Marine Gyro Compasses For Ships Officers

Marine Gyro Compasses
for Ships' Officers

BY
A. FROST, B.Sc., MASTERMARINER,M.R.I.N.
GLASGOW
BROWN, SON & FERGUSON LTD. NAUTICALPUBLISHERS
4-10 DARNLEYSTREET
Copyright in all countries signatory to the Berne Convention
All rights reserved
CONTENTS
Introduction The International System of U nits. Linear and

Angular Motion. xi
Chapter I
SECTION1.1 The Free Gyroscope 1

1.2 Gyroscopic Inertia 2
1.3 The Free Gyro on the Rotating Earth 4
1.4 The Daily Motions of Stars 5
1.5 Formulae for Drifting and Tilting 9
1.6 Directions of Drifting and Tilting 10
1.7 Calculations on the Position and the Change of Position of the
Spin Axis of a Free Gyro 12
1.8 Gyroscopic Precession. The Effect of External Forces on a Free
Gyro 22
1.9 Rate of Precession 24
1.10 Control of the Free Gyro to Produce a North Seeking Instrument 24
1.11 To Show that the Control Precession is Proportional to the Tilt 27
1.12 The Effect of the Control Precession on the Free Gyroscope 29
1.13 The Effect of Latitude on the Controlled Ellipse 31
1.14 Control of the Gyro by Liquid Ballistic 32
1.15 Factors Influencing the Rate of Precession with a Liquid Ballistic 34
First Edition 1982 1.16 Damping the Controlled Ellipse 36
1.17 Damping in Tilt 36
1.18 To Show that the Damping Precession is Proportional to the Tilt 38
1.19 The Effect of the Damping Precession on the Controlled Ellipse 38
1.20 The Settling Position 40
1.21 Damping in Azimuth 42
1.22 The Damped Spiral for a Gyro Damped in Azimuth 45
1.23 The Settling Position 46
1.24 Latitude Error 47
1.25 Course Latitude and Speed Error 48
1.26 Formula for Course Latitude and Speed Error 50
1.27 The Change in the Course and Speed Error 52
1.28 The Effect of Ship Motions on the Gyro 52
1.29 The First Rolling Error 53
1.30 The Intercardinal Rolling Error 54
ISBN 0 851744265 1.31 Elimination of The Intercardinal Rolling Error 57
1.32 Ballistic Deflection 59
1982 BROWN,SON& FERGUSON,
LTD., 1.33 Formula for Ballistic Deflection 60
GLASGOW
G41 2SD 1.34 Eliminating the Effects of Ballistic Deflection 60
1.35 Ballistic Deflection in Compasses not Schuler Tuned 62
Printed and Made in Great Britain 1.36 Ballistic Tilt 63
1.37 The Directional Gyro 64
v
VI CONTENTS
CONTENTS vii
Chapter 2
3.13 The Arma Brown as a Directional Gyro 113
SECTION2.1 Sperry Gyro Compasses 66 3.14 Transmission to Repeaters 113
2.2 The Sperry Mk. 20 66 3.15 The Relay Transmitter 117
2.3 Construction of the Mk. 20 66 3.16 Synchro Transmission 117
2.4 The Phantom Ring 69
2.5 The Outer Member 69
2.6 Control of the Mk. 20 70 Chapter 4
2.7 Damping of the Mk. 20 70
2.8 The Follow Up System 70 SECTION4.1 The Anschutz Gyro Compasses 118
2.9 Action of the Compass when the Vessel Alters Course 72 4.2 Construction of the Standard 4 118
2.10 The Gimbal Support 72 4.3 The Twin Rotors 122
2.11 The Compass Card Assembly 74 4.4 Control of the Standard 4 124
2.12 The Binnacle 74 4.5 Damping of the Standard 4 124
2.13 Correction of Errors 74 4.6 The Follow Up System 124
2.14 Error Correction Signals. The Correction Torque Motor 75 4.7 Electrical Supply to the Gyrosphere 126
2.15 Transmission to Repeaters 78 4.8 Error Correction 127
2.16 The S.R. 120 Gyro Compass 79 4.9 Elimination of Rolling Errors 127
2.17 The Sensitive Element 79 4.10 The Standard 6 127
2.18 The Phantom Element 84 4.11 The Gyrosphere 128
2.19 The Stationary Element 84 4.12 The Outer Sphere 129
2.20 The Follow Up System 85 4.13 The Gimbal Support 129
2.21 Error Correction 86 4.14 The Compass Casing 130
2.22 Transmission to Repeaters 87 4.15 The Standard 10 130
2.23 The Mk. 37 Gyro Compass 92 4.16 Construction of the Standard 10 130
2.24 Construction of the Mk. 37 92
2.25 Control of the Mk. 37 95
2.26 Damping of the Mk. 37 95 Appendix
2.27 The Follow Up System 96
2.28 The Electronic Control Unit 97 Alternating Currents 133
2.29 The Transmission Unit 97 Electromagnetic Induction
2.30 The Speed and Latitude Compensator Unit 134
97 Multi Phase Supplies
2.31 Correction of Errors 97 135
2.32 Rapid Settling 98 Induction Motors 135
2.33 Automatic Levelling 99 Rotation of a Magnetic Field by Multi Phase Supplies
2.34 The Electrolytic Level 137
99
Synchro Transmission and Servo Mechanisms 140
Chapter 3
SECTION3.1 The Arma Brown Gyrocompass 101

