston air cylinder. This timed opening and closing action of these two valves prevents introduction of airunder high pressure to the ballast tank when Y the drain valves are closed, for it will be noted that when the control mechanism operates to prevent submergence the drain valves are first opened and thereafter the expelling air enters the ballast tank. When the expulsion of water from the ballast tank has been continued for the desired length of time, the flow of expelling air is first shut otfand then the drain valves are closed.

In order to set the control mechanism before s'ubmerging air is admitted to the diaphragm 20 until the desired pressure is registered on the gauge. This air comes from the supply 38 through the valve 43. lVhen the pressure correspondingto the desired depth has been established the valve 43 is closed. Then the valve 36 is opened to admit the sea to the diaphragm 24. The control mechanism is now ready for operation, and when the sea pressure, due to submergence, reaches the value for which the control device is set, the various parts will operate in the manner described.

In order to test the control for accurate working, the valve 36 is closed and air is admitted to the diaphragm 24 through the valves 40 and 41, until the pressures on both gauges read the same, whereupon the control mechanism should operate. The air behind the diaphragm. 24 is then exhausted to the atmosphere by closing the valve 41 and open irg the closed valve 42, after which both valves 40 and 41 are closed and the'valve 36 opened. lVhen the device is'properly set it will operate automatically when the submarine has reached the desired depth, but it does not, however, interfere with the hand control of the Kingston air cylinder since upon the operation of the hand control device 96 the admission of'air through the line 95 to the check valve 92 will cause the piston alve 99 to seat sothatair may be admitted directly to the Kingston air cylinder.

In Fig. 2 the control valves for both the air and the Kingston cylinders are shown in closed position, while in Fig. 3 the parts of the upper mechanism are shown in the positions which they would assume upon the operation of the diaphragm. These parts have now moved so as to admit air to the Kingston cylinders, while the lower control mechanism by which air is admitted to the ballast tank. has not yet moved.

'lVhile most of the working parts of the control mechanism are enclosed it will be seen in Fig. 1 that the inboard faces of both (haphragms are exposed and any injury to either diaphragm may be instantly detected. Also the control mechaism may readily be tested in the manner described. The device maybe set for operation at any desired depth simply by regulating the air pressure on'the diaphragm 20 and this pressure condition is established before the boat submerges. The pressure at which the device is to operate is shown at all times on the gauge 45, which, if desired, may be calibrated,

- mg this drain valve, a source of air under pressure connected to the ballast tank, and a control device automatically operating, when the pressure of the water of submergence exceeds a predetermined value, to cause air to be admitted to the ballast tank and to cause the opening means to open the drain valve in timed relation.

2. In a submarine boat. the combination of a ballast tank having drain valve, means for opening and closing this drain valve, a source of air under pressure connected to the ballast tank, a control device automatically operating, when the pressure of the water of submergence exceeds a predetermined value,

1 in such-operating position;

3. In a submarine boat, the combination of a ballast tank having" a drain valve, means "for openingand closing this drain valve, a source of air under pressure connected-tofithe ballast tank, a control device: automatically operating, when the pressure of the water oi sufbmergence exceeds a predetermined value, to open the connection between the source of air and the ballast tankfa'nd to cause "the drain valve actuating" n' 'eans to open the drain valve in timed relation, automatic means for locking the control device in such operating position, and manually releasable to cause the cleviceto close the connectionand the drain valve, when the pressure of the water of submergence'has fallen below the predetermined value.

In asubmarine boat, the combination of a ballast tank having a drain valve, air operated means, for opening and closing the drain valve, :1 source of air under pressure connected tothe ballast tank and also to the air operated means, and a control device antomatically operating, when thepressure or the water of submergenceexceeds 'a predetermined value, to open the connectionsin timed relation, whereby the tank valve is opened and air is admitted to the tank in sequence; I j j r j 5. a submarine boat, the combinationof a ballast tank ha ing a drain valve, air operated means for opening andclosing the drain valve, a'source of air under pressure connected to the: ballast tank and also to the air operated means, a control device automatically operating, when the pressure of the water of submergence exceeds a predetermined value, to open the connections in timed relation, whereby the tank valve is opened and air is admitted to the tank in sequence, and a manually releasable locking means operating automaticlly to lock the control device in operated position.

6. In a submarine boat, the combination of a ballast tank having a drain valve, air operated means for opening and closing the drain valve, a source of air under pressure connected to the ballast tank and also to the air operated means, a valve in each connection, and a control device automatically operating, when the pressure of the water of submergence exceeds a predetermined value, to open the valves in timed relation.

