US3664366A

US3664366A - Fluid pressure regulating device

Info

Publication number: US3664366A
Application number: US793855*A
Authority: US
Inventors: Oscar Ferrer Munguet
Original assignee: Individual
Current assignee: Individual
Priority date: 1968-01-25
Filing date: 1969-01-24
Publication date: 1972-05-23
Anticipated expiration: 1989-05-23
Also published as: GB1262136A; FR2000743A1; BE727362A; GB1262137A; DE1902900A1; NL6901211A; ES349747A1

Abstract

A regulating device for adjusting the pressure and/or volume of a body of gas or liquid relative to an ambient or exterior gas or liquid. The regulating device has particular application in marine situations and can be installed in a submersible vessel, e.g. a diving device or a submarine, to control the condition of flotation of the vessel on or under the sea or other large water mass. Various embodiments of the regulating device and their uses are given.

Description

O United States Patent [151 3,664,366 Munguet [4 1 May 23, 197 2 54] FLUID PRESSURE REGULATING 3,487,647 1 1970 Brecht ..1 14 163 DEVICE 863,532 8/1907 Hector ..114 16.3

1,240,189 91917 F .....l1416. [72] Inventor: Oscar Ferrer Munguet, Balmes 188, 6la l 888 667 $1932 22 1 2 Bmekna Spam 3,104,675 9/1963 Blenman ..137 225 [22] Filed: Jan. 24, 1969 Primary Examiner-M. Cary Nelson 21 A l.N 793 85 i 1 PP 5 Assistant ExaminerRichard Gerard AttomeyMcGlew and Toren [30] Foreign Application Priority Data Jan. 25 1968 Spain ..349,747 [57] ABSTRACT A regulating device for adjusting the pressure and/or volume [52] U.S. Cl ..137/209, 1 14/16 E, 417/237 of a body f gas or liquid relative to an ambient or exterior gas [51] Int. Cl ..B63g 8/24 or liquid The regulating device has particular application in [58] Fleld of Search 1 l 344, 225, marine Situations and can b installed in a Submersible vessel 1 14/163 16 E e.g. a diving device or a submarine, to control the condition of flotation of the vessel on or under the sea or other large water [56] References cued mass. Various embodiments of the regulating device and their UNITED STATES PATENTS uses are given- 1,473,314 11/1923 Poccia ..417/237 9 Claims, 11 Drawing Figures 1 L 74 I l- 5 11 5 1 V 8 11 12 4 3 10 9 age-4 PATNTEDMAY23 1972 3, 664, I366 SHEETIUFQ mun/rm I Dscmz FS'REER MIA 6067 WWM W m n'rrogueys FLUID PRESSURE REGULA'IING DEVICE The present invention relates to a device for regulating the pressure and/or volume of a first fluid mass in relation to the variable pressure of a second fluid mass.

For the regulation of fluid masses, such as when they are introduced into compartments in order to obtain certain floating conditions, several methods are already known which are useful in the rescue of sunken vessels, for instance, compressed air is blown into some sections of the vessel or into diving dresses, diving-bells or other diving devices, either static or dynamic. In all these procedures, systems are used which are manual or involve little automatic control and result in slow operation as well as not being very efficient and safe, since they depend unduly upon the human factor. Also, these systems can cause considerable losses of gas due to forced expulsion of this in each change of level in succesive series of rises and falls in depths.

An object of the present invention is to overcome these disadvantages, in order that the apparatus referred to can be compared in its functioning to the operation of the natatorial bladder system of a fish. This system, in accordance with the explanations of Giuseppe Colosi, Director of the Zoological Institute of the University of Florence, in its work Marvels of the Sea, makes the tissues and other organs of the fish suitable to resist the pressure at any submarine depth in spite of its natural fragility. The natatorial bladder of the fish, in this case, is equivalent to a space full of gas, maintained at an internal pressure perceptibly equal at all times to the pressure of the exterior where it is placed and which, as it is known, can vary in pressure at any moment, according to depth and other factors.