3.2 The Sensitive Element 101
3.3 Connection of the Torsion Wires Between Tank and Ball 102
3.4 Purpose of the Torsion Wires 103
3.5 The Tank and its Supporting Gimbals 104
3.6 The Follow Up System 106
3.7 Control and Damping 108
3.8 The Pendulum Unit 109
3.9 The Use of the Pendulum Unit Signal 109
3.10 Correction of Errors 110
3.11 Correction of Latitude Error 110
3.12 Correction of Course Latitude and Speed Error 111
PREFACE
Modern gyro compasses are reliable, often sealed units which require
a minimum of attention from ship's officers, other than the normal
starting and stopping routines. These tasks can be carried out
without any knowledge of the principles upon which their operation
depends. Unnecessary knowledge however is for the inquiring mind.
A knowledge of gyro theory is necessary to properly appreciate the
capabilities and the limitations of the compass, and the errors to
which it is liable. The purpose of this handbook is to provide that
knowledge while at the same time providing a text suitable for
candidates for Department of Trade Class 1 and Class 3 certificates
and for the Department of Trade Electronic Navigation Course.
Operating instructions for the compasses described are not
included as these are invariably simple and straightforward and are
provided by the manufacturers. General theory is described in the
first chapter. Subsequent chapters show how this theory is used in
the construction of practical gyro compasses in use currently in
merchant vessels.
The author would like to thank Capt. W. Burger of the University
of Wales Institute of Science and Technology, for his help and
encouragement after reading the manuscript, and for his suggestions
to improve the same.
ACKNOWLEDGEMENTS
INTRODUCTION
The author acknowledges with thanks the cooperation and help
from the following manufacturers of commercial gyro compasses: The International System of Units (S.I. Units)
Sperry Marine Systems, All measurements are comparisons with some accepted standard.
a division of The Sperry Rand Corporation. It is desirable that a common standard is adopted and to this end
Anschutz & Co. G.m.b.H. Kiel. in 1960 the General Conference of Weights and Measures recom-
S. G. Brown Limited, a Hawker Siddeley Company. mended that an internationally accepted system of units based upon
the metric system should be universally adopted. This recom-
Information concerning the Sperry Mk. 20, S.R. 120 and Mk. 37 mendation has now been widely implemented and the S.I. Units is
compasses is published with the kind permission of Sperry Marine briefly described here.
Systems. Figures 2.1(a), 2.3 and 2.7(c) and (d) are reproduced from The International System of Units is based upon the kilogramme,
Sperry manuals. the metre and the second, and there are six fundamental units
Information concerning the Anschutz Standards 4, 6, and 10 is defined. All other units are derived from, and defined in terms of
published with the kind permission of Anschutz and Co. Figure 4.1(a) these fundamental units. The three basic units of mass length and
is reproduced from Anschutz manual time, which are applicable to the work covered in this book are
Information concerning the Arma Brown Compass is published described. The other three basic units, the units of electrical current,
with the kind permission of S. G. Brown Ltd. Figures 3.2(b), 3.3, 3.8, temperature and luminous intensity have no application here and
and 3.9 are reproduced from Arma Brown manuals. are not described.
MASS is an expression of the quantity of matter contained in a
body. The unit of mass is the kilogramme (kg) which is arbitrarily
defined by the mass of a sample of platinum-iridium alloy preserved
at the International Office of Weights and Measures at Sevres in
Paris. A convenient sub-unit is the gram me (kg x 10- 3).
The fundamental unit of LENGTH is the metre, which, although
the original intention was that it should be related to the length of a
terrestrial meridian, is now arbitrarily defined in terms of the
wavelength of a specified radiation of orange-red light from the atom
of the gas Krypton-86. The use of physical standards provided by a
lwgth of metal rod has ceased to give a definition to the accuracy
consistent with modern requirements and measurement techniques.
Convenient sub-units are the centimetre (metre x 10-2), and the
millimetre (metre x 10- 3).
The fundamental unit of TIME is the second. This was originally
defined in terms of the interval between astronomical events, and
must necessarily be related to the length of the mean solar day.
Observed variations in the length of this period now IPake such a
definition inaccurate and the second is now defined in terms of the
period of a specified radiation from the Caesium atom, and is
measured by atomic clocks which are regulated to the behaviour of
the earth in its axial rotation.
All units used in the following discussion are derived from and
defined in terms of these three basic units.
Xl
The moment produced by a couple is measured as the product of
one of the forces and the perpendicular distance between their lines
of action.
When a mass is pivoted about an axis through its centre of mass
as in the case of a rotor or wheel, a movement of translation is
prevented by the reaction at the pivot and any force acting in the
plane of rotation will produce a moment about the pivot which will
cause an angular acceleration. The force then produces the same
effect as a couple.
Torque
If a body is being acted upon by two equal and opposing couples
in parallel planes, the body is in equilibrium but is under torsion,
which is a tendency to twist. The twisting moment is called a torque
and is measured by the moment of either of the couples. Torque is
often used in a sense synonymous with moment of a couple. The unit
of torque is the unit of moment.
If a couple is applied to a body which is pivoted and free to rotate
such that a moment about the axis of rotation is produced, an
angular acceleration will result which is proportional to the moment
CHAPTER 1
GYROSCOPIC COMPASS THEORY
1.1 Introduction- The Gyroscope
A gyroscope consists of a mass in the form of a rotor or wheel
which is suspended in such a way that it is free to spin about an axis
passing through its centre of mass and perpendicular to the plane of
the rotor. This axis is referred to as the spin axis. Ideally the spin axis
bearings should be frictionless so that any rotation imparted to the
rotor is maintained.
If the gyroscope is not constrained in any way so that there are no
forces acting upon the rotor so as to alter the direction in which the
spin axis points, then the gyro is called a free gyroscope. The best
example of a free gyroscope is the earth itself or indeed any
astronomical body which is rotating about one of its diameters, as is
the earth. Such bodies are freely suspended in space and if we
disregard the small gravitational forces arising from the presence of
other astronomical bodies, then the spinning earth may be considered
to be free from any external forces which act to change the direction
in which its spin axis points. The earth therefore exhibits the
properties of a free gyroscope, the equatorial mass corresponding to
th~ pla~e of the rotor and the earth's axis of rotation constituting the
spm aXIS.
In order to construct a free gyroscope on the surface of the earth
then the rotor must be supported against the effect of the earth's
gravity. The supports must be designed to maintain the freedom of
the spin axis of the rotor to take up any direction without constraint.
This requires a gimbal mounting which gives the rotor freedom to
turn about two axes mutually at right angles and at right angles to
the spin axis. It is convenient to adopt the vertical axis, and a
horizontal axis mutually at right angles to the spin axis and the
vertical axis. The gyro therefore will have freedom to tilt about the
horizontal axis and to turn in azimuth about the vertical axis.
Friction in the bearings of the gimbal mountings should be negligible
to avoid applying torques to the rotor.
A free gyro therefore is said to have three degrees offreedom:
i. freedom to spin about a spin axis.
ii. freedom to turn in azimuth about a vertical axis.
iii. freedom to tilt about a horizontal axis.
Figure 1.1 shows an arrangement of such a free gyroscope.
1
4 MARINE GYRO COMPASSES FOR SHIPS' OFFICERS GYROSCOPIC COMPASS THEORY 5
moment of inertia of the cross section of rotor a wilI be greater than 1.4 Daily Motion of the Stars
that of rotor b. Rotor a wilI therefore possess greater gyroscopic
inertia for any given angular velocity of spin. Here it may be advantageous to consider the apparent motions of
Angular momentum (H), is given by the product of the angular th~ sta~s, resulting from the daily rotation of the earth about its own
velocity (w), and the moment of inertia of the cross section about the spm aXIs.
spin axis (/): The earth rotates about an axis through its poles once in
23h 56m 409s of solar time. This period is calIed a sidereal day and
H=wI. may be subdivided into 24 sidereal hours. In the folIowing discussion
any reference to time wilI assume sidereal time, and as the sidereal
1.3 The Free Gyroscope on the Rotating Earth day may be taken to be the interval required for a 360 rotation of
the earth, the rate of rotation may be expressed as 15 per hour, or
It must be stressed that the orientation of the plane of the rotor is as 15 minutes of arc per minute of time, whichever is convenient.
constant with respect to space, and that this direction wilI apparently The west to east rotation of the earth is apparent to an observer
change when considered with respect to the surface of the rotating on the earth's surface as an east to west rotation of the celestial
earth. Any star in the heavens is at such a vast distance from the concave about an axis which is coincident with the earth's axis. It is
earth that its motion through space has a negligible effect upon its convenient therefore to consider the earth as stationary and the
position with respect to the other stars, and the familiar star celestial sphere to rotate in the opposite direction. As the axis of
constelIation patterns are maintained. A star therefore may be rotation of the heavens defines the celestial poles, alI points on the
considered as lying in a constant direction in space. It is convenient sphere wilI appear to describe circular paths around the poles, which
to consider the spin axis of a free gyro as pointing to a star, wilI be the only points on the sphere which do not appear to move
imaginary or otherwise, which is referred to as the gyro star. relative to the earth's surface. The complete circle described by the
Motions of the spin axis relative to the earth's surface may then be star in the sidereal day wilI sometimes lie completely above the
understood by considering the daily motion of the gyro star. This is observer's horizon and sometimes wilIlie partialIy below the horizon.
a subject with which the navigator is familiar. Whether the star sets or not will depend upon which is greater, the
The direction in which the gyro axis points relative to the earth's observer's latitude or the stars angular distance from the pole.
surface may be expressed by: Consider an observer situated at one of the earth's poles, say the
north pole. The north celestial pole will lie at the observer's zenith,
i. The Tilt: This is the angle of elevation or depression of the the point in the sky directly above him. The rotation of the stars
spin axis above or below the horizontal.
about the pole will also be therefore about the zenith. AlI stars will
ii. The Azimuth: This is the direction in which the spin axis describe a circle paralIel to the horizon, maintaining a constant
points relative to the direction of true north. altitude. (This altitude wilI be equal to the stars declination.) There
By convention the tilt and the azimuth of that end of the spin axis will be no rising or setting phenomena. These conditions are
which is directed towards the north is stated and used in alI illustrated in figure 1.3.
discussion of gyro theory. The spin axis of a free gyro at the pole will maintain a constant tilt
The tilt and the azimuth of the gyro spin axis is equivalent to the while drifting westwards around the horizon at a rate equal to the
altitude and azimuth (bearing) of the gyro star. earth's rotation, that is 15 per hour. A gyro set with its spin axis
The movement of the spin axis relative to the earth's surface may directed towards the zenith, that is with a tilt of 90 is pointing at the
be expressed by: celestial pole. It would therefore continue to point in the same
direction as the pole marks a constant direction in space which has
i. T~e Tilting: This is the rate of change of the tilt of the spin no apparent motion relative to the earth's surface.
aXIs. Consider now an observer at the equator. His zenith will lie on the
ii. T~e Dr.ifting: This is the rate of change of the azimuth of the equinoctial or celestial equator and the north celestial pole must lie
spm aXIs. on the horizon bearing north. This is iIlustrated in figure 1.4.
As the axis of rotation now lies in the plane of the observer's
The tilting and the drifting of the spin axis are equivalent to the horizon, the rotation must carryall celestial bodies above and below
rate of change of altitude and the rate of change of azimuth (bearing) the horizon for equal periods of time. Furthermore all circles of
of the gyro star. declination cut the horizon in a right angle, so that any body wilI, at
the axis again becoming horizontal as the gyro sets bearing due west.
A star situated at the celestial pole would have no motion relative
to the earth's surface. A gyro spin axis which is set pointing north
and horizontal would therefore remain so. Drifting and tilting would
be zero.
A star with a declination other than zero or 90 would cross the
the moment of rising be moving perpendicularly to the horizon. It horizon perpendicularly with an amplitude equal to the declination.
will then spend 12 hours above the horizon before setting at which The star would rise to a maximum altitude equal to its polar distance
time it will again be moving perpendicularly to the horizon. as it crosses the meridian. The azimuth will change during its passage
The point at which a star crosses the horizon is determined by the across the sky but at the moment of rising or setting the rate of
star's declination. A star with declination zero, that is a star which change of azimuth would be zero. A gyro spin axis which is set
lies on the celestial equator, will rise bearing due east, will pass horizontal therefore will have zero drifting irrespective of its azimuth.
through the zenith, and will set bearing due west. The rate of change In general drifting may be taken as zero at the equator as long as the
of altitude will be equal to the rate of the earth's rotation, 15 per tilt is small. As a gyro compass never attains a large tilt this
hour. Consider the motion of the spin axis of the free gyro at the assumption is a reasonable approximation. The rate of tilting will
equator, assuming that it is set initially pointing due east and vary as the sine of the azimuth.
horizontal. It is pointing at the gyro star of zero declination which is Consider now an observer in an intermediate northerly latitude.
rising. The spin axis will tilt upwards at the rate of 15 per hour (i.e. The zenith will lie between the celestial pole and the celestial eqUator.
tilting = 15 per hour), but the drifting is zero. The azimuth will Figure 1.5 illustrates an observer in latitude 40 N.
0
remain 090 until the spin axis is directed towards the zenith. The plane of the celestial equator is inclined to the observer's
Thereafter the azimuth will be 270 with the tilting -15 per hour, vertical by 40 and will therefore cut the horizon at an angle of 500.
tilted upwards to point towards X 3 then the circle traced out will be
that associated with the circumpolar star X 3'
It is sometimes convenient to show these circular paths as seen by
an observer facing the northern horizon. Figure 1.6 shows the
northern horizon and the meridian passing through its northern
In figure 1.5 three circles of declination are shown. Star X 1 has
declination same name as the latitude and less than the latitude. At point. The pole is seen above the horizon bearing north with an
rising (at Xl) the azimuth will be increasing and will continue to do altitude equal to the observer's latitude. The circular paths referred
to in figure 1.5 are shown and labelled accordingly. Note that the
so until the star crosses the meridian at Xl' south of the observer's stars will be seen to move anticlockwise rising to the east of the pole
zenith. Star X 2 has declination greater than the latitude and will and setting when to the west of the pole.
cross the meridian to the north of the zenith, at X2 Star X 3 is
circumpolar, that is it does not set below the horizon to an observer 1.5 Formulae for Drifting and Tilting
in this latitude.
A gyro spin axis will, if its projection onto the celestial sphere is From the discussion of the apparent daily motions of stars in
considered, trace out such circular paths around the pole. The radius section 1.4 we may deduce simple formulae for the Drifting and the
of the circle traced out will depend upon where the spin axis is Tilting of a free gyro.
initially pointing. If the axis is set horizontal and directed towards Drifting (Dg)
X 1 to the east of the meridian, then it will trace out the circular path
associated with the star X l' If the spin axis is set pointing north and We have seen that the drifting of a free gyro spin axis is equal to
the rate of the earth's rotation for a free gyro placed at either of the
10 MARINE GYRO COMPASSES FOR SHIPS' OFFICERS
earth's poles. The earth's rotation to the east will cause the spin axis
to appear to drift to the west at a rate of 15 per hour. This is the
maximum rate.
At the equator a free gyro with its spin axis horizontal will be
tilting upwards perpendicularly to the horizon, and the drifting at
this time will therefore be zero irrespective of the azimuth. Thus for
a gyro whose spin axis has a negligible tilt the drifting is zero at the
equator.
Hence we may deduce:
Drifting = 15' sine latitude per minute oftime.
(Although this is true only for a negligible tilt, the formula is
adequate for gyro work as a gyro compass operates with its spin axis
substantially horizontal.)
Tilting (Tg)
It was seen that at the poles the tilting of the spin axis was zero. At
the equator a maximum tilting of 15 per hour was experienced if the
spin axis was directed due east/west. This rate was shown to be
dependent on the azimuth. If the spin axis is aligned with the
meridian the rate of tilting is zero. It may be deduced therefore that
the rate of tilting varies as the cosine of the latitude and the sine of
the azimuth.
Hence:
!
Tilting = 15' cos latitude sin azimuth per minute of time.
'The foregoing does not constitute strict mathematical proof of the
formulae but the discussion may help the student to remember or to
think out the formulae for himself.
1.6 Direction of Drifting and Tilting
It is most important that the student is able to determine the
direction of the drifting and the tilting, from any given initial
azimuth and tilt. This may be determined by considering figure 1.7
which shows the circular path traced out by a star during a sidereal
day, around the north celestial pole, as seen by an observer facing the
northern horizon. The plane of the page is representing the curved
surface of the celestial sphere, and the north celestial pole has an
altitude above the horizon equal to the observer's latitude. The star
will circle the pole in the direction shown, that is increasing its
altitude when it is to the east of the meridian, crossing the meridian
above the pole, and decreasing its altitude when to the west of the
meridian.
This is the path traced out by the projection of the north end of
the spin axis of a free gyro which is initially set pointing in the
direction X. From the figure we may deduce that, when the north
end of the axis is directed to the east of the meridian, that end will be
A gyro compass operates with a zero or a very small tilt. As the

altitude of the celestial pole is equal to the observer's latitude, in
north latitude the gyro compass spin axis will operate always with
the north end directed below the north pole. The drifting will
therefore always be eastwards or positive. In south latitude the north
pole will be below the northern horizon and the spin axis will be
directed above the pole. The drifting will therefore be westwards. We
may say therefore that for a gyro compass in north latitude the
drifting is eastwards or positive, and in south latitude the drifting is
westwards or negative.
1.7 Calculations on the Position and the Rate of Change of Position

