CONTROL SURFACES FOR SUBMERSIBLE VEHICLES
United States Patent 3757720
Apparatus for controlling the direction of an underwater submersible vehi includes diving planes having first control surface portions angularly pivotable relative to the vehicle. Second control surface portions are integratedly formed with the first portions and are angularly pivotable relative to the vehicle and relative to the first portions. A first control device is operable to pivot the first and second portions as a unit and a second control device is operable to pivot the second portions independently of the first portions.
US Patent References:
Ship for submarine navigation
Moyne - August 1922 - 1426882
/3606852.html
Cafiero - September 1971 - 3606852
/2183932.html
Carlson - December 1939 - 2183932
Aircraft control
Peed - October 1955 - 2719684
Steering arrangement
Luchsinger - June 1925 - 1540079
Ship for submarine navigation
Moyne - August 1922 - 1426882
/3606852.html
Cafiero - September 1971 - 3606852
/2183932.html
Carlson - December 1939 - 2183932
Aircraft control
Peed - October 1955 - 2719684
Steering arrangement
Luchsinger - June 1925 - 1540079
Application Number:
05/190503
Publication Date:
09/11/1973
Filing Date:
10/19/1971
View Patent Images:
Export Citation:
Assignee:
The United States of America as represented by the Secretary of the Navy (Washington, DC)
Primary Class:
Other Classes:
114/163
International Classes:
B63G8/18; B63G8/00; B63G8/18
Field of Search:
114/16R,16F,152,167,126,163 244/89,87,82
Primary Examiner:
Reger, Duane A.
Assistant Examiner:
Barefoot, Galen L.
Claims:
What is claimed is
1. Apparatus for controlling the direction of an underwater submersible vehicle, said apparatus comprising:
2. The control apparatus of claim 1 wherein said first control surface portions include:
3. The control apparatus of claim 2 wherein said first control means includes:
4. The control apparatus of claim 3 wherein said second control surface portions include:
5. The control apparatus of claim 4 wherein said second control means includes:
1. Apparatus for controlling the direction of an underwater submersible vehicle, said apparatus comprising:
2. The control apparatus of claim 1 wherein said first control surface portions include:
3. The control apparatus of claim 2 wherein said first control means includes:
4. The control apparatus of claim 3 wherein said second control surface portions include:
5. The control apparatus of claim 4 wherein said second control means includes:
Description:
The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.
BACKGROUND OF THE INVENTION
This invention relates generally to ships and more particularly to sectional steering mechanisms.
Underwater submersible vehicles are particularly vulnerable to uncontrolled depth excursions should a failure occur in the vehicle directional control apparatus which controls the diving planes or fluid responsive control surfaces. In the event of such a failure, for example, should the control apparatus fail to permit the vehicle to recover from a diving attitude, the time in which corrective action could be taken to avert a potential disaster becomes increasingly short as the design speed of the vehicle increases.
Heretofore known means of limiting the maximum angle to which the diving planes can pivot relative to the vehicle direction include a backup system to supplement vehicle directional control in case of a failure in the main control apparatus. However, such backup systems only tend to reduce the effect of a failure since valuable time may be lost while the back-up system is put into operation and takes effect.
SUMMARY OF THE INVENTION
It has been discovered, according to the present invention that disadvantageous features which accompany heretofore known apparatus for controlling the direction of an underwater submersible vehicle can be sustantially overcome by an apparatus comprising: diving planes connected to the vehicle to be angularly pivotable relative thereto; first control surface portions of the planes connected to pivot therewith; second control surface portions of the planes integratedly formed with the first control surface portions and angularly pivotable therewith, or, pivotable relative to the vehicle and relative to the first control surface portions; a first control means operable to pivot the first and second control surface portions as a unit; and a second control means operable to pivot the second surface portions independently of the first surface portions.
The first control surface portions include first plane stocks extending laterally in opposite directions from the vehicle and first control surfaces fixedly attached to the first stocks to effectively control the attitude of the vehicle during relatively low speed operation. The second control surface portions include second plane stocks concentric with the first plane stocks and extending laterally in opposite directions from the vehicle, and second control surfaces pivotally attached to the second stocks to effectively control the attitude of the vehicle during relatively high speed operation.