In order that the invention and its operation may be readily understood, several embodiments are described below in conjunction with the accompanying drawings, in which:

FIG. 1 illustrates one possible arrangement of the components of a device for regulating the pressure of a first fluid mass relative to a second fluid mass;

FIG. 2 shows on a larger scale and in more detail a control device shown in FIG. 1;

FIG. 3 shows another embodiment of part of the device, i.e. the main container, shown in FIG. 1;

FIG. 4 shows another embodiment of the main container;

FIG. 5 shows diagrammatically a two-stage compressor of an alternative type to that forming part of the device shown in FIG. I; v

FIG. 6 shows diagrammatically a three-stage compressor, which can be used instead of the compressor used in the general assembly of the device according to the invention;

FIG. 7 shows diagrammatically a known form of multicylinder compressor which may replace the compressor used in the device of FIG. 1;

FIG. 8 shows a longitudinal vertical section through a vessel in which a regulating device according to the invention has been installed;

FIG. 9 shows a modification of the device of FIG. 8;

FIG. 10 shows a regulating pendulum for controlling horizontal stability of a vessel fitted with the device of the invention during immersion;

FIG. 11 shows a half-transverse cross-section of a submarine hull, illustrating another possible installation of the device according to the invention.

The regulating device may be used either to control the depth of a submarine equipped with a pressure hull by varying the ratio of gas to water in its ballast tanks or to maintain the air pressure inside a surface vessel which has been adapted for underwater travel but does not have a pressure hull resistant to the external water pressure. In either case, as shown in FIG. I, the basic components of the device may be located outside the habitable hull 2 of the submarine or the vessel, except for the necessary controls. A two-stage compressor 1 is mounted outside the hull 2, together with its associated electric motor, to which it is drivingly connected in known manner. The compressor 1 comprises a first-stage cylinder 7 and a second-stage cylinder 8. Admission and exhaust valves of the first-stage cylinder 7 are indicated at 3 and 4 respectively, and the corresponding admission and exhaust valves of the second-stage cylinder 8 are indicated at 5 and 6. A safety valve 9 for avoiding excessive overpressure in the cylinder 7 is provided, while an automatic control device 10 for controlling the final pressure established in the first-stage cylinder 7 during operation is also provided.

A throttle valve 11, operation of which is controlled by the control device 10, regulates the gas or air which passes through such valve 11 from an inlet line 12 to the valve 3. A three-way valve 13, which is operated electrically by a switch 28 described in detail below, can be operated so that gasses pass from first-stage cylinder 7 via the outlet'valve 4 and then the inlet valve 5 to the second-stage cylinder 8 or instead to a delivery line 14 which, like the line 12, is connected to a container 15, which in this case is a ballast tank of a conventional submarine. A third line 16 is connected via the exhaust valve 6 of the second-stage cylinder 8 to a series of high pressure bottles l7. 1

The regulating tank or container 15 communicates at the bottom with the water outside the vessel, so that this water rises in the container to a level, indicated at 21, corresponding to the position of equilibrium at the particular depth of the submerged submarine. Inside the container 15 above the level of the water, there is a space 19 which is occupied by gas, so that, for a constant amount of gas, the water will rise from the level 21 to a higher level 22 or will fall to a lower level 20, in accordance with any increase or decrease of the depth and therefore of the ressure of the water outside. These variations of level inside the container 15 cause corresponding movement of a float 23. This is connected by a rod 44 to one end of a two-armed lever 24, the other end of which is an actuator for a valve 27 and, if required, also for the electric switch 28. Displacement of the float 23 causes the lever 24 to actuate the valve 27 or the electrical switch 28, according to the direction of the movement of the arms of the lever 24. A control member 26, operated from the interior of the hull 2, actuates a small electric motor 25 which is coupled to the lever 24 and also to the rod 44 attached to the float 23. Operation of the motor 25 not only permits the float to rise or fall independently of the level the water has reached inside the container 15, but also reverses the operation of the lever 24, as will be described below. This occurs while the operator maintains the control member 26 in operation, i.e., so as to obtain the desired level inside the container 15, as marked or signalled by corresponding indicators.

The valve 27 is located in the line 16 and is connected by another line 43 to the upper part of the container 15, so that actuation of the valve 27 by rising of the float 23 can connect the space 19 in the container 15 with the bottles 17.

FIG. 2 shows a longitudinal cross-section of the device 10 for controlling the final pressure (i.e., intended to maintain the latter constant but so as to not exceed the ultimate strength of the compressor walls). The housing of the control device 10 is connected via a tube 29 and a regulating member 30 with the interior of the first-stage cylinder 7, i.e., to the compression chamber of the compressor 1.