of the Spin Axis of a Free Gyro
The formulae derived for drifting and tilting give values which
are valid only for an instant in time. The value given for tilting
depends upon the value used in the formula for the azimuth and this
will be constantly changing. The formula for drifting is valid only for
a zero tilt. The use of these formulae is therefore limited and they are
not suitable for use in problems covering a long interval of time.
These problems are best tackled using the trigonometrical solution
of the PZX triangle for the gyro star, which problems are familiar to
the navigator who has studied the principles of navigation or
nautical astronomy. some instant, from information given in the question. For example it
To illustrate these problems it is usual to draw an approximate may be given that initially the gyro axis is horizontal and pointing in
projection of the celestial sphere onto the rational horizon based a direction 045. This would locate the gyro star on the horizon at X
upon the equidistant projection. Accurate scale drawing of such in figure 9.8. The examples worked in the following section will
illustrate this further.
figures is not necessary but the general procedure for figure drawing
is given here. Procedure is referred to figure 1.8. 6. For the present purpose it is now sufficiently accurate to draw
1. Describe a circle to represent the rational horizon. The view of a circle centred upon P through the gyro star so located. This circle
the celestial sphere is from above the observer's zenith so that the represents the path followed by the gyro star during the daily
rotation of the earth.
centre of the circle will always represent the zenith. This is labelled Z.
The north point of the horizon is marked by N and the south point The following examples worked with notes will now show how
such a figure may be used to solve this type of problem.
by S.
2. Draw in the line NZS to represent the observer's meridian. This
Example 1
divides the sphere into two halves, east of the meridian in which all
bodies rise, and west of the meridian in which all bodies set. Draw in A free gyro in latitude 400N is initially set pointing north with its
WZE to represent the observer's prime vertical. spin axis horizontal. Find the position of the north end of the spin
3. Mark an approximate scale of degrees along NZS in say 10 axis 12 hours later.
intervals. This scale may be used as a scale of latitude, declination or
altitude. Notes
4. Mark in the point Q where the celestial equator cuts the A diagram may first be drawn for 40 north latitude. The gyro star
meridian. The distance ZQ will be equal to the observer's latitude. is then initially positioned on the horizon (gyro axis horizontal), and
Q will be to the south of Z if the latitude is north, and Q will be to bearing north. The gyro star is therefore initially at N in figure 1.9.
the north of Z if the latitude is south. Draw an arc through W, Q and The circle drawn about P passing through N then represents the
E to represent the celestial equator. path traced out by spin axis during one rotation of the earth. In
5. Now locate some point which is occupied by the gyro star at 12 sidereal hours the spin axis will have traced out 180 of this
B
The control weight has no effect, but due to the rotation of the earth, controlled gyro will oscillate in this way with the spin axis always
the north end of the spin axis will immediately tilt upwards, as it is seeking the meridian but never settling in the meridian. The ellipse
directed to the east of the meridian. It will also drift to the east as it traced out will be of the same dimension on each oscillation.
is directed below the celestial pole. This far the gyro behaves as a free
gyro, but as soon as the axis leaves the horizontal the control weight 1.13 The Effect of Latitude on the Controlled Ellipse
causes a precession north end westwards. It has been shown that the A controlled gyro at the equator set initially horizontal and
control precession is proportional to the tilt so that with a small tilt pointing to the east of the meridian will be subject only to tilting. The
the control precession will be less than the drifting. The north end value of the rate of drifting at the equator is zero when the tilt is
therefore drifts to the east but at a reduced rate. As the tilt increases negligible. That end of the spin axis will therefore tilt upwards
then so does the control precession. There will be a value of tilt when moving perpendicularly to the horizon. Immediately the axis moves
the control precession is equal to the drifting. At this point the north out of the horizontal the control precession will carry the north end
end of the spin axis will cease to go to the east and will move westwards towards the meridian. The maximum azimuth occurs
vertically upwards under the influence of the tilting. This has therefore with the spin axis in the horizontal.
occurred at point B in figure 1.23. In the absence of any drifting the spin axis must move westwards
As the tilt increases further then so doe'S the control precession, when the north end is tilted upwards and eastwards when it is tilted
which will now be greater than the drifting and the north end will down. The controlled ellipse traced out will therefore be symmetrical
move to the westwards towards the meridian. This westerly motion about the horizon as well as about the meridian. Such an ellipse is
will increase as the tilt and therefore the control precession increases. shown in figure 1.24.
The tilting however varies as the sine of the azimuth so that as In general the greater the latitude then the greater the drifting, and
the axis approaches the meridian the tilting will decrease from a the greater must be the tilt to give a control precession to equal the
maximum at B to zero when the axis aligns with the meridian. The drifting. The controlled ellipse is therefore lifted relative to the
increase in control precession and the decrease in the tilting are horizon by an increase of northerly latitude.
evident in the length of the vectors at positions C and D in figure 1.23.
The axis moves more and more rapidly towards the meridian tracing
out an elliptical path.
At E the axis is aligned with the meridian, the azimuth is zero, and
the tilting is therefore zero. (The rate of change of altitude of a star
is zero when it crosses the meridian.) The tilt is maximum at this
point so that the control precession is also a maximum and the north
end of the spin axis is moving rapidly to the west. As it passes to the
west of the meridian the tilting becomes negative or north end
downwards and the axis begins to move towards the horizontal.
As the tilt decreases then so does the control precession. The
negative tilting increases as the aximuth increases. This is evident in
the length of the vectors which represent the tilting and the precession
at points F and G. At point H the tilt has decreased to a value which
makes the control precession equal to the drifting. The westwards
movement of the north end therefore ceases and thereafter it moves
to the east. The azimuth is maximum at point H so that the tilting
will be maximum negative. At point I the axis is again in the
horizontal and the control precession has gone to zero. As the north
end of the spin axis tilts below the horizontal the control precession
becomes north end eastwards and is then aiding the drifting and the
axis moves rapidly towards the meridian. It is in the meridian at J
and the tilting is zero. It will then become positive or north end
upwards and the axis will return to the initial position with the north
end directed towards the point A to complete the ellipse. The
GYROSCOPIC COMPASS THEORY 33
find its own horizontal and will be evenly distributed about the east-
west horizontal axis. It will therefore have no effect on the gyro. That
is its weight is acting vertically down through the centre of the rotor
and no torque is exerted about any of the gyro axes.
In figure 1.26(b) the north end of the rotor spin axis has tilted
An increase of southerly latitude will depress the controlled ellipse

traced out by the north end of the spin axis, below the horizon as in
south latitude the drifting of the north end will be to the west. Such
an ellipse is shown in figure 1.25.
1.14 Control ofthe Gyro by Liquid Ballistic

The control of a gyro by solid control weight is not used in
practical compasses as its use presents problems when the compass
is subjected to the accelerations associated with the movement of a
ship in a seaway (see Rolling Errors). Commonly used is a gravity
control by a liquid ballistic, which flows between the north and south
sides of the rotor under the influence of gravity when the gyro axis
tilts out of the horizontal.
Consider figure 1.26(a). This shows a rotor and rotor casing.
Attached to the rotor casing by a connection at the bottom of the
casing is a pair of bottles or pots, one to the north and the other to
the south of the east-west horizontal axis. The pipes are connected
at their bases by an unrestricted pipe which allows free flow between
the two pots. The pots contain a quantity of liquid; commonly used
is mercury because of its high density. The pots are also connected
by a pipe between their upper ends to allow equalisation of air
pressure, ensuring that flow is not restricted by a build up of pressure
in the top of the pots. The whole is symmetrical about the east -west
axis and the centre of mass of the ballistic system must coincide with
that of the rotor when the rotor axis is horizontal and the liquid is
equally distributed between the pots.
In figure 1.26(a) the rotor axis is shown horizontal. The liquid will
upwards, and there has been a flow of liquid to the south control pot.
The imbalance now causes a torque about the horizontal east-west
axis which is transmitted to the rotor via the link to the rotor casing
and via the spin axis bearings. The effect is as if a force were exerted
on the rotor at the bottom on the south side (at F). Note that this is
identical to the action of the top mounted control weight. This
arrangement therefore constitutes a top heavy gyro. The spin must
be anticlockwise viewed from the south in order to create the
required westerly precession when the north end tilts up. This
method is used in a wide range of compasses manufactured by the
Sperry Gyroscope Company Ltd.
Note
A liquid ballistic has been used in a bottom heavy configuration
by S. G. Brown Ltd. in compasses which are now obsolete. To
achieve bottom heaviness the liquid must be raised to the high side
when the gyro axis tilts. (The Brown Type A and B compasses, which
employed this method have now been superseded by the Arma
Brown compass and no more will be said about this method.)
1.15 Factors Influencing the Rate of Precession with
a Liquid Ballistic
As with the solid control weight we can show that the rate of
precession will be proportional to the tilt, for small angles of tilt. The
rate of precession is given by:
1.16 Damping the Controlled Ellipse
The controlled or north seeking gyro will never settle in the
meridian. It will only oscillate about the meridian. There will in fact
be one position in which the controlled gyro will remain pointing in
a constant direction, if initially set there, that is pointing north with
a tilt such that the control precession is equal to the drifting.
Precession thus cancels the drifting and there is no tilting in the
meridian. This will require a tilt of the north end upwards in north
latitude and downwards in south latitude. The tilt necessary will
increase with increasing latitude. This position however is an unstable
position and any slight deviation from it will result in the axis
commencing an elliptical oscillation. It will not return to the
equilibrium position.
The requirement for a gyro compass is that it will initially seek and
attain the meridian, and settle in an equilibrium position pointing
north, and if disturbed from this position will return to it. That is the
equilibrium position must be stable. The term 'damping' means the
FIG. 1.28 The damping weight on top of the rotor case offset to the west of the
provision of a precession which will cause successive oscillations of vertical axis. A tilt of the 'vertical' axis out of the true vertical will produce a torque
the controlled ellipse from side to side of the meridian, to reduce in about the vertical axis equal to Wx sine tilt.
amplitude until they are infinitely small, and an equilibrium position
is reached. The controlled ellipse becomes in fact a spiral inwards
towards this equilibrium position, as shown in figure 1.29. In figure 1.28 a rotor and rotor case is shown. The rotor case
Damping may be achieved by the provision of a precession in tilt carries a small weight on top and in the plane of the rotor, but offset
(towards the horizon), or a precession in azimuth (towards the slightly from the vertical axis. The rotor casing is supported inside a
meridian ). vertical ring, which surrounds the rotor casing in the east-west
plane. This vertical ring itself tilts about horizontal east -west
1.17 Damping in Tilt bearings, when the rotor tilts, because the rotor i!isupported within
the vertical ring by bearings in the vertical axis. When the rotor tilts
To create a precession in tilt, that is about the horizontal east-west the vertical axis must therefore tilt also. This method of damping
axis, a torque about the vertical axis is required (section 1.8). A requires this 'nominal' vertical axis to tilt out of the vertical.
number of different methods of achieving this have been, and are in With the spin axis horizontal the damping weight has no effect,
use. Perhaps the method best suited to explanation of basic principles but when the spin axis tilts out of the horizontal, the damping weight
is that used in the Sperry Mark 20 gyro compass. will exert a torque about the vertical axis which has tilted out of the
north end of the spin axis of a controlled and damped gyro in north control precession becomes eastwards, that is in the same direction
latitude. The spin axis is initially set with one end pointing at the as the drifting. The damping precession becomes upwards. Maximum
point A, that is horizontal and directed to the east of the meridian. downwards tilt of the north end will occur before the axis comes into
The following account describes how the drifting, the tilting, the line with the meridian, where the damping precession is equal and
control precession and the damping precession interact to produce opposite to the tilting. As it crosses the meridian the spin axis is
this spiral towards the settling position. already moving towards the horizontal. One complete oscillation
At position A when the axis is horizontal there is neither control about the meridian is completed when the axis arrives at position E.
nor damping precessions. This end will immediately acquire a The degree of damping is expressed by the 'damping factor'. This
positive tilt due to the earth's rotation. It will also drift to the east. is defined as the ratio ofthe total swing in azimuth on two successive
As the axis goes out of the horizontal a westerly control precession half cycles. In figure 1.29 the damping factor will be given by the
and a smaller damping precession towards the horizon are intro- ratio a : b.
duced. The westerly control precession reduces the easterly drifting
and the downwards damping precession reduces the upwards tilting. 1.20 The Settling Position
At position B the tilt has increased to the value which gives a The spin axis will reach an equilibrium posItIon at which the
control precession equal to the drifting. The easterly drifting of the
drifting is equalled and opposed by the control precession and the
north end of the spin axis will therefore cease at this point. The tilting is equalled and opposed by the damping precession.
movement will be vertically upwards under the influence of the
tilting, which is maximum at this point. The rate of tilting will For a gyro in any latitude other than the equator there will always
however be reduced by the damping precession. As the tilt increases be some amount of drifting given by 15' sine latitude per minute of
so does the control precession and the damping precession. The time. In north latitude the drifting will be north end to the east.
control precession is now greater than the drifting and the north end There must be therefore a control precession north end to the west
of the spin axis moves westwards towards the meridian. This means to oppose and counteract this. This requires an upwards tilt of the
that the rate of tilting will be reducing while the damping precession north end of the spin axis. However this tilt will also produce some
amount of damping precession in a sense north end of the spin axis
is increasing. There will come a point before the spin axis reaches the downwards, and this must be counteracted by an upwards tilting
meridian, when the tilting is equal to the damping precession. The which is only obtained by the north end being off the meridian to the
tilt will therefore be a maximum at this point, which is point C in east. Thus in north latitude the compass will settle with the north end
figure 1.29, and will be reducing when the spin axis aligns with the
meridian, when the tilting goes to zero. As the north end of the spin of the spin axis tilted above the horizontal and displaced to the east
of the meridian. The tilt will be small and of little consequence in the
axis moves to the west of the meridian the tilting of that end becomes
operation of the compass. The displacement from the meridian
downwards, and is now acting with the damping precession. The axis
moves rapidly towards the horizontal. The amplitude of the swing in
azimuth will be reduced compared with that of the controlled gyro,
by the action of the damping precession towards the horizon. The
maximum azimuth is reached at point D where the control precession
is again equal to the drifting and therefore the north end of the spin
axis ceases to move westwards and thereafter will move back to the
east, towards the meridian. The control precession and the damping
pre~ession reduce to zero as the axis approaches the horizontal
agam.
It will be noted that the damping precession is acting against the
tilting when the latter is directed away from the horizon and is acting
with the tilting when it is directed towards the horizon. Consequently
each time the spin axis comes back to the level of the settling
position, that is the level at which the control precession is equal to
the drifting, the azimuth must reduce. After a number of oscillations
it will therefore reduce to zero.
As the north end of the spin axis tilts below the horizontal, the
constitutes an error of the compass. This error is called the latitude increased and its motion away will be decreased. A damping
error. (It is also referred to as the damping error or the settling precession in azimuth must be created in a similar way to the control
error.) The equilibrium between drifting and control precession and precession, that is by a torque about the horizontal east-west axis.
the tilting and the damping precession is illustrated in figure 1.30. A precession merely created by the effect of gravity when the spin
At the equator the drifting is zero when the spin axis is horizontal, axis tilts however will not be suitable as its direction would only
and no compensating control precession is required. This means that depend on whether the north end of the spin axis was tilted up or
the spin axis will settle in the horizontal and the damping precession down, and could be directed towards or away from the meridian.
will also be zero. The axis must therefore settle in the meridian where Such a precession would only modify the rate of the control
the value of the tilting is zero. In south latitude the drifting of the precession and would not achieve damping. It should be evident
north end of the spin axis is to the west, requiring an easterly control that the damping precession must always be directed towards the
precession to compensate. Consequently the north end must settle meridian.
with a downwards tilt and to the west of the meridian so that the This may be achieved by creating the precession in azimuth by a
downwards tilting opposes the upwards damping precession. The torque about the horizontal axis by a flow of liquid under the
sign of the latitude error therefore depends on the sign of the latitude, influence of gravity when the axis tilts, but causing a lag between
an easterly error being produced in north latitude and a westerly cause and effect by introducing a restriction to the flow. The action
error in south latitude. A numerical analysis of the error is given in of the ballistic will then be out of phase with the tilt which caused the
section 1.24. flow. Figure 1.32(a) shows the direction of the precession in azimuth
without any restnctIon causing delayed action. The direction of

