Park pawl safety latch system

Abstract

The present disclosure relates to a system and method for stopping the precession of a flywheel housing used in a gyroscopic roll stabilizer in a watercraft. The system and method include the use of a pawl safety latch that can be interlocked with a gimbal shaft to prevent rotation of the gimbal shaft and prevent precession of a corresponding flywheel housing.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit and priority of U.S. Provisional Application Serial No. 63 / 557,862, filed February 26, 2024, which is incorporated herein by reference. Technical Field

[0003] This disclosure relates to a system and method for stopping the precession of a flywheel used in a gyro-roll stabilizer in a marine vessel in the event of braking device failure. Background Technology

[0004] When a vessel is in the water, it is moved by waves, currents, and tides. These forces cause a vessel to move through six degrees of freedom: three rotational movements called roll (the vessel tilts about its longitudinal axis), pitch (rotates up / down along the lateral axis), and yaw (rotates about the vessel's vertical axis); and three translational movements called swell (linear forward and backward motion), roll (linear left and right motion), and heave (linear vertical motion). These movements can make life on a vessel uncomfortable or dangerous.

[0005] Historically, these movements were counteracted by stabilizing ballast, such as weighing barrels, rocks, water tanks, or other heavy objects placed in the ship's hull to mitigate their effects. These historical methods of combating undesirable ship movements, and particularly anti-roll effects, were heavy, slowed the ship, and occupied cargo space, rendering it unusable. Modern anti-roll technologies have improved upon these historical anti-roll measures. One such anti-roll technology is gyroscopic stabilization. Gyroscopic stabilization involves a flywheel positioned in a neutral orientation, with its axis of rotation approximately parallel to the ship's vertical or horizontal axis. The flywheel rotates within a flywheel housing, generating torque and angular momentum. The flywheel housing is attached to a frame rigidly mounted to the ship and capable of rotating about an axis of a universal joint perpendicular to the flywheel's axis of rotation. When the ship rolls, the flywheel housing precesses about the universal joint axis and generates a torque about the ship's roll axis. This torque counteracts the roll generated by the water, thereby stabilizing the ship.

[0006] To achieve vessel stability in maritime applications, the precession rate of the flywheel housing must be controlled. This precession rate is controlled by a precession braking system, which may comprise a combination of hydraulic, mechanical, and / or electrical components. Failure of one or more of these components can result in an uncontrolled precession rate, leading to performance degradation and safety hazards.

[0007] Therefore, there is a long-standing unmet need for safer and more efficient systems and methods to safely and reliably stop gyroscope precession in the event of electrical or mechanical failures in vessels at sea, and more specifically, in the event of failure of any component of the precession braking system. Summary of the Invention

[0008] This disclosure relates to a system and method for stopping precession in the event of a power failure (or braking device failure) on a surface vessel by engaging a pawl with a universal joint shaft from a gyro-stabilizer system.

[0009] In one embodiment of the system and method, an assembly for stopping the precession of a flywheel housing in the event of a braking device failure is disclosed, and the assembly may include: a pawl having a front latching pad, a rear latching pad, a pawl end stop, a pawl pivot bushing, a pawl compliant shaft, a pawl compliant sleeve, a solenoid and a solenoid plunger, and a universal joint shaft end having an orifice for the pawl, wherein the universal joint shaft is connected to a braking system, wherein the pawl is connected to the solenoid plunger, and wherein the solenoid plunger is electrically connected to the solenoid such that, in the event of a power failure or other braking failure, the solenoid can engage the pawl to interact with the orifice on the universal joint shaft end.

[0010] Braking devices used to stop the precession of the flywheel housing in a gyro roll stabilizer are typically made of hydraulic, mechanical, magnetic, or electrical components, or combinations thereof. If the braking device fails to operate as intended, its effectiveness may be compromised, creating a safety hazard that can only be mitigated by locking the flywheel housing to prevent precession. A stopping pawl safety latch is a novel concept for stopping the precession of the flywheel housing in the event of brake failure.

[0011] In this preferred embodiment of the present disclosure, the stopping pawl safety latch stops the uncontrolled precession of the flywheel housing without using a damaged precession braking system.

[0012] In another embodiment, the stop pawl safety latch assembly may include a universal joint shaft having two openings that serve as locking points and a stop pawl safety latch, the stop pawl safety latch including a pawl disposed at the distal end adjacent to the latch and shaped to engage with one of the openings to immediately lock the universal joint shaft in place, thereby preventing any further rotation of the flywheel housing and preventing the pawl from disengaging from the opening.