The first control means includes a first control member pivotally mounted within the vehicle and fixedly attached to the first plane stocks for angularly pivoting the first and second control surfaces as a unit. The second control means includes control members pivotally mounted within the first control member and operably connected for angularly pivoting the second control surfaces relative to the vehicle and relative to the first control surfaces.
The first control surfaces are effective to control the attitude of the vehicle regardless of the angular position of the second control surfaces. Therefore, should the second control surfaces fail during a relatively high speed underwater diving maneuver, the speed of the vehicle could preferably be reduced and the first control means could effectively operate to enable the vehicle to recover from such a maneuver despite the second control surfaces having failed after placing the vehicle in a diving attitude.
STATEMENT OF THE OBJECTS OF THE INVENTION
Accordingly, it is an object of this invention to provide underwater submersible vehicles with diving planes having sectional control surfaces which sections are capable of independent control.
It is another object of this invention to provide such vehicles with sectional control surfaces controllable as a single fixed unit.
It is still another object of this invention to control sections of such surfaces to remain fixed while simultaneously controlling other sections thereof to pivot angularly for directionally controlling such vehicles during relatively high speed operation.
It is a further object of this invention to control such control surfaces as a single fixed unit to pivot angularly for directionally controlling such vehicle during relatively low speed operation.
Other objects, advantages and novel features of the invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings wherein:
BRIEF DESCRIPTION OF THE DRAWINGS
In the drawings wherein like parts are marked alike:
FIG. 1 is a partial perspective view illustrating a skeletal segment of a diving plane operably connected to the first and second control means;
FIG. 2 is a partial cross-sectional elevation looking toward the stern of the vehicle and illustrating laterally extending diving planes;
FIG. 3 is a side elevation of a portion of a diving plane illustrating a second control surface integratedly formed with a first control surface;
FIG. 4 generally illustrates the configuration of a submersible vehicle having control surfaces located adjacent the stern; and
FIG. 5 is a partial side elevation of the first and second control means of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
An underwater submersible vehicle generally designated 10, FIG. 4, includes inner pressure hull 10a, outer non-pressure hull 10b and control surfaces adjacent the stern such as a rudder 12, a vertical stabilizer 14 and equally laterally extending diving planes 16. Such control surfaces control the direction of the vehicle through the water by having sections thereof such as first control surfaces 16a, 16b and second control surfaces 16c, 16d capable of being pivoted angularly relative to the vehicle whereby the vehicle direction is responsive to water acting on the control surfaces when the surfaces are angularly pivoted.
Controlling the direction of an underwater submersible vehicle may be accomplished by diving planes 16 connected to the vehicle to be angularly pivotable relative thereto, see FIGS. 1 and 4. First control surface portions of planes 16 are connected to pivot therewith and include first plane stocks 18a, 18b extending laterally in opposite directions from vehicle 10, and first control surfaces 16a and 16b fixedly attached to first stocks 18a and 18b respectively.
Second control surface portions include second plane stocks 19a, 19b concentric with first plane stocks 18a, 18b extending laterally in opposite directions from vehicle 10, and second control surfaces 16c, 16d operably connected to the second stocks for pivoting.
Again in FIG. 1, second control surface may comprise a trailing edge 16c of the diving plane 16. In this manner, the second control surface portions are integratedly formed with the first control surface portions and are connected to be angularly pivotable therewith, or, pivotable relative to vehicle 10 and relative to the first control surface.
A first control means is operably connected to angularly pivot the first and second control surface portions as a unit without substantial relative movement therebetween. To accomplish this, the first control means includes a first control member 20, FIG. 2, pivotally mounted within vehicle 10 and fixedly attached to first plane stocks 18a and 18b.
A second control means is operably connected to angularly pivot the second control surface portions independently of the first control surface portions by providing second control members pivotally mounted within first control member 20 and operably connected, as will later be discussed in greater detail, for angularly pivoting the second control surface portions relative to vehicle 10 and relative to first control surface portions.
In this manner, the direction of vehicle 10 is responsive to water acting on the diving planes when those planes are angularly pivoted relative to the vehicle.