rotation of the rotor is clockwise viewed from the south, i.e. that
direction appropriate to a bottom heavy compass. The control
FIG. 1.31 The settling position for a compass damped in tilt. South Latitude. precession is produced by a bottom heavy effect while the damping
precession is produced by a top heavy effect.The resulting precessions
1.21 Damping in Azimuth (Damping towards the Meridian)
will therefore be of opposite direction.
Figure 1.32(b) now shows the effect of introducing a lag in the
The amplitude of successive oscillations may be reduced by a action of the damping precession equal to one quarter of the period
precession in azimuth, that is a precession towards the meridian. of oscillation.
Such a precession is therefore similar to the control precession, but It will be noted now that the direction of the precession is
in order to damp the controlled ellipse it must act with the control now always towards the meridian. What has occurred is that the
precession, when the latter is directed towards the meridian, and precession which originally was caused when the axis was in the
must oppose the control precession when it is acting away from the north end up and to the east quadrant, now does not occur until the
meridian. Thus the motion of the axis towards the meridian will be north end is up and to the west. The direction which originally
It is important to realise that the damping precession produced by

this method can only be produced when there is a change of tilt of
the spin axis. No damping precession can be caused when the spin
axis has a constant tilt. This is because the delaying action of the
restriction to the flow of the liquid, can only be effective when there
is, in fact, a flow. A constant tilt of the axis will not cause any transfer
of liquid so that the delaying action is ineffective. Under these
circumstances the damping torque will always act in the opposite
direction to the control torque thus merely reducing its effect. The
importance of this is that when the axis has settled it will have a
constant tilt, and therefore in the settling position there will be no
damping precession. The significance of this may now be evident to
the student. It will however be discussed further when the settling
position is discussed in section 1.23.
1.22 Path Traced Out by the Spin Axis of the Gyro
Damped in Azimuth
Figure 1.33 shows a damped spiral traced out by the north end of
the spin axis of a gyrocompass damped in azimuth. The direction of
the vectors representing the damping precession assume that the
delay in the action of the damping torque is exactly a quarter of the
cycle. This is not necessarily so and the exact shape of the trace may
vary. It is important to note however that the axis will cross the
meridian moving horizontally, because at the moment of being in the
meridian the tilting is zero, and there is no precession in tilt. On the
other hand the axis will reach maximum azimuth and commence
moving back towards the meridian before it reaches the settling level,
and under the action of the damping precession towards the meridian
will move in azimuth more rapidly when moving towards the
It should be clear from this formula that the magnitude of the
steaming error does not depend in any way upon the compass itself,
its design or characteristics. The error is the same for all compasses,
being determined by the course, speed and latitude of the vessel.
This is an approximate formula which is adequate for all practical
purposes at sea in normal navigable latitudes. The error varies as the
secant of the latitude so that as the latitude approaches 90 the error
approaches infinity. Large errors will be obtained in high latitudes.
A speed of 20 knots on a northerly course in latitude 60 gives an
error of 2!0. The same conditions in latitude 75 give an error of 5.
The approximations inherent in this formula are valid only if the
speed of the vessel is small compared with the linear speed of the
earth's rotation. This will always be the case in a marine craft in
normal navigable latitudes. At high speed such as that encountered
in aircraft and in any craft in very high latitudes a more accurate
formula must be used. The large errors due to the high speeds and
the effect ofthe considerable accelerations imposed upon the compass
by aircraft manoeuvres, preclude the use ofthe marine gyro compass
in aircraft.
1.26 Accurate Formula for Course Latitude and Speed Error

If the velocity ofthe vessel across the earth's surface is considerable
compared with the earth's rotation then the error becomes large. It
can no longer be assumed that the sine or tangent of the error is
equal to the error in radians. Furthermore the east-west component
of the vessel's velocity will increase or decrease the effective velocity
of the earth's east-west rotation. If the vessel is steaming to
the west then effectively the earth's rotation is reduced. It then
becomes 900' cos lat. - v sin course. If the vessel is steaming east-
wards then effectively the earth's rotation is increased. It then
becomes 900' cos lat. + v sin course per hour. Also the motion of the
vessel northwards along the false meridian will be (v cos course) cos
error.
Thus the condition when the tilting due to the earth's rotation is
equal and opposite to the tilting due to the vessel's speed will be:
with the motion of a ship in a seaway, the compass will react to these
accelerations as they will be indistinguishable from that of the earth's
gravity. The compass will sense the resultant of all the accelerations
to which it is subjected, and this resultant will define a 'false' vertical
and thus a false horizontal. The effect of ship motions are called
1.27 The Change in the Course and Speed Error Rolling Errors but they are not errors in the sense that they can be
The approximate formula for the course and speed error gives, for assessed and allowed for, but their effect is to produce spurious
a vessel steaming north at 20 knots in latitude 60, an error of 2! W. wandering of the compass. They must therefore be eliminated as far
If that vessel now alters course by 180 and steams south the error as possible in the design of the compass so that the navigator has no
wil1 become 2! E. The compass wil1 resettle in a position 5 to the part to play in their compensation.
east of the original settling position. In order to resettle the axis will
execute a damped spiral and will therefore for a period following the
1.29 The First Rolling Error
alteration be unsteady. A series of manoeuvres in rapid succession
could produce serious errors in the compass. There are two ways in A body which is set swinging pendulously, and whose mass is
which this problem may be tackled. distributed preferentially in one vertical plane, is subject to dynamic
The course latitude and speed error may be eliminated entirely by forces which turn the plane in which the mass lies, into the plane of
creating a precession of the spin axis which is equal and opposite to the swing. The vertical ring of the rotor suspension frame of a gyro
the false tilting of the axis caused by the north-south component of compass wil1 be affected in this way, the plane of the ring having a
the vessel's speed. The tilting occurs at the rate of this component, tendency to turn into the plane of the swing caused by the ship
(v 'coscourse) (section 1.25). The precession to compensate for the movement. The maximum torque occurs when the plane of the ring
false tilting must therefore be equal to v cos course. The compass is at an angle of 45 to the plane of the swing. As the vertical ring
will then settle in the true meridian, (damping error corrected), and surrounds the rotor casing in the east-west plane this will occur
will therefore not require to resettle after an alteration. This method when the compass is swinging in the intercardinal planes, that is
is employed in the Arma Brown Compass and the Sperry Mark 20, NE/SW or NW /SE.
these compasses being discussed in more detail in the chapters Because of the construction of the suspension axes of the gyro the
devoted to them. vertical ring must be constrained in the east-west plane. If there is a
The course latitude and speed error is, in some compasses, allowed torque which acts to turn the vertical ring out of this plane then there
to occur and is then apparently corrected by shifting the lubber line must be a reactionary torque on the member that is restraining the
by an amount equal to the error. In other compasses the error must ring. On some compasses this is the rotor itself (when the connection
be allowed for by the navigator, who extracts the error from tables between the rotor case and the vertical ring is through a horizontal
supplied. In each case the compass wil1 require to resettle after each east-west bearing). In this case the reactionary torque acts on the
alteration of course or speed, and the unsteadiness associated with rotor and will precess the rotor in tilt. The subsequent flow of liquid
the damped spiral must be avoided. This is done by causing the in the control element will then cause a north or a south heaviness
compass to precess directly to the new settling position by making which will precess the rotor in azimuth.
use of another, otherwise unwanted, effect of the alteration of course This is not a serious problem as it can be entirely eliminated by
or speed. This is the Ballistic Deflection which is described in attaching balancing weights to the vertical ring to equalise the
section 1.32. This section fully explains how the ballistic deflection is distribution of the mass of the ring and compensator weights in all
used to solve the problem of the change in the course and speed vertical planes. There will be one weight projecting out on the north
error. side of the vertical ring and another on the south side. They are
carefully adjusted in the factory or workshop such that the centre of
gravity of the ring and weights still remains at the centre of the rotor,
1.28 The Effect of Ship Motions on the Gyroscope and that the moments of inertia of the ring is the same about the axes
The correct and accurate operation of the gyro compass depends in the north-south and the east-west planes. The vertical ring then
upon the effect of gravity on the control and damping element of the acts as if it were spherical and there is no tendency for any
compass. The acceleration due to the earth's gravity acts vertically preferential vertical plane to align itself with the plane of the swing.
downwards and defines the horizontal for the compass. If the In some compasses the arrangement of the suspension axes is such
compass is subjected to other accelerations such as those associated that the vertical ring is constrained in the east-west plane, not by the
Thus the south heaviness will result in a torque about the vertical
which is clockwise as viewed from above and this will give a
precession in tilt, north end upwards. There will also be a precession
in azimuth north end to the west, but this will be cancelled by the
easterly precession on the other half of the swing. When at the
north-east extremity, as shown in figure 1.39(b), there is a north
heaviness combined with a movement of the connection to the rotor
case to the east of the true vertical. The precession in azimuth is to
the east and of opposite sign to that on the other half of the swing
but the precession in tilt is again north end upwards, as the torque
about the vertical axis is again clockwise as viewed from above.
As long as the swinging continues therefore there is a continual
precession north end upwards.
The rolling precession in tilt will cause the compass to settle where
it is opposed by the tilting due to the earth's rotation. For a compass
damped in tilt the condition at the settling position will be:
Tilting = damping precession + rolling precession.
For a compass damped in azimuth the condition will be:
Tilting = rolling precession.
The tilting may only be found out of the meridian, and as the
precession due to the rolling may be large, the error caused may also
be considerable. In fact in practice, as a ship's motion tends to vary
with respect to roll amplitude and acceleration the compass will not
settle with a constant error but will be unsteady with large unknown
errors.
1.31 Elimination ofIntercardinal Rolling Error