[0013] The stop pawl safety latch assembly disclosed herein can be used to stop the rotation of the flywheel housing (1) as a safety response to an alarm or malfunction, (2) to limit precession beyond its functional maximum value, or (3) as a standard means of shutting down the gyro roll stabilizer.

[0014] Therefore, the object of this disclosure is not to cover any previously known products, processes for preparing said products, methods for using said products, or treatment methods within this disclosure, thereby allowing the applicant to retain any rights to any previously known products, processes, or methods and thereby disclosing a disclaimer of liability for said products, processes, and methods. Furthermore, this disclosure is not intended to cover any product, process, or method for preparing or using said products within its scope, as this does not meet the written description and implementation requirements of the USPTO (35 USC § 112, paragraph 1) or EPO (Section 83 of the EPC), allowing the applicant to retain any previously described products, processes for preparing said products, or methods for using said products and thereby disclosing a disclaimer of liability for any previously described products, processes for preparing said products, or methods for using the products disclosed herein.

[0015] It should be noted that in this disclosure and particularly in the claims and / or paragraphs, terms such as “comprises,” “comprised,” and “comprising” may have the meanings given to them under U.S. patent law; for example, they may mean “includes,” “included,” “including,” etc.; and terms such as “consisting essentially of” and “consists essentially of” have the meanings given to them under U.S. patent law, for example, they allow elements not expressly referenced but exclude elements present in the prior art or affecting the essential or novel features of the invention.

[0016] These and other embodiments are disclosed or apparent from the following description and detailed description and are covered by the following description and detailed description. Attached Figure Description

[0017] Figure 1 An embodiment of this disclosure is shown, wherein a pawl is mechanically connected to a solenoid plunger and can be activated when power is cut off.

[0018] Figure 2 Depicting Figure 1 Side view of the pawl and solenoid plunger.

[0019] Figure 3 Depicting Figure 1 A perspective view of the pawl and solenoid plunger.

[0020] Figure 4A second perspective view depicts a pawl and solenoid system attached to a mounting bracket via a pawl compliant shaft.

[0021] Figure 5 A third perspective view depicts a pawl and solenoid system attached to a mounting bracket via a pawl compliant shaft.

[0022] Figure 6 An exploded view of the components, including the pawl, solenoid system, and connecting hardware, is depicted.

[0023] Figure 7 An embodiment of a pawl in a locked configuration is depicted.

[0024] Figure 8 A side view depicts the pawl disengaging from the solenoid system.

[0025] Figure 9 A second side view depicts the pawl disengaging from the solenoid system.

[0026] Figure 10 A front view depicting the pawl disengaging from the solenoid system.

[0027] Figure 11 A perspective view of the gyro roll stabilizer is depicted when the flywheel housing is in a stationary position.

[0028] Figure 12 Depicting Figure 11 Side view of a gyro roll stabilizer.

[0029] Figure 13 Depicting Figure 11 A side view of the gyro roll stabilizer with the side rails and universal joint cover removed.

[0030] Figure 14 Depicting from Figure 11 Exploded view of the flywheel housing and flywheel of the gyro roll stabilizer.

[0031] Figure 15 A perspective view of the gyro roll stabilizer is depicted when the flywheel housing rotates to the forward position.

[0032] Figure 16 Depicting Figure 15 Side view of a gyro roll stabilizer.

[0033] Figure 17 Depicting Figure 15 A side view of a gyro roll stabilizer with the side rails and universal joint cover removed and the pawl engaged with the universal joint shaft engaged.

[0034] Figure 18 A perspective view of the gyro roll stabilizer is depicted when the flywheel housing rotates to the rear position.

[0035] Figure 19 Depicting Figure 18 Side view of a gyro roll stabilizer.

[0036] Figure 20 Depicting Figure 18 A side view of a gyro roll stabilizer with the side rails and universal joint cover removed and the pawl engaged with the universal joint shaft engaged. Detailed Implementation

[0037] The following detailed description, given by way of example but not intended to limit the invention to the specific embodiments described, is best understood in conjunction with the accompanying drawings.