Advantageously, first control surfaces 16a, 16b are effective to control the attitude of the vehicle during relatively low speed operation due to their relatively large surface area as compared to the second control surfaces since low speed operation would require a larger control surface area to cause the vehicle direction to be responsive to water acting thereon. Similarly, second control surfaces 16c, 16d are effective to control the attitude of vehicle 10 during relatively high speed operation since during high speed operation a relatively smaller control surface area, as compared to the first control surface, would be sufficient to cause the vehicle direction to be responsive to water acting thereon. Therefore, the substantial differential control surface area between first control surface 16a, 16b and their respective second control surfaces 16c, 16d satisfies the high and low speed control requirements. Furthermore, the substantial differential control surface area between the first and second control surfaces is of an amount sufficient to permit the first control surfaces to be effective to control the attitude of the vehicle regardless of the angular position of the second control surfaces. Therefore, should the second control surfaces fail during a high speed diving operation, the speed of the vehicle may preferably be reduced and the effect of the first control surfaces will then override the effect of the second control surfaces regardless of the angular position of the second control surfaces.
Propeller shaft 24 is shown within the phantom outline of the hull of vehicle 10 in FIG. 2. First control member 20 appears as a rectangular structural member surrounding shaft 24 and is pivotally mounted within vehicle 10. Member 20 is fixedly attached to the first plane stocks 18a and 18b to turn the stocks in unison. Control surfaces 16a, 16b are fixedly attached to their respective plane stocks 18a, 18b which laterally extend in opposite directions from vehicle 10 as viewed in the drawing. A clevice 26, attached to member 20, is fastened to a guide cylinder rod 28 by pin 29. Rod 28 is actuated by a hydraulic cylinder, not shown.
The above substantially describes a typical control arrangement for the driving planes of a submarine. It should be noted that during pivoting of control surfaces 16a, 16b, the only point that remains fixed is a point on the centroidal axis common to first and second plane stocks 18a, 18b and 19a, 19b.
A novel feature provided to improve the above arrangement is the second control means which includes second control member or clevice 22 pivotally mounted within member 20 and fixedly attached to shaft 34. Clevice 22 is pivotally connected to guide cylinder rod 42 by pin 23. Rod 42 is actuated by a hydraulic cylinder, not shown. Therefore, connecting rod 42 is provided to actuate clevice 22 in a manner similar to that described above for rod 28 and clevice 26.
Shaft 34 is fixedly attached to members 35a, 35b and is also pivotally mounted, at opposite ends thereof, within member 20, FIG. 2.
Referring now to FIGS. 1 and 5, members 35a, 35b are pivotally connected to members 36a, 36b by pins 37a, 37b at one end of members 36a, 36b while pins 38a 38b pivotally connect the opposite end of members 36a, 36b to members 39a, 39b. Again in FIG. 2, members 39a, 39b are fixedly attached to second stocks 19a, 19b respectively which stocks are coaxially disposed within relatively larger diameter first stocks 18a, 18b.
The centerline of pin 23 may be positioned to coincide with the centroidal axis common to the first and second plane stocks. When rod 42 is actuated clevice 22 may pivot shaft 34 which causes simultaneous movement of members 35a, 35b. This movement is transmitted through members 36a, 36b via pins 37a, 37b and further transmitted to members 39a, 39b via pins 38a, 38b. As a result, second stocks 19a, 19b are caused to pivot with respect to first stocks 18a, 18b.
Since members of the control means herein described are identically arranged to control second control surfaces 16c, 16d, certain portions of the more detailed description which follows will only describe members having subscripts a and c. However, it will be apparent from the drawings that each member described as having subscript a has an equivalent counterpart b and each member described as having subscript c has an equivalent counterpart d. In this manner, various members may be more clearly described and unnecessary repetition may be avoided.
Referring now to FIGS. 1 and 3, fixedly attached to second stock 19a is circular member 50a so that the previously described pivoting of stock 19a will cause member 50a to pivot simultaneously therewith. Arms 51a, 52a are pivotally connected to member 50a by pins 53a, 54a at one end thereof while another end thereof, opposite the one end, is pivotally attached to second control surface 16c by pins 55a, 56a. In this manner the second control surface is operably connected to the second stock for pivoting.