The effect of the intercardinal rolling error as described only
occurs if the control element reacts instantaneously to the accelera-
tions imposed upon it by the vessel's motion. This will be so if a solid
weight is used to achieve top or bottom heavy control. It will only
be the case with a liquid control element if there is free and
unrestricted flow of liquid between the north and south pots. This is
not so as the pipes which interconnect the pots are of relatively small
bore compared with the diameter of the pots. This restriction will
produce a lag between the acceleration due to the motion and the
resultant flow of liquid. It will also to some extent limit the amount
of liquid transferred. If the restriction of the bore of the pipes is such
that a 90 phase lag between the swing of the compass and the
maximum displacement of liquid is caused, that is if the delay is
equal to exactly one quarter of the period of the swing, then the
maximum displacement of liquid will occur, not at the extremities of
the swing, but as the compass passes through the mean position of
the swing. If this is so then no rolling error occurs.
58 MARINE GYRO COMPASSES FOR SHIPS' OFFICERS \ GYROSCOPIC COMPASS THEORY 59
\
To understand why this is so it must be remembered that at the \maximum head of liquid will occur after the compass has passed
moment that the compass passes through the central position of the \hrough the mean position and residual error of the opposite sign
swing, the acceleration of the swing is zero. The compass vertical \\:illoccur.
therefore coincides with the true vertical, and any north or south \The residual errors are reduced by adopting an excessive period of
heaviness cannot cause a torque about the vertical as its effect is oscillation in the design of the compass, so that there will always be
transmitted to the rotor case through a connection in the vertical an overcompensation under normal ship motion conditions. This is
axis (see figure 1.31).The alternate north and south heaviness causes then compensated for by creating some top-heaviness by means of
only torques about the horizontal axis which cancel over the period compensator weights attached to the top of the control pots. By
of the swing. Any torques which occur about the vertical axis just careful selection of the amount of top-heaviness introduced the
before or after the compass passes through the mean position will residual errors can be reduced to acceptable limits over the normal
now cancel as they will be of opposite sense. range of rolling periods encountered on ships. The compensator
The delay caused by the design of the control element must be weights are adjusted in manufacture after rolling error tests and
based upon an assumed period of oscillation. As this period is in should not be disturbed. It should be realised that small residual
practice determined by the vessel's motion, it will in fact vary errors may be experienced during periods of sustained rolling.
between different ship's and will vary for any particular ship, with Specifications for a gyro compass supplied by the manufacturer
weather conditions and with conditions of loading. If the period of usually state the results of extensive rolling error tests after
oscillation of the compass coincides with the period assumed in the compensation has been adjusted.
design of the compass then the error will be eliminated but for any
other period of oscillation there will be some residual error. 1.32 Ballistic Deflection
If the period of the compass oscillation is greater than that Ballistic deflection is a precession which results from accelerations
assumed then the restricted bore will undercompensate and maxi- imparted to the compass by a change in the speed and/or the course
mum head of liquid will occur before the compass passes through the of the vessel. If the vessel is steaming north and increases speed then
mean position. In this case there will be a residual error of the same the vessel will exert a force on the compass which will accelerate it
sign as if there were no restriction, that is for the example used in northwards. There will be a reactionary force acting on the liquid in
section 1.30,west for an oscillation in the SWjNE plane, and east for the control element towards the south. The liquid will therefore be
an oscillation in the NW /SE plane. This is the direction of the error accelerated to the south relative to the compass. (The compass is
associated with a top heavy compass. If the period of the compass is accelerated towards the north while the liquid, due to its inertia,
less than that assumed there will be an overcompensation. The tends to remain behind, and there is a flow of liquid into the south
pots.) This will also occur if the vessel is steaming south and
decreases her speed, or ifthe course is altered towards the north, thus
effectively increasing the northerly component of the speed.
If the vessel is steaming south and increases speed, or is steaming
north and decreases speed, or if the course is altered towards the
south, all of which constitute a southerly accel.eration, the liquid will
be accelerated towards the north relative to the compass and a north
heaviness will result.
Note that the acceleration imparted to the compass is effectively
creating a false vertical and hence a false horizontal. The false
vertical is the resultant of the acceleration due to gravity and that
due to the vessels change of motion, as shown in figure 1.40. The
control element will remain in the true horizontal due to the
gyroscopic inertia, but the liquid will associate itself with the false
horizontal and flow to produce the north or south heaviness.
If a north heaviness results from a southerly acceleration, a
precession in azimuth will occur which is in the sense north end to
the east. If a south heaviness results from a northerly acceleration,
the north end of the spin axis will precess towards the west. The rate
the settling position. The damped spiral traced out by the spin axiSl
while settling will thus produce an error in azimuth which will reach
a maximum after one quarter of the period of the oscillation, that is
after about 22 minutes. Thereafter the error will reduce and on
succeeding oscillations may be considered negligible.
1.37 The Directional Gyro
Accurate indication of the true meridian by a marine gyro
compass is dependent upon the sensing of the east-west plane as
indicated by the rotation of the earth, and the true vertical as
indicated by the earth's gravitational attraction. If the compass is
subjected to additional velocities and accelerations, these will also be
sensed and will mask the true direction of the earth's rotation and its
gravity. Velocities and accelerations experienced on a marine craft in
normal navigable latitudes are small enough compared with those of
the earth to render any errors which may be caused, within tolerable
limits and correctable. This will not be the case however if the
velocity and acceleration of the vessel becomes comparable to those
of the earth and its gravitation. This may occur if the vessel's velocity and opposite to the tilting. These precessions must be constant for
increases, for example if the compass is placed aboard an aircraft, or any given latitude and for any given direction indicated by the spin
if the linear rate of the earth's rotation decreases as it does if the axis. It is not possible therefore to produce them by the gravity
compass is taken to high latitudes. In both cases errors become large control elements generally used in marine gyro compasses.
and the gyro can no longer be considered as providing a north Figure 1.42 shows the projection of the gyro spin axis onto the
reference. northern horizon, the axis horizontal and pointing to the east of
A directional reference may still be obtained however by using the north. The gyro is in north latitude. The north end of the spin axis
gyroscope as a directional gyro. In general marine gyro compasses will drift to the east at a rate given by 15' sine latitude per minute. That
do not have this facility, but the Arma Brown compass, which was end will also tilt upwards at a rate given by 15' cosine latitude' sine
designed originally for purposes other than in the marine environ- azimuth per minute. A precession of the north end to the west equal
ment, is so provided. A short explanation of the use of the compass to the drifting, and a precession of the north end downwards equal
in this mode is therefore in order. to the tilting will secure the spin axis in this direction relative to the
The function of a directional gyro is to provide a directional meridian.
reference, which is not necessarily the direction of the meridian, but Because of the movement of the craft, which may change course,
which is constant over a short period of time. The period must be speed, or latitude, the correcting precessions may not be exactly
regarded as short because once the gyro deviates from the reference correct at any given time so that the axis may change direction
direction there is no provision to cause the gyro to return to it, in the slowly. The direction indicated must be monitored therefore at
manner that the marine gyro will return to the meridian if it is caused regular intervals. Any deviation from the chosen reference direction
to deviate from it. Instead the direction which is indicated by the may be corrected manually. Note that if the axis is placed in the
gyro must be monitored by astronomical observation or by other meridian then only the drift will require compensation as the tilting
azimuthal indications. will be zero.
A directional gyro is obtained by correcting the free gyro for the An explanation of the operation of the Arma Brown compass in
effects of drift and tilting, caused by the earth's rotation. It has been the directional mode is given in the chapter devoted to that compass.
explained that a free gyro placed with its axis horizontal in north
latitude will drift, north end to the east, and tilt upwards if the north
end is directed to the east of the meridian, or downwards if it is
directed to the west of the meridian. A constant reference with
respect to the earth's surface is obtained if a precession in azimuth is
applied equal and opposite to the drift, and a precession in tilt equal
CHAPTER 2
SPERRY GYROCOMPASSES
2.1 Introduction
Sperry Marine Systems, a division of Sperry Rand Limited now
produce a wide range of gyroscopic compasses of varying degree of
sophistication. They supply gyros to the USA and NATO fleets as
well as to the Admiralty. The present range of commercial gyro-
compasses stem from three quarters of a century of experience and
development from the original Sperry gyrocompass produced in
1911. From the commercial range two types of compass are described
here, the Sperry Mark 20, and the more compact S.R. 120 and
S.R. 100 range.
2.2 The Sperry Mark 20
This compass is, by modern standards, of large construction and
is one of the few compasses in use today whose constituent parts can
clearly be seen when in operation. It is ideal therefore for description
for the student of gyrocompasses. Although this mark has been
superseded by the latest range of miniaturised compasses, many are
still in use throughout the fleets of the world. Basically it is of the
conventional Sperry design but includes features which were new
innovations when the mark was first introduced in 1961.
2.3 Construction of the Mark 20- The Sensitive Element
The following description should be clarified by reference to
figure 2.1.
The sensitive element of a compass is that part of the compass
which when touched will transmit a torque to the rotor and hence
disturb the compass from its settled position. In the Mark 20 the
sensitive element comprises:
i. the rotor and rotor case with its attachments,
ii. the vertical ring and its attachments.
The rotor is of 6,8 kg weight and of 13,9 cm diameter. At operating
speed it is driven at 12000 r.p.m. The rotor carries the windings of a
three phase induction motor, the stator windings being on the inside
of the rotor case. The rotor is driven by induction about its spin axis
which is housed in bearings in the north and south ends of the rotor
case. The case is airtight and a partial vacuum is created inside it.
Integral with the rotor case casting is a horizontal platform on top
66
SPERRY GYROCOMPASSES 69
and an air pipe between their tops. Each pair of pots contains
two ounces of mercury. The pots are attached to the vertical ring,
one pair to the east of the north-south spin axis and the other pair
to the west. Mercury flows by gravity when the element tilts giving a
top heavy effect.
2.4 The Phantom Ring

The sensitive element is suspended within the phantom ring by
connections in the east-west horizontal axis between the vertical
ring and the phantom ring. The plane of the phantom ring coincides
with the plane of the vertical ring when the latter is upright but the
vertical ring and hence the whole sensitive element, including the
vertical axis, has freedom to tilt about this horizontal east-west axis.
The phantom ring drives the compass card assembly. This
assembly which is carried by the outer member (see section 2.5), will
be described later, but in principle the compass card may be thought
of as being a conventional horizontal compass card rigidly mounted
on top of the phantom ring. As the phantom ring and the vertical
ring are coplanar in the east-west plane when the compass is settled,
the phantom ring will define the positions of the graduations of the
scale of the compass card.
At the bottom of the phantom ring is the azimuth gear which is a
horizontal gear wheel fixed to the phantom, by means of which the
phantom ring may be driven in azimuth. Note that if the phantom
turns then so also must the vertical ring through the east-west
horizontal connection.
2.5 The Outer Member