[0038] This disclosure generally relates to assemblies, systems, and methods 100 for safely stopping the uncontrolled precession of a flywheel housing 202 in a gyro-roll stabilizer 200 in the event of braking or electrical failure. In one embodiment, the flywheel housing 202 houses a flywheel 204 disposed in a neutral orientation, wherein the axis of rotation of the flywheel 204 is generally parallel to either the vertical or horizontal axis of the vessel to which the gyro-roll stabilizer 200 is attached. The flywheel 204 rotates within the flywheel housing 202, thereby causing the gyro-roll stabilizer 200 to rotate. In one embodiment, the gyro-roll stabilizer 200 can be attached to the vessel by fastening a side rail 206 of the gyro-roll stabilizer 200 to the vessel.

[0039] Assembly, method, and system for preventing precession of the gyro roll stabilizer 200 may include a pawl 102, a universal joint shaft 110, an aperture 126 capable of receiving the pawl 102, an energized solenoid 118 (having a solenoid housing 136), and a solenoid plunger 120 capable of applying force to one end of the pawl 102 during an electrical, hydraulic, or mechanical failure event. The assembly or system generally consists of... Figure 1 (Depicted as a "stopping pawl system"). The flywheel housing 202 is secured to a rotating surface 130, which follows the rotation of the flywheel housing 202. The universal joint shaft 110 is also secured to the rotating surface 130, and movement of the flywheel housing 202 and the rotating surface 130 causes the universal joint shaft 110 to rotate.

[0040] In one embodiment, the universal joint cover 208 is positioned to protect the universal joint shaft 110 from external components.

[0041] pawl

[0042] Figure 1 and 13A pawl 102 is depicted in a disengaged configuration relative to the universal joint shaft 110. Pawl 102 includes a first end with latching pawl teeth 134 and a second end with a solenoid plunger connector 132. The first end of the pawl with latching pawl teeth 134 further includes a front latching pad 104, a rear latching pad 106, and a pawl end stop 108. If the gyro roll stabilizer 200 is operating normally, pawl 102 will remain disengaged from the universal joint shaft 110, and the operator can close the gyro roll stabilizer 200 using a standard braking system.

[0043] The latching pawl teeth 134 of the pawl 102 can include various shapes and configurations and are configured to correspond to the shape of the aperture 126 disposed along the edge of the universal joint shaft 110 to optimize the locking action of the parking pawl system.

[0044] Figure 8-10 A preferred embodiment of the pawl 102, the latching pawl tooth 134, and the pawl end stop 108 is depicted. In one embodiment, the linear distance between the center of the hole 160 in the pawl 102 and the first side of the latching pawl tooth 134 is approximately 3 inches to 5 inches. In a preferred embodiment, the linear distance between the center of the hole 160 and the first side of the latching pawl tooth 134 is approximately 3.9 inches to 4.060 inches.

[0045] In one embodiment, the linear distance between the hole 160 and the second side of the latch pawl tooth 134 is approximately 2 inches to 4 inches. In a preferred embodiment, the linear distance between the center of the hole 160 and the second side of the latch pawl tooth 134 is approximately 3.090 inches to 3.350 inches.

[0046] In one embodiment, the angle between the plane rising vertically from the center of the hole 160 and the plane extending from the edge of the front latch pad 104 is in the range of approximately 16 to 18 degrees. In a preferred embodiment, the angle between the plane rising vertically from the center of the hole 160 and the plane extending from the edge of the front latch pad 104 is approximately 17 degrees.

[0047] In another embodiment, the angle between the plane rising vertically from the center of the hole 160 and the plane extending from the edge of the rear latch pad 106 is approximately 16.8 degrees to 18.8 degrees. In a preferred embodiment, the angle between the plane rising vertically from the center of the hole 160 and the plane extending from the edge of the rear latch pad 106 is approximately 17.81 degrees.

[0048] In one embodiment, the distance between the plane formed by the pawl end stop 108 and the parallel plane extending from the center of the bore 160 is approximately 2 inches to 4 inches. In a preferred embodiment, the distance between these planes is approximately 3.008 inches. The angle formed by the plane extending from the pawl end stop 108 and the plane extending horizontally from the center of the bore 160 is approximately 21 degrees to 23 degrees. In a preferred embodiment, the angle between these planes is approximately 22 degrees.

[0049] In one embodiment, the distance from the bottom side of the pawl 102 to the topmost portion of the latching pawl tooth 134 is approximately 1.5 inches to 2.5 inches. In a preferred embodiment, the distance is approximately 1.821 inches.