The tube 29 is divided into

branches

29a and 29b, each of which is connected by a gas-tight union to a spring-loaded

piston

31 or 32 located in the housing of the device 10. The spring which corresponds to the piston 31 is adjusted to a pressure somewhat lower than the normal pressure in the firststage cylinder, while the spring corresponding to the piston 32 is adjusted to a pressure slightly higher. A double ratchet 33 which has its teeth directed in opposite directions, cooperates with pawls forming one limb of each of two

rocker levers

34 and 35. The lever 34 is coupled to the two

pistons

31 and 32 and operates to advance the ratchet wheel 33 in an anticlockwise direction, as viewed in FIG. 2, whereas the lever 35 is coupled at 36 to a push rod 38 and operates to advance the ratchet wheel 33 in a clockwise direction, as viewed in FIG. 2. The push rod 38 is in turn connected to a two-armed lever which carries a cam follower, so that at each revolution of the cam 37 secured to the crankshaft of the compressor 1, FIG. 1, the shaft 33 carrying the ratchet 33 is rotated. The shaft 33' serves to drive the throttle valve 11, FIG. 1.

If there is a pressure in the first-phase cylinder 7 between the two pressures for which the

pistons

31 and 32 are adjusted, then by operation of the piston 31, the lever 34 causes rotation of the shaft 33 by an amount equivalent to one tooth of the ratchet 33, which would be then followed by a similar amount in the opposite direction during the same cycle of the compressor, due to the cam 37 and its cooperating

elements

38 and 36 acting on the lever 35, i.e., since the latter is adjusted for an identical movement of one tooth at a time in the opposite direction. The shaft 33 would thus return to its initial position.

n the contrary, if there is an excess pressure, the piston 32 would operate, causing rotation of the shaft 33 by an amount equal to two of the teeth, so that on the following reversal by one tooth, caused by the action of the cam 37 and the rod 38 on the lever 35, it is evident that the shaft 33 is advanced angularly by the distance of one tooth relative to its initial position in the same compression cycle.

Otherwise, if there is a pressure inside the cylinder which is too low to actuate the piston 31 or the piston 32, the shaft 33' remains stationary as regards the lever 34, but not as regards the other lever 35. Consequently, on ending the corresponding compression cycle, the shaft 33 is located in an angular delayed position, which, by means of the corresponding transmission to the throttle valve 11, results in a larger final pressure in the compression cycle.

In FIG. 2, 39 and 40 indicate limit stops for the strokes of the

pistons

31 and 32 respectively, while other

adjustable stops

41 and 42 cooperate with the

levers

34 and 35.

The communicating tube 29 allows the pressures in the firststage cylinder 7 to operate the

pistons

31 and 32, and it can be seen that this operation can be obtained by air or gas coming directly from the compression chamber of the cylinder, or by means of any other intermediate fluid, such as oil. In the latter case, this fluid can be principally contained in the regulating member 30, which isclosed at the top and at the bottom by two

auxiliary pistons

50 and 51, respectively, the first serving to transmit the pressure from the first-stage cylinder 7 and the second serving to function as a storage or regulation device, for instance, during the filling operation.

As regards operation of the regulating device according to the invention, there are three cases to consider: first, when the submarine is motionless at a predetermined depth; second, when there are changes in its depth along a given vertical line; and third, when the submarine is navigating under-water. In these three cases of immersion, the compressor 1 (FIG. 1) should have been started from the first moment of immersion.

In the first case, the float 23 occupies a constant level inside the tank 15, as for instance the level 21, so that the space 19 occupied by gas also contains a constant mass of air or gas which is subject to a pressure equal to that of the exterior water at that depth. Under these circumstances, the compressor 1 withdraws a constant volume of gas from the space 19, by means of the tube 12, in order to return it, in each cycle of compression, to the same space 19 by means of the tube 14, while the second-stage cylinder remains inactive, and the valve 6 closed, because of the constant pressure of the gas contained in the bottles 17. In this position of equilibrium for the submarine at such constant depth, if a descent to the seabed were to begin, as the pressure of the exterior water increases and the gas in the space 19 is compressed, the level of the water within the tank rises together with the float 23, and this makes the lever 24 operate to open the valve 27, so that then air or gas is sent into the space 19 from the bottles 17 through the tube 43, until the float 23 recovers its initial level 21, when the lever 24, having gained its neutral position, causes the valve 27 to close again. If, on the contrary, the submarine has ascended to the surface, the air or gas contained in 19 would have been expanded, because of the lower pressure of the external water, causing the float 23 to descend, for instance to the level 20, making the lever 24 operate the electrical switch 28, in order to actuate the three-way valve 13 and so cause the gas exhausted from the first-stage cylinder 7 to be transferred to the second-stage cylinder 8, instead of returning to the space 19, in order to be compressed and stored in the bottles 17 after going through the exhaust valve 6 and the line 16, until the float 23 finally regains its neutral or original level 21, when the lever 24 no longer operates the switch 28.