7. In a submarine boat, the combination of a ballast tank having a drain valve, air operated means for opening and closing the drain valve, a source of air under pressure connected to the ballast tank and also to the air operated means, a valve in each connection, a device for controlling these valves automatically operating, when the pressure of the water of submergence exceeds a predetermine'd value, to open the valves in sequence, and to close the valves in the reverse sequence when the pressure falls below the predetermined value, and a locking means, automatically operating to lock the controldevice in operated position, andmanually releasable to permit the control device to be restored to its original position upon the fallof the pressure. v

8. In a submarine boat, the combination of a ballast tank havinga drain valve, air operated means for opening and closing the drain-valve, a source ofair under pressure connected to the ballast tank and also to the air operated means, a balanced valve of large eiiective area in the tank line, a balanced valve of small effective area in the other line, and means automatically operating, when the pressure of the water of submergence reaches a predeterminedvalue, for unbalancing said valves, whereby said connections will be operated in sequence. v 1

9. Ina submarine boat, the combination of a ballast tank having. a drain valve, air operated means for opening and closing the drain valve, a source of air under pressure connected to the ballast tank and also to the air ope "ated means, a balanced valve of large effective area in the tank line, a balancedvalve of small effective area in the other line, a-third valve controlling the release of the pressure behind each of the first two valves, and means automatically operating whenthe pressure of the water of submergenceexceeds a predetermined value, to open the third valve, whereby the other two are opened in'sequencea 10. A depth control regulating device for submarine boats comprising the combination of a casing, a diaphragm in the casing exposed to the pressure of the Water of sub mergence, asecond diaphragm exposed to a regulable pressure, a coupling between the diaphragms, a balanced valve in the casing controlling a connection between a ballast tank and a source of air under pressure, a second balanced valve in the casing contr0lling a connection between the source of air and means for operating the ballast tank drain valve, a third valve controlling the release of the pressure on the rear face of each of the first two valves, and means, operated by the movement of the coupling when the pressure on the first diaphragm exceeds that on the second, for opening the third valve.

11. A depth control regulating device for submarine boats, comprising the combination of a casing, a diaphragm in the casing exposed to the pressure of the water of submergence, a second diaphragm exposed to a regulable pressure, a coupling between the diaphragms, a balanced valve mounted in a chamber in the casing and controlling connection between a ballast tank and a source of air under pressure, a second balanced valve mounted in a chamber in the casing and controlling the connection "between the source of air and means for operating the ballast tank drain valve, a third valve for closingthe outlet from each of the chambers, and means operated by the coupling when the pressure on the first diaphragm exceeds that on the second, for opening the third source of air and meansffor' operating the phragm exceeds that on the second, for open ballast tank drain valves, a third valve controlling the outlet from each chamber, and means operable by the movement of the coupling, when the pressure on the first diaing the third valve whereby the balanced valves are opened in timed relation.

13. A depth control regulating device for submarine boats, comprising the combination of a casing, a diaphragm in the casing exposed to the pressure of the water of submergence, a second diaphragm exposed to a regulable pressure, a coupling between the diaphragms, a balanced valve in the casing for controlling the connection between a source of air under pressure and the ballast tank, a second balanced valve in the casing for controlling the connection between the source of air and means for operating the ballast tank drain valve, a third valve operable to unbalance both of these valves, a lever movable on a pivot by the movement of said coupling when the pressure on the first diaphragm exceeds that on the second, to unseat said third valve, and a cam lever operable upon the movement of said valve last namedto hold the latter'in open position. i

14. In a submarine boat the combination of a ballast tank having a drain valve, air operated means for opening and closing the drain valve, a source of air under pressure,

an air line between the source of air and the ballast tank, a second air line between the source of air and the drain valve operating means, a valve in each line normally held in closed position, a manually controlled valve for admitting air to said drain valve operating means, an air line between this manually controlled valve and the second line, a check valve through which the air line to the manually controlled valve communicates with the second air line and automatically operable to cut off the communication between either valve and the drain valve operating means when the other valve is open, and means automatically operating whenthe pressure of the water of submergence reaches a predetermined value, for opening the Valves first mentioned in timed relation.

1 5. A check valve comprising a casing, an outlet from the casing having communication with a chamber at spaced points, an inlet at either end of the chamber and a piston in the chamber operable when air pressure is introduced through either inlet, to close the other inlet and also to break the communication with the outlet at the point adjacent the closed inlet. a

In testimony whereof we aflix our 7 signatures.

HUGO EUGENE GRIESHABER. LEWIS BERRY DOANE.

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