[0050] In a preferred embodiment of this disclosure, the latching pawl tooth 134 and the aperture 126 are configured to lock together when the universal joint shaft 110 is in intermediate rotation, so that the rotation of the universal joint shaft 110 stops immediately. The latching pawl tooth 134 is designed and tested under full load to achieve the locking action when the universal joint shaft 110 rotates at a significant angular velocity. The latching pawl tooth 134 is configured to remain engaged with the aperture 126 after a sudden stop or braking.

[0051] In one embodiment of this disclosure, the latching pawl teeth 134 and the aperture 126 can lock together when the universal joint shaft 110 precesses at a speed of up to 650 degrees per second. However, larger or smaller embodiments of this disclosure can be developed at different scales to achieve the same objective and realize the intended function. For example, in smaller alternative embodiments, the latching pawl teeth 134 and the aperture 126 are configured to lock together at a lower precession speed, and in larger alternative embodiments, the latching pawl teeth 134 and the aperture 126 are configured to lock together at a higher precession speed.

[0052] Braking system

[0053] In one embodiment of the invention, the stopping pawl system serves as a backup to the standard braking system of the flywheel housing 202. As will be understood by those skilled in the art, the braking system can be any suitable or desired braking system to achieve the intended purpose. Figure 1 and 11 -20 depicts the elements of a standard braking system, which may include a brake actuator (or "brake actuator") 124 and a brake actuator rod (or "actuator rod") 122. As shown, the brake actuator rod 122 is mechanically attached to the universal joint shaft 110 and is capable of slowing the rotation of the flywheel housing 202 when activated. When the braking system is not activated, the solenoid 118 remains energized by a power source such as a battery and does not engage the solenoid plunger 120 or apply force to the pawl 102. Figure 2-5A solenoid plunger 120 is depicted connected to a pawl 102 via a connecting rod 158. One end of the solenoid plunger 120 is connected to the pawl 102, and the other end is connected to the solenoid housing 136.

[0054] Figure 6 An exploded view of the pawl system 100 is depicted. (See attached image.) Figure 6 As shown, the pawl 102 is operatively connected to the solenoid plunger 120, and the solenoid plunger 120 is detachably connected to the solenoid housing 136.

[0055] The solenoid plunger 120 is connected to the pawl 102 via a connecting rod 158 and two rocker pins 156. A first end of the connecting rod 158 is positioned in a recess in the end of the solenoid plunger 120, and a second end of the connecting rod 158 is positioned in a recess in the end of the pawl 102. A first rocker pin 156 extends through a series of holes near the recess in the solenoid plunger 120, such that the first rocker pin 156 extends through the plunger and the connecting rod 158. A second rocker pin 156 extends through the pawl 102 (at the solenoid plunger connector 132) and the connecting rod 158. Figure 3-4 A rocker pin 156 and a connecting rod 158 are depicted, the connecting rod being configured to connect the solenoid plunger 120 to the pawl 102.

[0056] Spring 154, washer 146, nut 152, and mounting bracket 148 allow the solenoid plunger 120 to apply force to one end of pawl 102 in the event of de-energization of the solenoid 118 and solenoid plunger 120, such as in the event of an electrical failure. When energized, solenoid 118 retracts the solenoid plunger 120 into its non-extended position, compressing spring 154 located between solenoid 118 and pawl 102. When the solenoid plunger is de-energized, spring 154 expands and applies force to pawl 102, causing pawl 102 to rotate.

[0057] Mounting bracket 148 can be fixed to any component of a vessel on water as needed, and can be secured with multiple screws 150 and washers 144, such as... Figure 6 As shown. Figure 6 The components that allow the pawl 102 to rotate when needed are further depicted. A hole 160 in the pawl 102 can accommodate a pawl pivot bushing 116. The pawl pivot bushing 116 can accommodate a pawl compliant sleeve 112. The pawl compliant sleeve 112 contains a plurality of O-rings 138. The O-rings 138 surround a 1-inch compliant latch mechanism shaft 114.

[0058] In one embodiment, an additional O-ring 138 may be located on the opposite side of the 1-inch compliant latch mechanism shaft 114. The O-ring 138 on the opposite side of the 1-inch compliant latch mechanism shaft 114 is positioned substantially around the washer wedge lock 140. The fastener socket 142 extends through the washer wedge lock 140 and into the 1-inch compliant latch mechanism shaft 114, and is capable of receiving the fastener 146.