In the second case, i.e., if it is desired to change depth along the vertical, this is obtained by changing from the level 21 where the float 23 is initially, either to a lower position 20. if one wishes to ascend to the surface, or to a higher level 22. if it is desired to descend to a greater depth. Thus, when it is desired to reduce depth or to ascend, it is only necessary for the operator in the habitable hull to operate the switch or control 26 so as to cause operation of the small electric motor 25, in order to shorten the telescopic rod 44 which connects the float 23 to the lever 24, in such a way that the float 23 is made to descend to the desired level 20. At the same time, the lever 24 now operates in the opposite direction to the previous case, ie, it now actuates the valve 27, so as to cause the air or gas coming from the bottles 17 to be sent to the space 19, until the water inside the tank 15 reaches the desired lower level 20 and as indicated by visual signals or indicators in the interior of the habitable hull. When this occurs, the operator manipulates the control 26, so as to leave the components as they were previously, with the exception of the new setting for the float 23 and the corresponding shorter length of the telescopic rod 44, for the actual neutral position of the lever 24. On the contrary, if one desires to descend to a greater depth, the operator manipulates the control 26 in the opposite direction, so as to cause reverse operation of the small electric motor 25, in order that the telescopic rod 44 becomes extended and so causes the float to occupy a higher position, for instance the level 22; at the same time, the lever 24 acts in the opposite direction to the previouscase, i.e., acting on the switch 28 in order to cause the second-stage cylinder of the compressor to come into action and so cause air or gas to be extracted from the space 19 and to be stored in the bottles 17, for the time during which the level of the water within the tank 15 has not reached the higher level 22, as indicated or signalled in the interior of the habitable hull, at which moment the operator ceases to operate the control 26, thus leaving the components as they were before, with the exception of the new setting for the float 23 and a longer length of the telescopic rod 44, for the actual neutral position of the lever 24.

In the third case, i.e., when the submarine is already navigating underwater using its propellers and depth vanes, the principal advantage of the device according to the invention lies in that it constitutes a safety element against excessive depths which could result in deformation or even crushing of the habitable hull, because, due to the manner of operation of the compressor 1 in combination with the automatic control device for the final pressure, if the safe limiting depth for the submarine under normal conditions is exceeded, at which it is not possible to obtain a greater degree of throttling at the inlet to the first-stage cylinder of the compressor 1, then the correspondingly greater final pressure inside the cylinder operates the safety valve 9, in such a way that a suitable electrical connection, for instance, would be enough to start any kind of alarm. Further, if preferred, the device can be arranged to initiate either the introduction of air into the ballast tanks or an adjustment of the depth vanes until the submarine has returned to a lesser depth, without the need of any surveillance on the part of the crew. No less interesting in this aspect of safety during underwater navigation is the possibility of actuating an alarm indicating excessive depth always a little before the limit of safety for the submarine has been reached, by simply graduating the maximum throttle capacity by means of the valve 11, so that this limit is reached a few meters before the admissible maximum depth. Under these conditions of underwater navigation, it would not be necessary for all the elements related with the lever 24 and the float 23 to operate, as it is sufficient for the compressor 1 to operate continuously, by drawing in air or gas from the space 19 and returning it to the space, since the submarine normally maneouvers when submerged by means of its rudders, vanes and propellers and so variation of the level of the water inside the regulating tank is not particularly significant.

Another improvement in safety during underwater navigation includes the addition of a hammer operated by a cam moved by the revolutions of the compressor. This hammer can be arranged to contact a bell or a membrane at one or more points inside or outside the hull of the submarine, in such a way that the sound given by the resultant hammering is a signal for the crew that something is not working properly, so that a return to surface is indicated. In FIG. 11, the compressor l is installed close to the habitable hull 81, in the case where the hammer is used to hit the hull and where the device has been installed inside one of the ballast tanks of the external structure 82.