The phantom is supported within the outer member in bearings in
The plane of the vertical ring is maintained in the plane of the the vertical axis such that the phantom may turn in azimuth within
rotor by the lower guide bearing. This bearing supports no weight the outer member. ;rhe bearings are referred to as the lower stem
from the rotor casing but bears only laterally on a spindle projecting bearing and the upper stem bearing. The outer member turns with
down from the bottom of the rotor casing. the ship and alw;;iYsremains in the ship's athwartships plane, while
Freedom in azimuth is afforded by the vertical suspension wire the phantom with the compass card attached remains stationary
and lower guide bearing, as the rotor and rotor case is free to turn with respect to the meridian. The phantom may be driven in azimuth
about this vertical axis. The vertical ring passes through the east and through its azimuth gear by the azimuth motor which is attached to
west ends of the support frame but without any contact with it. If the the outer member. The azimuth motor drives the phantom and
rotor turns the vertical ring is made to turn with it (see follow up therefore the sensitive element in azimuth, relative to the outer
system), to maintain alignment with the plane of the rotor. This member.
prevents any contact with the support frame and prevents any Power supplies are conveyed to the sensitive element through an
twisting of the wire suspension. This follow up must be achieved assembly of slip rings in the lower stem bearing.
without any physical contact between the rotor case and the vertical The compass card assembly is carried on the top of the outer
ring other than through the vertical axis suspension. member but is driven by the movement of the phantom ring relative
Attached to the vertical ring is the control element which consists to the outer member. It may help in understanding the basic
of two independent pairs of control pots, each pair consisting of a principles of the operation of the compass if initially the compass
north and a south pot connected by a pipe between their bottoms card is thought of as being attached to the pha~tom as a conventional
70 MARINE GYRO COMPASSES FOR SHIPS' OFFICERS SPERRY GYROCOMPASSES 71
horizontal compass card. (This is a feature of the Mark XIV which wire suspension when the rotor turns, as this would exert a torque
was superseded by the Mark 20.) The actual compass card assembly on the rotor. Also, as the compass card is attached to the phantom
arrangement will be described later. (theoretically), this provision for the vertical ring and phantom ring
The outer member is supported in gimbals which are damped for to follow the rotor will transmit the directional reference provided by
roll and pitch and mounted in shock proof mountings. These will be the rotor to the compass card. This follow up is achieved as follows.
described later but we are now in a position to describe the operation Alignment between the rotor case and the vertical ring is sensed
of the compass. by the E-shaped transformer. This consists of a transformer with its
windings on the arms of an E-shaped soft iron core. The primary
2.6 Control ofthe Gyro windings are on the central arm of the E and there are two secondary
The control element, which is attached to the vertical ring, consists windings on the outer arms. These secondary windings are in series
of two independent pairs of pots, each pair containing two ounces of and wound in opposing directions. The outputs from the secondaries
mercury, which flows between north and south pots when the will therefore be equal and of opposite phase and will cancel giving
sensitive element tilts, giving a top heavy effect (see section 2.3). The a zero output. This E-shaped transformer is attached to the east side
action of the control element is, when the rotor and rotor case tilts of the support frame. On the A bracket of the vertical ring is an
out of the horizontal, the vertical ring tilts with it, due to the armature which is close to the E-shaped core and symmetrical with
connection at the lower guide bearing. The control element which is the secondary windings when the vertical ring is correctly aligned
attached to the vertical ring therefore tilts also and mercury flows to with the rotor case. This arrangement of E-shaped transformer and
the low side. This north or south heaviness creates a torque on the armature is shown in figure 2.2. In this position the output of the
vertical ring about the horizontal east-west axis, which is transmitted secondary coils is zero. If the rotor now turns causing a displacement
to the rotor via the lower guide bearing. This creates a precession in between the support frame of the rotor casing and the vertical ring,
azimuth (see section 1.10). The precession must be to the west when the armature will no longer be symmetrical with the two secondary
the north end of the spin axis tilts upwards, and to the east when that windings. A greater current will be induced in the secondary winding
end tilts downwards. The design of the control element is such that towards which the armature is displaced, due to the soft iron flux
the period of the undamped ellipse in the Mark 20 is 113 minutes. path as opposed to the partial air path for the other secondary. The
two secondary currents will only partially cancel and an output will
2.7 Damping ofthe Gyro appear across the two secondary coils. The phase of this output will
depend upon the direction of displacement of the armature. In this
Damping of the ellipse is obtained by a small damping weight of
17 grams placed on the support frame in the plane of the rotor and
offset to the west of the vertical axis. The action of such a damping
weight has been described in section 1.17,where it was explained that
when the 'nominal' vertical axis tilts out of the vertical due to the tilt
of the rotor (see section 2.6), a torque about the nominal vertical axis
is produced. This gives a precession in tilt, the direction of which
depends upon the direction of the tilt, and the magnitude of which is
proportional to the tilt. The effect of this precession in tilt was
described in section 1.19.
2.8 The Follow Up System

It has been shown that the rotor and the rotor casing has freedom
to turn in azimuth about the vertical suspension axis, and that the
sensitive element has freedom to tilt about the horizontal east-west
axis. Thus it has the properties of a free gyroscope. Furthermore
there is control ahd damping so that the rotor will settle in the
meridian. There must however be provision to cause the vertical ring
and the phantom ring to maintain alignment with the plane of the
rotor. This is necessary to prevent any twist forming in the vertical
wayan electrical signal is obtained which is proportional to the axis, by the support brackets, so that the compass can remain
displacement between the rotor case and the vertical ring and whose substantially vertical against the roll of the ship. The for'd bearing
phase depends on the direction of the displacement. incorporates a roll damper to damp out any swinging motion
This signal is amplified by the follow up amplifier and used to initiated by the ship's roll. The support brackets are free to slide up
drive the azimuth motor. This turns the phantom ring within the or down on vertical posts projecting upwards from the main
outer member and hence the vertical ring through the east-west binnacle housing. The weight of the support brackets and hence the
horizontal connection, in such a direction as to restore the alignment whole of the compass assembly is taken by long helical springs fitted
with the rotor. When alignment is achieved the signal will go to zero around each post. These damp out the downwards movement of the
and the azimuth motor will stop. The sensing device is very sensitive
so that the vertical ring follows the movement of the rotor almost
instantaneously.
The compass card turns with the phantom and thus indicates the
movement of the rotor.
2.9 Action of the Compass when the Vessel Alters Course

Initially the rotor plane, the vertical ring and the phantom ring
will be in the east-west plane, with the rotor axis settled in the
meridian. The outer member is in the athwartships plane of the
vessel, and if the vessel is initially heading north this will be in the
same plane as the phantom and the vertical ring. If the vessel now
alters course the rotor and the rotor casing will, due to the gyroscopic
inertia, remain in the meridian. The outer member will turn with the
ship and, due to the connection through the azimuth motor drive to
the phantom azimuth gear, the phantom and the vertical ring will be
turned with the ship, causing a displacement between the rotor case
and the vertical ring. Immediately a displacement occurs however a
signal is obtained from the E-shaped transformer which drives the
azimuth motor which turns the phantom and the vertical ring back
in the opposite direction to the ship's turn, to restore alignment with
the support frame of the rotor casing. In this way the vertical ring
and the phantom ring remain in the east-west plane, while the outer
member turns with the ship. The compass card as defined by the
phantom remains aligned with the meridian, and its movement
against the lubber line as defined by the outer member indicates the
alteration of course.
2.10 The Gimbal Support

The outer member is supported within the gimbal ring which
surrounds the whole assembly in a horizontal plane. The gimbal
bearings to the outer member are in the ship's athwart ships axis so
that the outer member must always remain in this axis. This bearing
gives the compass assembly the ability to remain substantially
vertical against the vessel's pitching. A pitch damper is incorporated
in the starboard bearing to damp out any swinging motions initiated
by the pitching.
The gimbal ring is supported in bearings in the ship's fore and aft
support brackets. Above the support bracket short helical springs
are fitted over the posts and these absorb the upwards movement of north latitude and to the west of the meridian in south latitude. The
displacement from the meridian constitutes the damping error.
the support brackets. These provide an anti-vibration mounting.
In the Mark 20 a torque about the vertical axis is provided by the
correction torque motor. This gives the precession in tilt which
2.11 The Compass Card Assembly equals and opposes the damping precession. In effect it therefore
The compass card assembly is carried on top of the outer member replaces the tilting, thus obviating the need to settle out of the
and comprises two compass cards each with a gear train which meridian to acquire the tilting. The axis will settle in the meridian
meshes with the drive gear on the top of the phantom ring. A 360 0 with a slight tilt which does not affect the operation of the compass.
direct reading compass card faces for'd, and an enlarged scale The damping precession which must be compensated for by this
compass card faces aft for steering purposes. Both cards are turned correction torque is proportional to the tilt (see section 1.18).The tilt
by the rotation of the phantom ring within the outer member. in its turn is proportional to the drift in that particular latitude, as it
is to compensate for the drift that the tilt is necessary. The drift varies
2.12 The Binnacle as the sine of the latitude so that the correction torque applied must
also be proportional to the sine of the latitude.
The binnacle encloses the compass unit and its mounting, and
contains a lower section beneath the compass which houses the
switch panels for the compass and repeaters, and the amplifiers for 2.13(b) Correction of Course Latitude and Speed Error
the follow up system and the repeater transmission system. The (Steaming Error)
terminal blQck panel is situated on the after side in the lower In the Mark 20 this error is eliminated at source (see section 1.27).
binnacle and serves as a convenient connection point for all electrical The error was introduced due to the false tilting of the spin axis
services. Electrical inputs are derived from the motor alternator, the caused by the vessel's movement across the earth's surface in the
motor of which is driven by the ship's mains supply. The alternator north or south direction. The north-south component of the vessel's
generates outputs at 400 Hz to provide supplies for the rotor, the speed is given by v . cos course, and this will be the rate of tilting per
follow up transformer, amplifiers, and error correction system. hour due to this cause. A small torque is applied about the vertical
axis to give a precession in tilt equal to V cos course but in the
2.13 Correction of Errors opposite direction. This will be downwards when the vessel is
steaming north and upwards when the vessel is steaming south.
The Mark 20 is corrected for damping error and for course
latitude and speed error by application of a small torque about the Note that both errors are corrected by a torque about the vertical
vertical axis, to give a precession in tilt. This creates a new equilibrium axis. The correction of both errors may therefore be achieved by one
combined torque, and this is applied by the correction torque motor.
with the axis in the meridian. The torque is applied by the correction
torque motor.
2.14 Error Correction Signals
2.13(a) Correction of Damping Error The correction torque motor requires an electrical signal which
It has been shown that the damping error arises because of a has components proportional to the cosine of the course, the speed
damping precession in tilt which is created when the spin axis tilts and the sine of the latitude, in order to correct for the course latitude
and speed error and the damping error.
out of the horizontal (see section 1.23). The axis must settle with a
tilt of the north end upwards in north latitude and downwards in A signal which is proportional to the cosine of the course is
south latitude, in order to obtain a precession in azimuth which is provided by the cosine resolver. This is situated at the top of the
required to compensate for the drift due to the earth's rotation. This outer member and phantom ring. Stator coils attached to the outer
tilt will also give a damping precession in tilt which will be down- member have signals induced in them by transformer action from a
wards when the north end is tilted upwards and upwards when the primary rotor coil, fed by single phase a.c., and attached to the top
north end is tilted downwards. To balance this precession in tilt there of the phantom ring. The rotor will therefore rotate with respect to
must be an equal precession in the opposite direction. Uncorrected the secondaries (stator coils) when the vessel alters course, which
this must be acquired by settling out of the meridian where the tilting causes the outer member to rotate around the phantom and sensitive
due to the earth's rotation is equal and opposite to the damping element. The output from the stator coils must be maximum when
precession. Thus the axis will settle to the east of the meridian in the vessel is heading north or south, and zero when the vessel is
heading east or west, varying as the cosine of the course angle.
The stator windings on the outer member consist of three star