[0059] In one embodiment, the fastener 146 can be inserted through a washer 144 on one side of the pawl 102 and through a hole 160 to connect with a fastener socket 142 on the opposite side of the pawl 102, thereby ensuring... Figure 6 The components depicted in the diagram maintain connection and operation.

[0060] Figure 6 The components depicted allow the pawl 102 to rotate about an axis formed by the fastener 146 and the fastener socket 142, such that when a force is applied to one end of the pawl 102 by the solenoid plunger 120, the other end of the pawl 102 moves to engage with the orifice 126 in the universal joint shaft 110 to stop unwanted precession of the flywheel housing 202.

[0061] If the standard braking system successfully stops the rotation of the flywheel housing 202, the pawl system 100 can be activated as a backup system to further prevent the flywheel housing 202 from rotating.

[0062] Braking system failure

[0063] In the event of a mechanical, electrical, or hydraulic failure in the braking system, or if the gyro roll stabilizer 200 experiences a power loss, the brake actuator 124 may be unable to actuate the actuator rod 122, and therefore may be unable to slow the movement of the flywheel housing 202, and the stop pawl system 100 will be activated. Figure 7 , 17 Figure 20 depicts a pawl 102 in a locked configuration, wherein the latching pawl teeth 134 engage with a hole 126 in the universal joint shaft 110. The parking pawl system 100 can also be activated if a safety alarm or malfunction is detected in any operating system, or if the precession of the flywheel housing 202 exceeds its functional maximum. In such cases, standard braking systems may fail to stop uncontrolled flywheel housing precession, which, without braking, could reach an angular velocity of up to 600 degrees per second, causing serious damage to the vessel or bodily injury to its occupants.

[0064] For example, the brake actuator 124 and actuator rod 122 can be a hydraulic braking system. If the hydraulic braking system loses all hydraulic pressure, or if the components themselves are actually damaged, the hydraulic braking system will fail and lose control of the rotation of the flywheel housing 202.

[0065] Solenoid 118 is part of the pawl system 100 and is a redundant braking system that is completely separate from the brake actuator 124 and actuator rod 122.

[0066] In the event of a mechanical or electrical failure in the braking system, solenoid 118 engages solenoid plunger 120. When energized, solenoid 118 retracts solenoid plunger 120 into its non-extended position. Solenoid 118 remains energized during system operation and prevents solenoid plunger 120 from moving to engage pawl 102. If the gyro stabilizer 200 loses power, or if another fault triggers an alarm, solenoid 118 is de-energized, and spring 154 extends solenoid plunger 120, thereby engaging the movement of pawl 102. When solenoid 118 is de-energized, solenoid plunger 120 is engaged. When engaged, solenoid plunger 120 applies force to one end of pawl 102. Solenoid plunger 120 is mechanically connected to one end of pawl 102 at solenoid plunger connector 132. When the solenoid plunger 120 applies force to the pawl 102, the pawl 102 rotates around the rotation point.

[0067] In one embodiment, the pawl rotation point includes a pawl pivot bushing 116, a pawl compliant shaft 114, and a pawl compliant sleeve 112. Together, the pawl pivot bushing 116, pawl compliant shaft 114, and pawl compliant sleeve 112 allow the pawl 102 to rotate in such a way that when one end of the pawl 102 is moved by the solenoid plunger 120, the other end of the pawl 102 (the latching pawl tooth 134) can move into a configuration that engages with the orifice 126 of the universal joint shaft 110, thereby locking the flywheel housing 202 to prevent further application of rotational force.

[0068] However, one end of the pawl 102 is connected to the solenoid plunger 120, and the other end of the pawl 102 contains a latching pawl tooth 134. The latching pawl tooth 134 can be inserted into one of the multiple orifices 126 in the universal joint shaft 110. Once the latching pawl tooth 134 engages in the orifice 126 of the universal joint shaft 110, the stabilization system will brake regardless of whether there is a power supply to the system. Because the solenoid 118 activates the solenoid plunger 120 in the event of power loss, thereby engaging the pawl 102 to brake the system, any rotation of the flywheel housing 202 will be controlled, even if other systems on the ship have failed. This is superior to other emergency braking systems, such as hydraulic braking systems, which are more complex, require electricity to operate, and may not be able to maintain engagement or locking in the event of power loss.