As regards other advantages of the device shown in FIG. 1, in addition to the three fundamental cases already described, the compressor 1 can be used during surface navigation to fill the normal bottles of air in such vessels, apart from the bottles 17, by drawing air in directly from the atmosphere through the valve 18, for instance, assuming the latter is independent of the tank 15.

The container 15 was described in relation to FIG. 1 as having an opening at the bottom, so as to establish communication with the external water and it is evident that this construction can be varied in many different ways within the scope of the present invention.

Thus, in FIG. 3, for instance, another construction for the tank I5 is illustrated, this time being of a compact and elastic type, in such a way that the space 19 for the gas constitutes the interior of the container. In this case, it is evident that the construction and expansion of the elastic walls 45, subjected in use to the pressure of the external water, would cause corresponding actuation of the rod 44 and its

attached elements

24, and 26, in a similar way to that described for the analogous components represented in FIG. 1. In the same way, the auxiliary rod 46 indicates contraction or expansion of the elastic walls 45, equivalent to the

levels

20, 21 and 22 mentioned in connection with the previous embodiment.

Another example of construction of the tank or container 15 is shown in FIG. 4, for those cases in which it is not convenient for the exterior water to pass directly into the tank 15. An auxiliary container 49 and the main container 15 are interconnected and contain a fluid 48 which is a different density and which is immiscible with water. The water enters the auxiliary container 49 through a pipe 47, varying the level in the auxiliary container and thus the level in the main container to actuate the float 23.

Regarding other possible constructions for the compressor 1, it is evident it can be of any other type, including rotary compressors. Piston compressors, when used, can be of a very simple construction, such as those having an even multiple of cylinders as shown in FIGS. 5 and 7, particularly when the need is to navigate at a small depth or when dealing with low pressures in the storing of air or gas in the bottles 17, since in such cases these compressors may be even of the single stage type. Naturally, in cases in which it is more convenient to use air or gas under high pressure, it would be preferable to use two or more stages, like the one illustrated in FIG. 6. In the latter case, while the cylinder 52 operates as described in connection with FIG. 1, the remaining

cylinders

53 and 54 serve to till the bottles 17. It is possible, naturally, to interchange the first and second stage cylinders and also combine them in other ways.

Referring now to the use of the invention in connection with light structures, as for instance surface vessels or aircraft these can easily be made for submerged use or underwater navigation without basic reinforcement of their structures. The following description is of a real case of a surface vessel, built in the usual way with water-tight compartments formed by means of transverse bulkheads, as used in certain merchant ships, particularly oil tankers, like the one shown in FIG. 8 with the reference numeral 54. In this vessel, the water-tight compartments are indicated at 55, 56, 57, 58, 59, 60, 61, 62 and 63. Reference 62 corresponds to the engine compartment, which in the present example has for propulsion a diesel engine of the multi-cylinder type, as is usual in such ships and as shown in FIG. 7.

As is known, this type of engine is started by compressed air previously stored in bottles, so that in this example it can be assumed that the filling of such bottles is done by using one or two cylinders of the same engine as compressors, while the other cylinders serve to give power in the normal way. In FIG. 8, 64 indicates the superstructure, usually found in the stern of this type of vessel, while 21 represents the level of the water when navigating on the surface.

For the case of immersion being described, this oil tanker has been provided with a habitable chamber 65 in which can be located not only the principal controls for the immersion, but also in which those members of the crew in charge of the engine, etc. can remain when not occupied in the engine compartment 62. At 66 is indicated a structure in the form of a hollow main mast, intended to contain or protect tubes for the admission of air and the exhaust of combustion products to and from, respectively, the propulsion engine. The structure is also for use during navigation when submerged near the surface, in this connection it may house an auxiliary periscope and serve to support a small external observation post, in the top end 67, near the surface or level 22, as shown in FIG. 8. This column or hollow mast 66 can also be used by the crew to leave the vessel when, in an emergency, it would be advisable or convenient not to return it to the surface. In order to ensure stability during navigation in the submerged condition, the vessel 54 would be provided with depth vanes 68, of known type.