In operation, when the centerline of pin 23 of clevice 22 is positioned to coincide with the centroidal axis of the first and second plane stocks, and the first control means 20 is actuated to angularly pivot first control surface 16a, the second control surface 16c will remain in the same position relative to first control surface 16a. That is, actuation of rod 28 connected to member 20 by pin 29 at clevice 26, pivots member 20 about the common centroidal axis of first and second stocks 18a and 19a thus angularly pivoting first control surface 16a and second control surface 16c relative to vehicle 10 with no relative movement between first surface 16a and its respective second surface 16c. In this manner, the first and second control surfaces are pivotable as a unit.
When rod 28 is in a neutral position such as a position causing the vehicle to travel substantially horizontally, the actuation of rod 42 will pivot rod 34 thus causing second surface 16c to angularly pivot relative to first surface 16a. That is, actuation of rod 42 connected to clevice 22 by pin 23 causes rod 34 to pivot relative to member 20. Thus members 35a, 36a, 39a transmit movement to second stock 19a. Movement of stock 19a actuates member 50a thus causing members 51a and 52a to pivot second surface 16c relative to vehicle 10 and relative to first surface 16a.
The foregoing has described a novel apparatus for effectively controlling the description of an underwater submersible vehicle during both high and low speed dives and further provides for reducing the effect of control failure during a high speed dive.
Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.
BACKGROUND OF THE INVENTION
This invention relates generally to ships and more particularly to sectional steering mechanisms.
Underwater submersible vehicles are particularly vulnerable to uncontrolled depth excursions should a failure occur in the vehicle directional control apparatus which controls the diving planes or fluid responsive control surfaces. In the event of such a failure, for example, should the control apparatus fail to permit the vehicle to recover from a diving attitude, the time in which corrective action could be taken to avert a potential disaster becomes increasingly short as the design speed of the vehicle increases.
Heretofore known means of limiting the maximum angle to which the diving planes can pivot relative to the vehicle direction include a backup system to supplement vehicle directional control in case of a failure in the main control apparatus. However, such backup systems only tend to reduce the effect of a failure since valuable time may be lost while the back-up system is put into operation and takes effect.
SUMMARY OF THE INVENTION
It has been discovered, according to the present invention that disadvantageous features which accompany heretofore known apparatus for controlling the direction of an underwater submersible vehicle can be sustantially overcome by an apparatus comprising: diving planes connected to the vehicle to be angularly pivotable relative thereto; first control surface portions of the planes connected to pivot therewith; second control surface portions of the planes integratedly formed with the first control surface portions and angularly pivotable therewith, or, pivotable relative to the vehicle and relative to the first control surface portions; a first control means operable to pivot the first and second control surface portions as a unit; and a second control means operable to pivot the second surface portions independently of the first surface portions.
The first control surface portions include first plane stocks extending laterally in opposite directions from the vehicle and first control surfaces fixedly attached to the first stocks to effectively control the attitude of the vehicle during relatively low speed operation. The second control surface portions include second plane stocks concentric with the first plane stocks and extending laterally in opposite directions from the vehicle, and second control surfaces pivotally attached to the second stocks to effectively control the attitude of the vehicle during relatively high speed operation.
The first control means includes a first control member pivotally mounted within the vehicle and fixedly attached to the first plane stocks for angularly pivoting the first and second control surfaces as a unit. The second control means includes control members pivotally mounted within the first control member and operably connected for angularly pivoting the second control surfaces relative to the vehicle and relative to the first control surfaces.
The first control surfaces are effective to control the attitude of the vehicle regardless of the angular position of the second control surfaces. Therefore, should the second control surfaces fail during a relatively high speed underwater diving maneuver, the speed of the vehicle could preferably be reduced and the first control means could effectively operate to enable the vehicle to recover from such a maneuver despite the second control surfaces having failed after placing the vehicle in a diving attitude.
STATEMENT OF THE OBJECTS OF THE INVENTION
Accordingly, it is an object of this invention to provide underwater submersible vehicles with diving planes having sectional control surfaces which sections are capable of independent control.
It is another object of this invention to provide such vehicles with sectional control surfaces controllable as a single fixed unit.
It is still another object of this invention to control sections of such surfaces to remain fixed while simultaneously controlling other sections thereof to pivot angularly for directionally controlling such vehicles during relatively high speed operation.