[0069] Orifice and pawl latch end

[0070] The latching pawl tooth 134 is configured to fit into at least one corresponding aperture in the universal joint shaft 110. Two apertures 126 are located within the universal joint shaft 110. In a preferred embodiment, the two apertures 126 are located at the maximum rotation angle of the universal joint shaft 110. Once the pawl latching pad engages with the aperture 126, this allows the pawl 102 to immediately lock movement into the universal joint shaft 110. Alternative embodiments may include more or fewer than two apertures 126, which are located within the universal joint shaft 110 at any number of angles or desired positions.

[0071] Figure 1 The shape of the pawl latch end shown is illustrated as an example, but the latch pawl teeth 134 can be of any geometry to maximize the locking capability within the orifice; similarly, the corresponding orifice 126 can be of any shape capable of accommodating the latch pawl teeth 134. The orifice 126 and latch pawl teeth 134 are preferably shaped to maximize locking capability and stability even when the universal joint shaft rotates at a significant angular velocity. Preferably, the latch pawl teeth 134 of the pawl 102 are configured such that once the latch pawl teeth are locked into the corresponding orifice 126, the latch pawl teeth 134 will not accidentally disengage.

[0072] Figure 15-17 A gyro roll stabilizer 200 rotated to a forward position is depicted, wherein a pawl 102 is engaged to prevent rotation of the gyro roll stabilizer 202. When the gyro roll stabilizer 200 is rotated to the forward position, a latching pawl tooth 134 is positioned within a aperture 126 of the universal joint shaft 110, such that a rear latching pad 106 is positioned to contact the inner wall of the aperture 126. In one embodiment, the flat edge of the rear latching pad 106 is flush with the inner wall of the aperture 126. Similarly, at least a portion of the pawl end stop 108 is positioned to contact another inner wall of the aperture 126. In one embodiment, the flat edge of the pawl end stop 108 is flush with a portion of the inner wall of the aperture 126.

[0073] exist Figure 17 In the embodiment shown, the latching pawl teeth 134 are positioned within the aperture 126 such that the latching pawl teeth prevent the universal joint shaft 110 from rotating back to its rest position (e.g., Figure 11-14 (As seen in the image) or rearward position. The rear latching pad 106 applies force to the wall of the orifice, which prevents the universal joint shaft 110 from rotating back to its rest position (or rearward position). If the universal joint shaft 110 continues to rotate in the forward direction, the front latching pad 104 will contact the inner wall of the orifice 126 and prevent the universal joint shaft 110 from rotating further forward.

[0074] Figure 18-20 A gyro stabilizer 200 rotated to a rearward position is depicted, wherein a pawl 102 is engaged to prevent rotation of the gyro stabilizer 202. When the gyro stabilizer 200 is rotated to the rearward position, a latching pawl tooth 134 is positioned within a aperture 126 of the universal joint shaft 110, such that a front latching pad 104 is positioned to contact the inner wall of the aperture 126. In one embodiment, the flat edge of the front latching pad 104 is flush with the inner wall of the aperture 126. Similarly, at least a portion of the pawl end stop 108 is positioned to contact another inner wall of the aperture 126. In one embodiment, the flat edge of the pawl end stop 108 is flush with a portion of the inner wall of the aperture 126.

[0075] exist Figure 20 In the embodiment shown, the latching pawl teeth 134 are positioned within the aperture, such that the latching pawl teeth prevent the universal joint shaft 110 from rotating back to its rest position (e.g., Figure 11-14 (As seen in the image) or forward position. The front latching pad 104 applies force to the wall of the orifice 126, which prevents the universal joint shaft 110 from rotating back to its rest position (or forward position). If the universal joint shaft 110 continues to rotate in the rearward direction, the rear latching pad 106 will contact the inner wall of the orifice 126 and prevent the universal joint shaft 110 from rotating further rearward.

[0076] In one embodiment, and as Figure 11-20 As depicted, the orifice 126 of the universal joint shaft 110 includes three inner walls, which generally correspond to the front latch pad 104, the rear latch pad 106, and the pawl end stop 108. The first orifice 126 is used to stop the universal joint shaft in a forward position, and the second orifice 126 is used to stop the universal joint shaft in a rearward position. In alternative embodiments, the universal joint shaft 110 may include a single or more than two orifices 126.