With the vessel 54 so fitted out, the regulating device of FIG. 1 is installed so that the compartment 59 acts as the tank 15 shown in FIG. 1, i.e., after being provided with the corresponding auxiliary elements so that it can function as described in connection with the tank 15. The bow and stern compartments or

tanks

55 and 63 are partially filled with oil, so that this floats on the water obtained from the exterior and filling the remainder of such tanks; this ensures the horizontal stability of the vessel, for instance, by transferring oil by means of a circulating pump from one tank to the other and under the control of an automatic device explained later. The remaining

compartments

56, 57, 58, 60 and 61 are filled completely with oil or in the known way with water, so as to prevent damage to the metal walls because of the pressure of the external water. Regarding the compartment 62 used as the engine room, this may be maintained full of air at a pressure substantially the same as that of the external water, in the usual way; in the first case, this can be easily achieved by connecting the top of the compartment 62 with the top of the central compartment 59.

When the vessel is to be submerged, this can be done by flooding the tanks or ballast spaces with external water, until the corresponding level is reached, so as to cause submergence to a level similar to 22, in which only the top end 67 is slightly above the surface and the same engine used during surface propulsion can also be utilized for navigation. In such conditions and in order to maintain within the regulating compartment 59 and the engine room 62 the pressure corresponding to such depth, it is evident that it will not be necessary at this time to use air obtained from storage bottles, as the necessary air can be obtained directly from the atmosphere through the mast 67, when drawn in by the compressor located in 62. Thus, because of the regulating device controlling the air or gas within the tank or compartment 59, already described in connection with FIG. 1, the crew will then not have any trouble in maintaining the pressure of the gases in compartment 59 and other spaces connected therewith, such as the compartment 62, i.e., since this pressure is of a similar value to that of the water in which the vessel is navigating. At the time for returning to the surface, it will be sufficient to drain the tanks or ballast spaces of the water previously admitted at the time of immersion, in order to return the corresponding conditions of flotation.

FIG. 9 illustrates another version of the invention, which can be allowed to descend to a greater depth than that usually permitted by the limited length of the hollow mast 66. In FIG. 9, it can be seen that flexible tubes 69 are connected to a cable 70 which is attached to a floating buoy 71 towed from the same vessel 54 or fitted with its own means of propulsion. These flexible auxiliary tubes 69 allow for the corresponding air admission to and exhaust products from theinternal combustion engine of the submerged vessel, which in this manner can now continue operating at such a greater depth.

Regarding the automatic levelling device permitting proper operation for the circulating pump intended to interchange liquids between the tanks or compartments 55 and 63, this device consists essentially of a pendulum 72, as illustrated in FIG. 10, which when the vessel inclines one way or the other acts either on a contact 73 or an opposite contact 74 and so permits the operation of the circulating pump in the correct direction, until the horizontal stability of the vessel is regained.

It is evident that the different versions of the invention so far described are susceptible to many modifications, in accordance with the advantages or qualities which in each case it is desired to improve.

Thus, for instance, referring to FIG. 8, when using a multicylinder compressor such as that shown in FIG. 7, it would be feasible to use each of the

cylinders

77, 78, 79 and 80 so as to take care independently and with all of the accessories, as per FIG. 1, of one or more of the various water-tight compartments of the vessel 54, or of independent groups of them, obtaining greater safety by reason of the independent systems so used.

As regards the use as the compressor 1 of any of the cylinders of the propulsion engine of the vessel, while the remaining cylinders continue acting as power cylinders in the usual way, changes can be made which in certain cases can offer special advantages. Thus, when requiring to maintain or increase the driving power for surface navigation, in spite of working the engine with a lesser number of cylinders, some overfeeding under special known circumstances can be used. Also, this overfeeding of all the engine cylinders can be arranged in such a way that before combustion of the explosive mixture, the excess air previously admitted into each cylinder is eliminated, in order to re-establish adequate compression before the corresponding explosions of the mixture. In that case, the device 10 may also be regulated with respect to the pressures of combustion or explosion, if this is considered more convenient, while is also evident that the elimination of air from the cylinders could be also effected during the moment when combustion has already been initiated. The same can be said about other possible combinations of the same type, including those concerning the use of the exhaust gases either to fill the bottles 17 or any other water-tight compartments of the vessel 54, if necessary, or in cases where it would be more convenient to descend to a greater depth, during which the clean air retained in the compartment 59 and the remainder could be used for the operation of a small auxiliary engine used only in such exceptional emergencies.