connected windings as shown in figure 2.4. With the ship on north
the rotor is aligned as shown in 2.4(a). The voltage across the load
resistor R will be the voltage across the coils a and b, which will be
a maximum with the rotor aligned thus. When the vessel is heading
east or west the rotor is aligned as shown in 2.4(b). The voltage
across the load resistor R will be zero. With the vessel on south the
rotor will be aligned as shown in 2.4(a). The output will again be
maximum but of opposite phase to that with the vessel on north.
The speed potentiometer is controlled by the navigators setting of
the vessel's speed. With the setting in the zero position as shown in
figure 2.4(a), the signal passed to the correction torque motor will be
zero, irrespective of the voltage across the cosine resolver. With the
speed setting as shown in 2.4(b), the full voltage from the cosine
resolver will be presented to the correction motor. This signal is
therefore proportional to the cosine of the course and to the speed.
This signal corrects for the course and speed error.
A second signal is obtained from the potentiometer controlled by
the navigators setting of the latitude. The output of this is propor-
tional to the sine of the latitude. This signal corrects for the damping
error.
2.14(a) The Correction Torque Motor
The error correction signals are applied to the correction torque
motor whose purpose is to create a torque on the rotor which causes
a precession in tilt. This precession is the resultant of the two
precessions in tilt, described in section 2.13, which are required to
correct for damping error and steaming error. The correction motor
is a two phase torque motor. A reference phase winding is fed with a
single phase a.c., while the control winding receives the error
correction signal. The windings are carried on the A bracket of the
vertical ring with the axis of the coils aligned parallel to the north-
south axis. A copper covered armature passes through the centre of
the coils also parallel to the north-south axis but carried on the
support frame of the rotor case. Currents induced in the copper
armature produce a longitudinal force on the armature, that is a
force in the north-south direction, which is transmitted to the rotor
through the case and the spin axis bearings. As the armature is out
of the vertical axis a torque about the vertical axis results and the
required precession in tilt is produced.
This precession in tilt eliminates the 'false' tilting due to the
vessel's north-south velocity, and opposes the damping precession
at the settling position (see section 2.13). The result is a new
equilibrium position with the spin axis in the meridian but with a
slight tilt, sufficient to give a control precession equal to the drift.
The equilibrium position for the settled compass is shown in
figure 2.5(a) and (b).
D
laminated I-shaped rotor which is driven through the intermediate

gearing between the azimuth motor and the azimuth gear. Thus
when the phantom and sensitive element turn within the outer
member in the follow up sequence of the master compass, the trans-
mitter rotor turns also. The rotor rotates inside a six pole, star con-
nected stator winding (see figure 2.6). As the rotor turns, lining up in
turn with each of the stator coils, increases in the current flowing in
the stator windings are used to activate three switching amplifier
circuits, each one of which is connected to a set of coils in the receiver
motor. Each set of coils consists of two coils in parallel. The effect of
rotating the transmitter rotor is to produce a rotating magnetic field
in the receiver stator as each pair of coils is energised in turn. The
rotor armature in the receiver motor will turn to align with this
magnetic field, thus reproducing the rotation of the transmitter. The
receiver rotor is geared to the compass repeater card, the gearing
obviously being designed to produce a one degree rotation of the
repeater card for each degree rotation of the master compass.
2.16 The S.R. 120/130 Gyrocompass

The trend in modern gyrocompasses IS III general towards the
small compact or miniaturised compass. The S.R. range of Sperry
compasses is in many respects a miniaturised version of the Sperry
Mark 20, although there are differences in the details of construction
of the two compasses. The S.R. range is identical with the E.S. range
of compasses produced by the Japanese TKS Company Ltd.
2.17 The Sensitive Element

The sensitive element consists of the rotor and rotor case and its
attachments, and the vertical ring and its attachments. The rotor is
of 110 mm diameter and forms the rotor of a three phase induction
motor, whose stator windings are on the inside of the rotor case. The
rotor spin axis is supported within the rotor case in ball bearings in
the north and south ends of the case. The rotor rotates at slightly less
than 12000 r.p.m. when a supply of three phase 110V at 400 Hz is
connected to the stator windings.
The rotor case is supported within the vertical ring which
surrounds the rotor case in the east-west plane, that is in the plane
of the rotor. The suspension is by means of a six strand stainless steel
suspension wire, carefully adjusted to be free of any torsion or
twisting. The top of the suspension wire is attached to the top of the
vertical ring which extends upwards to form the suspension frame in
the manner of the A bracket in the Mark 20. The lower end of the
suspension wire is attached to the top of a stem which projects
upwards from the top of the rotor case in the vertical axis. This stem
is laterally supported by a guide bearing in the vertical ring, as is a
similar stem projecting downwards from the bottom of the rotor
rotor case thus has freedom to turn about a vertical axis within the
guide bearings. ship during an alteration of course. It consists of the main supporting
frame, base plates and binnacle with various attachments.
The vertical ring carries the control element which consists of two
The supporting frame holds the ball bearings in which the upper
pairs of pots each pair consisting of a north and a south pot
interconnected between their lower ends for free flow of liquid, and and lower stem shafts of the phantom ring are supported, and
consists of a vertical support on the northern side of the compass
between their upper ends to equalise the air pressure above the
with an upper arm projecting horizontally to carry the upper stem
liquid. The liquid used is of high density and is called 'daifloil'. The
bearing and a lower arm to carry the lower stem bearing. The lower
liquid flows by gravity when the rotor case and vertical ring tilt,
arm is fixed to the base.
giving a top heavy effect. The torque is transmitted to the rotor case
and rotor via the guide bearings. The base consists of two plates, the upper and the lower plates.
The two plates are joined by a shaft through their centres such that
Damping is produced by a damping weight attached to the west
side of the rotor case (see section 1.17). the two plates may be rotated around the shaft relative to each other.
The vertical ring and the rotor casing carry the primary and This forms part of the error correction system (see section 2.21). The
secondary coils respectively, of the follow up transformer (see lower base plate is carried on a shock absorbing mounting the
section 2.20). bottom plate of which is secured to the ship. The upper base plate
carries the azimuth motor, the follow up amplifier, and the repeater
transmitter.
2.18 The Phantom Element
The whole is enclosed in the binnacle cover which has a glass top
The suspension described so far is, in basic principle, identical to for viewing the master compass card directly.
the Sperry Mark 20. The most noticeable difference between these
two compasses is in the suspension of the vertical ring within the 2.20 The Follow Up System
phantom element. The vertical ring is supported within a ring in
the horizontal plane and connected to the vertical ring by bearings The follow up system maintains the vertical ring in the same plane
in the east-west horizontal axis. The vertical ring and the rotor case as the rotor. The rotor and rotor casing, we have seen, have freedom
within it has freedom to tilt about this horizontal axis. The phantom to turn about the vertical axis (suspension wire), within the guide
ring is in the vertical plane outside the horizontal ring and attached bearings of the vertical ring. The vertical ring must follow the rotor
to it by bearings in the north-south horizontal axis. The phantom as the spin axis seeks and settles in the meridian, and must remain
ring is thus held in the north-south vertical plane when the compass
is settled. (Compare this with the Mark 20 in which the phantom
ring is attached directly to the vertical ring in the east-west plane).
The south bearing between the phantom ring and the horizontal ring
incorporates an oil damper to stabilise the compass against the
ship's roll or pitch.
The phantom ring carries two stem shafts projecting upwards
from its top and downwards from its bottom, in the vertical axis. The
phantom element is supported by means of these stem shafts within
the support frame which is part of the stationary element. The
stationary element corresponds to the outer member of the Mark 20.
The upper stem shaft also serves to carry the compass card which is
rigidly attached to the phantom element, the plane of the phantom
ring defining the north-south direction for the compass card. The
lower extremity of the phantom ring at the lower stem shaft, carries
the azimuth gear, this being part of the follow up system.
2.19 The Stationary Element

The stationary element is that part of the compass which can be
considered fixed to the ship, that is the parts which will turn with the
aligned with the rotor when the ship alters course, in order that the from the ship's fore and aft line by the amount of the error, although
wire suspension does not twist and apply a torque to the rotor. The the direction of the spin axis will be unaffected.
follow up transformer senses any misalignment between the rotor The correction is set in the compass by the latitude corrector
case and the vertical ring. It consists of a primary coil attached to the knob. This moves a scale of latitude attached to the upper base plate
east side of the rotor casing, and a secondary coil attached to the against a scale of latitude attached to the lower base plate, the two
vertical ring such that the two coils are centrally aligned when the scales being of unequal length. The appropriate latitude for the ship
vertical ring is correctly aligned with the rotor case. The two halves is matched across the two scales by the latitude corrector knob.
of the secondary are wound in opposite directions (see figure 2.8), so The course latitude and speed error (steaming error) is not
that the currents induced in two halves cancel each other when they corrected on this compass but must be allowed for in the use of the
are equal, that is when alignment is correct. Misalignment will cause compass as a compass error in the usual way. The amount of the
the currents induced in the two halves to be unequal, and hence to error may be obtained from a graph supplied with the operator's
produce an output across the secondary which is proportional to manual, or it may be calculated from the approximate formula given
the misalignment and of phase dependent upon the direction of and derived in section 1.25.
misalignment. This transformer performs the same function as the
E-shaped transformer on the Mark 20. 2.22 Transmission to Repeaters
The output from the follow up transformer is amplified by the Transmission to remote repeaters is done by the inductive trans-
follow up amplifier and drives the azimuth motor which is fixed to mitter, the switching amplifiers, and the receiver step motors which
the stationary element. The motor drives the azimuth gear which is drive the repeater cards.
attached to the phantom element in order to turn the phantom ring The inductive transmitter is attached to the upper base plate of the
relative to the stationary element. The vertical ring must also turn stationary element of the master compass, and is driven by the
with the phantom ring through the connection via the horizontal azimuth gear of the phantom element. Any rotation of the phantom
ring. The phantom and the vertical ring are therefore driven until the ring within the stationary element during the follow up procedure, is
vertical ring is in alignment with the rotor casing, seeking a zero therefore sensed by the transmitter and automatically transmitted to
output from the follow up transformer. The vertical ring is thus the repeaters, which rotate in sympathy with the phantom ring and
maintained in the east-west plane, that is the plane of the rotor when master compass card.
the axis is settled, and the phantom in the north-south plane. The The inductive transmitter consists of a primary coil which is
north-south direction of the compass card, as defined by the supplied with 110V a.c. at 400 Hz. The star-shaped rotor is situated
phantom ring is in this way maintained in the meridian. The ship's within the primary coil, the magnetic field of which induces an
head is indicated by the lubber line which is marked on the alternating magnetic field in those arms of the star-shaped rotor
stationary element (support frame), in the ship's fore and aft axis. An which are lined up with the axis of the primary coil as illustrated in
alteration of course is indicated by the rotation of the phantom figure 2.9. The arrangement of three pairs of secondary coils as
within the stationary element which produces an angular movement shown around the rotor means that there will be alternating currents
of the compass card against the lubber line. induced in the secondary coils, the magnitude of which will depend
upon the alignment of the star-shaped rotor with the pole pieces of
2.21 Error Correction
the secondary coils. With the rotor aligned as shown in figure 2.9(a)
The two operational errors, the damping error (latitude error), there will be maximum alternating current induced in the pairs S2 as
and the course latitude and speed error (steaming error), are not the alternating magnetic field will be concentrated through the pole
corrected in the S.R. compasses. The spin axis will settle out of the pieces of S2 through the star-shaped rotor. There will be a minimum
meridian by an amount equal to the algebraic sum of the two errors alternating current induced in the two pairs SI and S3.
(see sections 1.24 and 1.25). 'JIheeffect of the damping error (latitude If the phantom ring now rotates through to the gearing from the
error) can be removed however, by an arrangement by which the azimuth gear will rotate the star-shaped rotor by 30. It will then be
lubber line is shifted by an amount equal to the error. This is aligned as shown in figure 2.9(b). The magnetic field will be concen-
achieved by the arrangement of the upper and lower base plates (see trated through the pole pieces of the secondary coils S3, and
section 2.19). The compass is carried on the upper base plate, and the maximum current is induced in S3 and minimum currents in S1
lower base plate is secured to the ship mounting. The latitude to
and S2. A further rotation of the phantom of will turn the rotor to
corrector rotates the upper base plate with the compass attached, the position shown in figure 2.9(c). The magnetic field of the primary
relative to the lower base plate. The lubber line is therefore offset coil is now concentrated mainly in the other arms of the rotor as
these are now more closely aligned with the axis of the coil. The field
is therefore concentrated through the pole pieces of the secondary
coils S1, and maximum current is induced in these coils, with
minimum currents induced in the coils S2 and S3. A further rotation
of the phantom by to will restore the original condition when
maximum currents were induced in the secondaries S2.
The a.c. currents and voltage induced in each pair of coils will vary
as shown in figure 2.10, which is a graph of voltage against angular
rotation of the star-shaped rotor and the phantom ring.
The amplitude of the a.c. voltages across the transmitter secondary
coils after rectification and smoothing are used to control tran-
sistorised switching circuits. The magnitude of the input derived
from the transmitter secondary coils determines whether a transistor
will conduct or not and this transistor switch is used to control
whether current from a 35 volt d.c. (S.R. 120) or a 70 volt d.c.
(S.R. 130) supply will flow through a pair of coils in the receiver
motor. There is one such circuit for each of the three pairs of coils in
the transmitter each controlling one of three pairs of coils in the
receiver. The sensitivity of the switching circuits are adjusted such
that the d.c. current to the receiver coils is switched on over a 45
rotation of the star-shaped rotor in the transmitter, that is for 22!0
on either side of the maximum induced voltage in the secondaries
(see figure 2.10).
sistor switches to conduct over a rotation of the transmitter star-