[0077] Catastrophic failure test results

[0078] It has been observed that, during a catastrophic failure, the flywheel housing 202 can rotate at a rate of approximately 600 degrees per second. Without the braking system or pawl 102 to limit this, it could take several hours to slow and stop. This magnitude of angular velocity can also cause severe damage to the vessel and injury to the crew.

[0079] The pawl 102 disclosed herein has been tested under full load conditions and has successfully stopped the uncontrolled rotation of the flywheel housing 202. Specifically, it was observed that the pawl 102 engages with the orifice and locks the movement of the flywheel housing 202 at an angular velocity of up to 600 degrees / second (the maximum rotational rate observed in an uncontrolled system). In one embodiment, the pawl 102 can engage with the orifice and lock the movement of the flywheel housing 202 at an angular velocity greater than 600 degrees / second.

[0080] Pawl misalignment test results

[0081] Under normal conditions, the pawl 102 and the universal joint shaft 110 are preferably coplanar and parallel to each other. This helps to securely lock the latching pawl teeth 134 of the pawl 102 into the hole 126 located on the universal joint shaft 110. However, during a failure or under other circumstances, the pawl 102 and the universal joint shaft 110 may become misaligned or displaced.

[0082] Misalignment between the pawl 102 and the universal joint shaft 110 can occur naturally using the device. In a preferred embodiment, the pawl-holding system 100 uses fasteners with tight tolerances to secure the components and minimize misalignment.

[0083] It was observed that the pawl 102 was able to successfully lock with the universal joint shaft 110 even when misaligned. Specifically, it was observed that the pawl 102 was able to form a locking engagement with the hole 126 in the universal joint shaft 110, wherein the frame misalignment between the pawl 102 and the universal joint shaft 110 was 1.5 degrees, and they were no longer coplanar or parallel to each other.

[0084] The stopping pawl system 100 operates most effectively when the universal joint shaft 110 and the pawl 102 are misaligned by 1.0 degree or less. However, the pawl 102 is designed to stop the rotation of the flywheel housing 202 even when the vertical plane of the universal joint shaft 110 and the vertical plane of the pawl 102 are misaligned by at most 1.5 degrees.

[0085] Multi-directional testing

[0086] During operation within the gyro-roll stabilizer 200, angular momentum causes the universal joint shaft 110 to move in multiple directions. The stopping pawl system 100 is capable of stopping the movement of the universal joint shaft 110 regardless of its current direction of movement. Specifically, the pawl 102 is designed to successfully achieve a locking configuration with the universal joint shaft 110 by engaging the latching pawl teeth 134 into the corresponding aperture 126 when the universal joint shaft 110 rotates at a significant angular velocity in any direction of movement. This ensures that when brake failure occurs, the pawl 102 will be able to immediately lock onto the universal joint shaft 110, regardless of where the universal joint shaft 110 is positioned in the arc of movement.

[0087] Although the invention and its advantages have been described in detail, it should be understood that various changes, substitutions, and alterations can be made herein without departing from the spirit and scope of the invention as defined in the appended claims. Following the detailed description of preferred embodiments of the invention, it should be understood that the invention as defined in the foregoing paragraphs is not limited to the specific details set forth in the description, as many apparent variations are possible without departing from the spirit or scope of the invention.

Claims

1. An emergency brake for preventing precession of the gyroscope flywheel housing in the event of brake failure, said emergency brake comprising: A solenoid plunger having an inner portion disposed within a cavity of a solenoid and an outer portion extending downward from the cavity of the solenoid, the solenoid plunger being oriented to move along a first axis in a linear path; A pawl having a first end, a second end, and a through hole disposed between the first end and the second end, the first end of the pawl being rotatably connected to the solenoid plunger; A pivot is disposed within the through-hole of the pawl, and the pivot is oriented to allow the pawl to rotate about a second axis; Universal joint shaft, the universal joint shaft having a peripheral wall and a plurality of holes disposed along the peripheral wall, the universal joint shaft being oriented to oscillate about a third axis parallel to the second axis; The latching pawl teeth extend from the second end of the pawl and are configured to engage one of the plurality of orifices disposed along the peripheral wall of the universal joint shaft; and The solenoid, the pawl, and the gimbal shaft are operatively connected to a gyro roll stabilizer, and the gyro roll stabilizer causes the gimbal shaft to oscillate about the third axis.