As regards the regulating capacity of the device at a certain depth, by which the device can cause regulation at each revolution of the compressor 1, Le, with great speed, it is also evident that such stabilization can be improved with the help of a gyroscope, which need not be very strong, even for submarines of considerable tonnage.

Regarding the use of the present invention for the metering of difficult atmospheres, for instance in the case of a diver who has to reach a depth of about 300 meters using as an atmosphere a mixture of oxygen and helium, then the corresponding graduated dose at any successive depth could be obtained by installing the system in such a way that the device in FIG. 1 controls or regulates the helium in circulation, i.e., assuming that the bottles 17 are filled with helium, the fluid gas in the space 19 feeding the breathing mask of the diver, once it has been enriched with oxygen from a bottle provided with a suitable dosing valve operating according to the external water pressure, and while the products resulting from the divers breathing would be returned to the space 19, after being purified or cleaned as necessary.

It is evident also that the present invention is also applicable to cases in which the ambient fluid is different from sea water or river water, wherein it can be used as a regulator, as in the cases previously described. An example of such use is a new application on an aircraft or spacecraft, when the ambient or extema] fluid surrounding the craft is of a different density to that of water. In the case where it is necessary to increase the lightness of the basic device illustrated in FIG. 1, the compressor 1 could be replaced by an indicator or current modifier based on a known substance which modifies its dielectric properties when subjected to pressure, in order to act in the usual way on the space 19, in accordance with the other conditions of the ambient atmosphere. Equally, any other known method, either electric or otherwise, could be used instead to carry out analogous functions.

In summary, it can be seen from the previous description that the present invention enables naval structures or vehicles of any kind to be operated in different surroundings or atmospheres by means of only slight modifications, while with the same invention it is also possible to adapt trucks, wheeled capsules or tanks to run over the bottom of the sea, by simply adding to their structures the necessary elements or accessories, e.g., as in accordance with FIG. 8.

In the event of a leakage of fluid in circulation through the interior of the device, this can be restored or recovered by known methods from the ambient or external fluid mass.

I claim:

1. A device for regulating at least one of the pressure and volume of a first fluid mass in relation to the variable pressure of a second fluid mass which acts on the first fluid mass, said device comprising, in combination, compressing means for compressing the first fluid, and including a first fluid inlet thereto and a first fluid outlet therefrom; a tank for containing compressed first fluid subjected to the pressure of the second fluid; means connecting said tank to said first fluid inlet and to said first fluid outlet; and pressure sensing means operable responsive to the pressure at said first fluid outlet to control the volume of first fluid admitted through said first fluid inlet to maintain the pressure of the first fluid at said first fluid outlet within predetermined limits.

2. A device, as set forth in claim 1, including means for producing a warning signal when the pressure of the first fluid in said tank exceeds a predetermined value.

3. A device, as set forth in claim 1, wherein said tank comprises elastic walls.

4. A device, as set forth in claim 1, including a multicylinder internal combustion engine, said compressing means comprising at least one cylinder of said multi-cylinder internal combustion engine,

5. A device for regulating the pressure and/or volume of a first fluid mass in relation to the variable pressure of a second fluid mass which acts on the first fluid mass, comprising means for compressing the first fluid including a first fluid inlet thereto and a first fluid outlet therefrom, a tank for containing compressed first fluid, means for connecting said tank to said inlet and outlet of said compressing means, means for controlling the pressure at said outlet of said compressing means for maintaining the pressure of the first fluid at said outlet within predetermined limits, storage vessels for storing the first fluid, means for connecting said storage vessels between said compressing means outlet and said tank, means for selectively controlling flow of the first fluid from said compressing means either to said tank or to said storage vessels, and means for controlling flow of said first fluid from said storage vessels to said tank.

6. A device, as set forth in claim 5, wherein said compressing means is a two-stage compressor, said outlet from said compressing means connected to said tank comprises the outlet from the first stage of said compressor, said second stage of said compressor having an outlet therefrom in fluid communication with said storage vessels, and said second stage having an inlet thereto connected to said means for controlling flow of first fluid between said compressor and said tank or said storage vessels.