It is a further object of this invention to control such control surfaces as a single fixed unit to pivot angularly for directionally controlling such vehicle during relatively low speed operation.
Other objects, advantages and novel features of the invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings wherein:
BRIEF DESCRIPTION OF THE DRAWINGS
In the drawings wherein like parts are marked alike:
FIG. 1 is a partial perspective view illustrating a skeletal segment of a diving plane operably connected to the first and second control means;
FIG. 2 is a partial cross-sectional elevation looking toward the stern of the vehicle and illustrating laterally extending diving planes;
FIG. 3 is a side elevation of a portion of a diving plane illustrating a second control surface integratedly formed with a first control surface;
FIG. 4 generally illustrates the configuration of a submersible vehicle having control surfaces located adjacent the stern; and
FIG. 5 is a partial side elevation of the first and second control means of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
An underwater submersible vehicle generally designated 10, FIG. 4, includes inner pressure hull 10a, outer non-pressure hull 10b and control surfaces adjacent the stern such as a rudder 12, a vertical stabilizer 14 and equally laterally extending diving planes 16. Such control surfaces control the direction of the vehicle through the water by having sections thereof such as first control surfaces 16a, 16b and second control surfaces 16c, 16d capable of being pivoted angularly relative to the vehicle whereby the vehicle direction is responsive to water acting on the control surfaces when the surfaces are angularly pivoted.
Controlling the direction of an underwater submersible vehicle may be accomplished by diving planes 16 connected to the vehicle to be angularly pivotable relative thereto, see FIGS. 1 and 4. First control surface portions of planes 16 are connected to pivot therewith and include first plane stocks 18a, 18b extending laterally in opposite directions from vehicle 10, and first control surfaces 16a and 16b fixedly attached to first stocks 18a and 18b respectively.
Second control surface portions include second plane stocks 19a, 19b concentric with first plane stocks 18a, 18b extending laterally in opposite directions from vehicle 10, and second control surfaces 16c, 16d operably connected to the second stocks for pivoting.
Again in FIG. 1, second control surface may comprise a trailing edge 16c of the diving plane 16. In this manner, the second control surface portions are integratedly formed with the first control surface portions and are connected to be angularly pivotable therewith, or, pivotable relative to vehicle 10 and relative to the first control surface.
A first control means is operably connected to angularly pivot the first and second control surface portions as a unit without substantial relative movement therebetween. To accomplish this, the first control means includes a first control member 20, FIG. 2, pivotally mounted within vehicle 10 and fixedly attached to first plane stocks 18a and 18b.
A second control means is operably connected to angularly pivot the second control surface portions independently of the first control surface portions by providing second control members pivotally mounted within first control member 20 and operably connected, as will later be discussed in greater detail, for angularly pivoting the second control surface portions relative to vehicle 10 and relative to first control surface portions.
In this manner, the direction of vehicle 10 is responsive to water acting on the diving planes when those planes are angularly pivoted relative to the vehicle.
Advantageously, first control surfaces 16a, 16b are effective to control the attitude of the vehicle during relatively low speed operation due to their relatively large surface area as compared to the second control surfaces since low speed operation would require a larger control surface area to cause the vehicle direction to be responsive to water acting thereon. Similarly, second control surfaces 16c, 16d are effective to control the attitude of vehicle 10 during relatively high speed operation since during high speed operation a relatively smaller control surface area, as compared to the first control surface, would be sufficient to cause the vehicle direction to be responsive to water acting thereon. Therefore, the substantial differential control surface area between first control surface 16a, 16b and their respective second control surfaces 16c, 16d satisfies the high and low speed control requirements. Furthermore, the substantial differential control surface area between the first and second control surfaces is of an amount sufficient to permit the first control surfaces to be effective to control the attitude of the vehicle regardless of the angular position of the second control surfaces. Therefore, should the second control surfaces fail during a high speed diving operation, the speed of the vehicle may preferably be reduced and the effect of the first control surfaces will then override the effect of the second control surfaces regardless of the angular position of the second control surfaces.