2. The emergency brake according to claim 1, wherein the emergency brake system moves between a disengaged position and an engaged position.

3. The emergency brake of claim 2, wherein when the system is in the disengaged position, the latch pawl teeth are spaced apart from the universal joint shaft, and the universal joint shaft oscillates freely about the third axis.

4. The emergency brake of claim 2, wherein the solenoid plunger moves in a downward direction away from the solenoid to rotate the pawl from a disengaged position to an engaged position. The solenoid plunger applies downward pressure to the first end of the pawl, thereby causing the second end of the pawl to rotate upward about the second axis; and When the pawl is in the engaged position, the latching pawl teeth interlock with one of the plurality of holes in the universal joint shaft.

5. The emergency brake of claim 2, wherein the latching pawl tooth extends vertically from the second end of the pawl, and the latching pawl tooth comprises: a front latching pad forming a first edge of the latching pawl tooth, a rear latching pad forming an opposing second edge of the latching pawl tooth, and a pawl end stop forming a third edge and connecting the front latching pad and the rear latching pad.

6. The emergency brake of claim 2, wherein when the system is in the engaged position, the latching pawl teeth are disposed within the orifice of the universal joint shaft, and the latching pawl teeth prevent the universal joint shaft from freely oscillating about the third axis; The inner edge of one of the plurality of orifices of the universal joint shaft interlocks with the first edge of the latching pawl tooth.

7. An emergency braking system for preventing precession of the gyroscope flywheel housing, said emergency braking system comprising: Universal joint shaft, the universal joint shaft being rotatable about a first axis and having a plurality of holes disposed along the peripheral edge of the universal joint shaft; A pawl, the pawl having a first end and a second end, The pawl is rotatable about a second axis positioned between the first end and the second end; The pawl and the universal joint shaft are arranged in the same plane; The latching pawl teeth extend from the first end of the pawl and are configured to engage one of the plurality of orifices disposed along the edge of the universal joint shaft. as well as A solenoid plunger, which is partially disposed within the cavity of the solenoid and connected to the second end of the pawl.

8. The emergency braking system of claim 7, further comprising a power source electrically connected to the solenoid such that when the power source is activated, the solenoid plunger retracts into the cavity of the solenoid.

9. The emergency braking system of claim 8, further comprising a spring compressed between the second end of the pawl and the cavity of the solenoid, wherein when the power is deactivated: The spring decompresses and applies force to the solenoid to extend the solenoid plunger from the cavity of the solenoid; and The solenoid plunger pushes the second end of the pawl downwards, causing the first end of the pawl to rotate about the second axis.

10. The emergency braking system of claim 9, wherein when the first end of the pawl rotates about the second axis, the latching pawl teeth engage with one of the plurality of orifices disposed along the peripheral edge of the universal joint shaft.

11. A method for braking a gyroscope roll stabilizer, wherein the gyroscope roll stabilizer includes a flywheel that rotates within a flywheel housing, thereby causing oscillation of a gimbal shaft, the method comprising the steps of: De-energize the solenoid to allow the solenoid plunger to extend along a first axis away from the solenoid housing, wherein the solenoid plunger is disposed within a cavity of the solenoid housing; A downward force is applied to the first end of the pawl using the solenoid plunger, wherein the solenoid plunger is connected to the first end of the pawl; The second end of the pawl is rotated about a second axis, the second end of the pawl including latching pawl teeth; and The latching pawl teeth are interlocked in a hole located in the periphery of the universal joint shaft to prevent the universal joint shaft from oscillating.

12. The method of claim 11, wherein the latching pawl teeth extend substantially perpendicularly from the second end of the pawl.

13. The method of claim 11, wherein the flywheel housing oscillates at a speed greater than 600 degrees per second before the solenoid is de-energized.

14. The method of claim 11, wherein the first braking system cannot prevent uncontrolled precession of the flywheel housing before the solenoid is de-energized.

15. The method of claim 11, wherein after interlocking the latching pawl teeth within the orifice of the universal joint shaft, the method comprises the following additional steps: Re-energize the solenoid to retract the solenoid plunger back into the cavity of the solenoid housing along the first axis; When the solenoid plunger retracts into the cavity of the solenoid housing, an upward force is applied to the first end of the pawl by the solenoid plunger; and The second end of the pawl is rotated about the second axis to remove the latching pawl tooth from the orifice of the universal joint shaft.

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