7. A device for regulating the pressure and/or volume of a first fluid mass in relation to the variable pressure of a second fluid mass which acts on the first fluid mass, comprising a twostage compressor, the first stage of said compressor having an inlet thereto and an outlet therefrom, the second stage of compressor having an inlet thereto and an outlet therefrom, a tank having an opening therein disposed in communication with the second fluid mass and having a fluid level therein of the second fluid with a space above the fluid level containing the first fluid, first passage-way means connecting the inlet to the first stage of said compressor with the space in said tank containing the first fluid, second passage-way means connected to the outlet from the first stage of said compressor to the inlet to the second stage of said compressor and to the space in said tank containing the first fluid, a three-way valve located within said second passage-way means for selectively circulating first fluid from the first stage of said compressor to the second stage of said compressor or to said tank, third passage-way means connected at one end to the outlet from the second stage of said compressor and at its opposite end to the space in said tank containing the first fluid, a plurality of storage vessels for storing first fluid each connected to said third passageway means, a valve located in said third passage-way means between said storage vessels and the end thereof connected to said tank for controlling flow of first fluid through said third passage-way means, a float located within said tank for following the level of the second fluid contained therein, means connected to said float for selectively operating said valve in said third passage-way means, an electric switch arranged to be actuated by said means connected to said float for selectively operating said three-way valve, and a control device for controlling the final pressure established in the first stage of said compressor during operation.

8. A device, as said forth in claim 7, wherein said control device comprises a housing, a regulating member mounted on said compressor and forming a chamber therein, means within said regulating member in communication with the chamber therein and the first stage of said compressor for transmitting the pressure from the first stage to the chamber, conduit means connecting the chamber in said regulating member with said housing, said conduit means comprising a first conduit connected to said second regulating member and a pair of branch conduits extending from said first conduit to said housing, a pair of spring-loaded pistons disposed within said housing and each said spring-loaded piston connected to a different one of said branch conduits, said compressor comprising a crank shaft, a shaft positioned within said housing and arranged to drive said throttle valve, and means connected to said spring-loaded pistons and to said crank shaft for angularly disposing said shaft which drives said throttle valve in dependence on the relationship between the pressure in the first stage of said compressor and the pressures corresponding to said spring-loaded pistons.

9. A device for regulating the pressure and/or volume of a first fluid mass in relation to the variable pressure of a second fluid mass which acts on the first fluid mass, comprising means for compressing the first fluid including a first fluid inlet thereto and a first fluid outlet therefrom, a tank for containing compressed first fluid, means for connecting said tank to said inlet and outlet of said compressing means, means for controlling the pressure at said outlet of said compressing means for maintaining the pressure of the first fluid at said outlet within predetermined limits, an auxiliary tank arranged in direct communication with the second fluid mass and containing an intermediate fluid in communication with the second fluid, and passageway means connecting the intermediate fluid in said auxiliary tank with said tank, whereby the pressure of the second fluid is transmitted to said tank by means of the intermediate fluid contained in said auxiliary tank and in communication with said tank through said passageway means.

Claims

4. A device, as set forth in claim 1, including a multi-cylinder internal combustion engine, said compressing means comprising at least one cylinder of said multi-cylinder internal combustion engine.

7. A device for regulating the pressure and/or volume of a first fluid mass in relation to the variable pressure of a second fluid mass which acts on the first fluid mass, comprising a two-stage compressor, the first stage of said compressor having an inlet thereto and an outlet therefrom, the second stage of compressor having an inlet thereto and an outlet therefrom, a tank having an opening therein disposed in communication with the second fluid mass and having a fluid level therein of the second fluid with a space above the fluid level containing the first fluid, first passage-way means connecting the inlet to the first stage of said compressor with the space in said tank containing the first fluid, second passage-way means connected to the outlet from the first stage of said compressor to the inlet to the second stage of said compressor and to the space in said tank containing the first fluid, a three-way valve located within said second passage-way means for selectively circulating first fluid from the first stage of said compressor to the second stage of said compressor or to said tank, third passage-way means connected at one end to the outlet from the second stage of said compressor and at its opposite end to the space in said tank containing the first fluid, a plurality of storage vessels for storing first fluid each connected to said third passage-way means, a valve located in said third passage-way means between said storage vessels and the end thereof connected to said tank for controlling flow of first fluid through said third passage-way means, a float located within said tank for following the level of the second fluid contained therein, means connected to said float for selectively operating said valve in said third passage-way means, an electric switch arranged to be actuated by said means connected to said float for selectively operating said three-way valve, and a control device for controlling the final pressure established in the first stage of said compressor during operation.