Propeller shaft 24 is shown within the phantom outline of the hull of vehicle 10 in FIG. 2. First control member 20 appears as a rectangular structural member surrounding shaft 24 and is pivotally mounted within vehicle 10. Member 20 is fixedly attached to the first plane stocks 18a and 18b to turn the stocks in unison. Control surfaces 16a, 16b are fixedly attached to their respective plane stocks 18a, 18b which laterally extend in opposite directions from vehicle 10 as viewed in the drawing. A clevice 26, attached to member 20, is fastened to a guide cylinder rod 28 by pin 29. Rod 28 is actuated by a hydraulic cylinder, not shown.
The above substantially describes a typical control arrangement for the driving planes of a submarine. It should be noted that during pivoting of control surfaces 16a, 16b, the only point that remains fixed is a point on the centroidal axis common to first and second plane stocks 18a, 18b and 19a, 19b.
A novel feature provided to improve the above arrangement is the second control means which includes second control member or clevice 22 pivotally mounted within member 20 and fixedly attached to shaft 34. Clevice 22 is pivotally connected to guide cylinder rod 42 by pin 23. Rod 42 is actuated by a hydraulic cylinder, not shown. Therefore, connecting rod 42 is provided to actuate clevice 22 in a manner similar to that described above for rod 28 and clevice 26.
Shaft 34 is fixedly attached to members 35a, 35b and is also pivotally mounted, at opposite ends thereof, within member 20, FIG. 2.
Referring now to FIGS. 1 and 5, members 35a, 35b are pivotally connected to members 36a, 36b by pins 37a, 37b at one end of members 36a, 36b while pins 38a 38b pivotally connect the opposite end of members 36a, 36b to members 39a, 39b. Again in FIG. 2, members 39a, 39b are fixedly attached to second stocks 19a, 19b respectively which stocks are coaxially disposed within relatively larger diameter first stocks 18a, 18b.
The centerline of pin 23 may be positioned to coincide with the centroidal axis common to the first and second plane stocks. When rod 42 is actuated clevice 22 may pivot shaft 34 which causes simultaneous movement of members 35a, 35b. This movement is transmitted through members 36a, 36b via pins 37a, 37b and further transmitted to members 39a, 39b via pins 38a, 38b. As a result, second stocks 19a, 19b are caused to pivot with respect to first stocks 18a, 18b.
Since members of the control means herein described are identically arranged to control second control surfaces 16c, 16d, certain portions of the more detailed description which follows will only describe members having subscripts a and c. However, it will be apparent from the drawings that each member described as having subscript a has an equivalent counterpart b and each member described as having subscript c has an equivalent counterpart d. In this manner, various members may be more clearly described and unnecessary repetition may be avoided.
Referring now to FIGS. 1 and 3, fixedly attached to second stock 19a is circular member 50a so that the previously described pivoting of stock 19a will cause member 50a to pivot simultaneously therewith. Arms 51a, 52a are pivotally connected to member 50a by pins 53a, 54a at one end thereof while another end thereof, opposite the one end, is pivotally attached to second control surface 16c by pins 55a, 56a. In this manner the second control surface is operably connected to the second stock for pivoting.
In operation, when the centerline of pin 23 of clevice 22 is positioned to coincide with the centroidal axis of the first and second plane stocks, and the first control means 20 is actuated to angularly pivot first control surface 16a, the second control surface 16c will remain in the same position relative to first control surface 16a. That is, actuation of rod 28 connected to member 20 by pin 29 at clevice 26, pivots member 20 about the common centroidal axis of first and second stocks 18a and 19a thus angularly pivoting first control surface 16a and second control surface 16c relative to vehicle 10 with no relative movement between first surface 16a and its respective second surface 16c. In this manner, the first and second control surfaces are pivotable as a unit.
When rod 28 is in a neutral position such as a position causing the vehicle to travel substantially horizontally, the actuation of rod 42 will pivot rod 34 thus causing second surface 16c to angularly pivot relative to first surface 16a. That is, actuation of rod 42 connected to clevice 22 by pin 23 causes rod 34 to pivot relative to member 20. Thus members 35a, 36a, 39a transmit movement to second stock 19a. Movement of stock 19a actuates member 50a thus causing members 51a and 52a to pivot second surface 16c relative to vehicle 10 and relative to first surface 16a.
The foregoing has described a novel apparatus for effectively controlling the description of an underwater submersible vehicle during both high and low speed dives and further provides for reducing the effect of control failure during a high speed dive.
Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.