shaped rotor of 45. This is illustrated in figure 2.10. The switches
will conduct and energise the coils in the receiver when the a.c.
voltage in the secondary coils of the transmitter rise above the level
indicated in the figure. This means that there will be a sequence in
which first coils SI are energised, followed by SI and S2, followed by
S2 only, followed by S2 and S3, followed by S3 only followed by S3
and SI, and so on. Figure 2.10 shows that these steps will be
produced by successive 15 rotations of the transmitter rotor, such
rotations being caused by a 1/6th degree rotation of the master
compass.
Each of these steps however we have seen to produce a 30
rotation of the rotor in the receiver. This rotor is geared to the
repeater compass with a gearing ratio of 180: 1. Thus for a 30
rotation of the receiver rotor the repeater card will rotate through
30/180 = 1/6th of a degree. This is the same rotation as that of the
master compass which initiated it. The repeater card therefore turns
at the same rate as the master compass.
The rapid rotation of the transmitter and receiver rotors for a
comparatively slow rotation of the compass cards ensures a smooth
and instantaneous transmission to the repeaters.
THE SPERRY MARK 37 GYROCOMPASS

2.23 Introduction
The Mark 37 is the latest in the range of Sperry commercial
compasses and incorporates a miniaturised design developed for
simplicity of construction and reliability. The liquid ballistic common
to Sperry compasses is retained with an immersed gyrosphere. A
notable feature of the compass is the absence of an external binnacle
gimbal suspension, the master compass being integral with the
binnacle which is mounted in shock proof mountings directly in a
mounting base which is secured to a level surface on the vessel. The
errors on intercardinal courses when the vessel inclines in a seaway
are minimised by the design of the gyrosphere which floats with
neutral buoyancy with a centre of gravity coincident with its centre
of buoyancy. This minimises the effect of roll accelerations on the
gyrosphere, and the effect of these accelerations on the liquid ballistic
is controlled by restricting the flow of oil in the short term period of
a roll by the bore of the interconnecting pipes. In this way rolling
errors are maintained within tolerable limits under the most severe
conditions.
2.24 Construction of the Mark 37 - The Sensitive Element
The sensitive element of the mark 37 consists of the gyrosphere
which contains the rotor, the vertical ring and their attachments.
The rotor consists of two end bells connected by a rotor shaft. This
is supported inside a circular frame with bosses inside to carry the
bearings of the rotor which are between the rotor shaft and the end
bells. The spin axis of the rotor, perpendicular to the plane of the
circular frame will be the north-south axis of the gyro. The circular
frame in the east-west axis carries two hemispherical shells, one
north and one south to completely enclose the rotor. The circular
frame carries stator windings and an aluminium squirrel cage rotor
is cast into the rotor shaft, the whole forming an induction motor
which spins the rotor at 12000 r.p.m. The spherical assembly is
referred to as the gyrosphere which is sealed, evacuated and partially
filled with helium which transfers heat from the rotor through the
gyrosphere. The gyrosphere is 6'5 inches in diameter.
The gyrosphere is supported within the vertical ring which
surrounds the gyrosphere in the east -west. The connection is through
upper and lower bearings in the vertical axis providing freedom for
the gyrosphere to turn in azimuth about this axis. (These bearings
are comparable to the suspension wire and guide bearings of the
Mark 20 and S.R. 120 compasses.) Although the gyrosphere has
freedom to turn in azimuth within the vertical ring, in normal
operation it maintains a constant alignment with it. A rotation of the
gyrosphere relative to the vertical ring will bring stops on the vertical
ring into contact with spring stops on the gyrosphere. These stops
are irrelevant to the normal operation but will be mentioned with
respect to the rapid settling procedure.
The Phantom
The vertical ring is supported within the phantom element through
bearings in the horizontal east-west axis providing freedom for the I. Cager lever. 9. Vertical axis bearings.
vertical ring and gyrosphere to tilt about this axis. The phantom 2. Repeater transmitter. 10. Horizontal axis bearings.
3. Azimuth motor. 11. Vertical ring.
element is in the form of an inverted fork and is referred to as the 4. Azimuth gear. 12. Phantom yoke.
phantom yoke, the top of which extends upwards in a stem in 5. Lower binnacle. 13. Support plate.
the vertical axis. This vertical stem carries the azimuth gear. The 6. Mounting base. 14. Phantom yoke bearings.
phantom yoke and sensitive element are supported by the support 7. Follow up pickoff. 15. Cosine resolver.
plate through four point contact bearings around the vertical stem 8. Gyrosphere. 16. Compass card drive.
of the phantom yoke. The support plate is part of the stationary
element of the compass which is attached to the vessel and carries the Figure 2.12 shows a simplified diagram of the main constituent
azimuth motor which drives the phantom yoke relative to the parts of the compass.
support plate through the azimuth gear.
The Binnacle
2.25 Control
The support plate is the top plate of the lower binnacle which
enclosed the phantom and sensitive elements. This binnacle is filled The control element consists of a liquid ballistic comprising two
with a floatation fluid which completely immerses the compass tanks attached to the gyrosphere, one north and one south in the
assembly. At correct operating temperature the gyrosphere has rotor spin axis. These are interconnected by small bore tube between
neutral buoyancy which relieves the vertical and horizontal bearings their bottoms and an air pipe between their tops forming a sealed
of all load leaving them as guide bearings only. This provides a unit. The tanks contain a silicone oil which flows by gravity to the
virtually friction free mounting for the sensitive element. low side when the gyrosphere tilts, producing a top heavy type
torque about the horizontal axis to give the control precession in
azimuth. The rotor therefore spins anticlockwise viewed from the senses any misalignment in azimuth between the gyrosphere and the
south. vertical ring. The error signal is proportional to the misalignment
and of phase dependent upon the direction of misalignment. The
2.26 Damping azimuth motor drives the phantom yoke and vertical ring to restore
correct alignment and zero error signal.
A damping precession in tilt is produced by a damping weight The sensing device consists of an E-I transformer, the E-shaped
attached to the gyrosphere to the west of the vertical axis. The action core being mounted on the vertical ring with the I armature on the
of this damping weight is identical to that of the Mark 20 as gyrosphere. The operation of this type of pickoff has been explained
described in sections 1.17 and 2.7. in section 2.8 with reference to the Mark 20.
The azimuth motor is mounted on the support plate of the
2.27 The Follow Up System binnacle with a drive shaft projecting down into the lower binnacle
The purpose of the follow up is to maintain the correct alignment to engage with the azimuth gear of the phantom yoke. Section 2.9
of the phantom yoke and vertical ring with the gyrosphere. The describes the action of the compass during an alteration of course,
plane of the phantom yoke defines the east -west axis of the compass which in this respect is identical to that of the Mark 20 and S.R. 120
card to which it is connected. This plane must be maintained in compasses. Figure 2.13 shows the follow up action.
the rotor plane in order to transmit heading information from the
gyrosphere to the compass card. 2.28 The Electronic Control Unit
The phantom yoke and, through the horizontal bearings, the
vertical ring, are driven in azimuth within the binnacle by the This bulkhead mounted unit contains the electronic circuitry for
conversion of ship's power supply to the 400 Hz 3-phase supply
azimuth motor through the azimuth gear. The signal which energises required by the master compass unit. It also houses the follow
the azimuth motor is derived from the follow up pick off which
up amplifier and the compass operating control assembly whose
operator controls are located on the front panel. These controls
consist of a power switch and indicator lamp, a multi-function
'mode' switch with START, SLEW, AUTO LEVEL, RUN, and
RUN/SLEW settings. These will be explained in later sections. There
is also a SLEW switch which controls the direction of compass
slewing.
2.29 The Transmission Unit

This is a separate bulkhead mounted unit which contains the
transmission amplifiers which supply sufficient power to serve up to
twelve repeaters. The input from the step transmitter driven by the
master compass azimuth drive is amplified and supplied to repeaters
through individual switches and fuses which are mounted on the
front panel of the unit.
2.30 The Speed and Latitude Compensator Unit

This bulkhead mounted unit contains the speed and latitude
potentiometers controlled by the navigators setting and provides the
error correction signal (see Correction of Errors).
2.31 Correction of Errors

The Mark 37 is corrected for damping error (latitude error), and
course, latitude and speed error (steaming error). Both errors are
corrected by application of a torque to produce a precession in
tilt. One combined signal therefore corrects for both errors. The switch to SLEW disconnects the azimuth motor from the follow up
principles of the error correction are identical to those for the pickoff, and applies a signal the phase of which is determined by the
Mark 20 compass as explained in section 2.13, and need not be direction in which the slew switch is set. The cager should be
repeated here. The combined precession in tilt is caused by the engaged. The azimuth motor will now drive the phantom yoke and
correction torque motor which requires an electrical signal which is vertical ring to the desired heading, the gyrosphere being turned with
proportional to the cosine course and the speed to correct for them by the vertical ring stops.
steaming error, and proportional to the sine of the latitude to correct If the gyro is running it is not possible for the azimuth motor to
for damping error. slew the sensitive element directly due to the inertia of the rotor. In
The correction signal is obtained from a synchro resolver whose this case the RUN/SLEW mode should be selected on the mode
stator windings are carried on the binnacle around the vertical stem switch. The cager should be engaged. The operation of the mode
of the phantom yoke. The operation of such a device has been switch disconnects the follow up signal from the azimuth motor and
explained in section 2.14. The cosine function output is modified in substitutes a signal from the SLEW control. In the absence of a
the speed and latitude compensator unit by the speed potentiometer follow up signal the azimuth motor will turn the phantom yoke and
set by the operator. This signal is then combined with the signal from vertical ring until the vertical ring stops come into contact with the
the latitude potentiometer again controlled by the operator. The spring stops on the gyrosphere. The pressure on these stops causes a
combined signal is input to the correction torque motor. torque about the vertical axis and the gyrosphere precesses in tilt.
The torquer has an E-shaped core on whose arms are wound This brings pressure on one side of the cager which in preventing any
reference windings on the centre arm and control windings on the further tilt exerts a torque about the horizontal axis, and this causes
outer arms, in series. The reference windings are fed with single phase the necessary precession in azimuth. The SLEW switch should be
a.c. and the control windings with the error correction signal. The released as soon as the compass starts to precess in azimuth, but the
whole constitutes a two phase induction motor with tht) gyrosphere pressure of the cager springs maintains the torque and the compass
itself acting as the rotor. A torque is produced on the gyrosphere continues to precess. When the desired heading is reached the slew is
about the vertical axis which results in the desired precession in tilt. stopped by uncaging the gyro. The fact that the vertical ring and
The phase of the control signal, which is determined by the cosine gyrosphere are a few degrees out of correct alignment is allowed for
function signal and the latitude signal phase will dictate the direction by stopping the slew 2_3 past the desired heading. When the mode
of the tilting. An analysis of the settling position is given for the switch is returned to run the follow up signal will be reconnected to
Mark 20 in section 1.20 and 2.14. the azimuth motor and will realign the vertical ring. The gyrosphere
should be near to its settling position.
2.32 Rapid Settling
The settling time of the compass may be reduced by slewing the
compass to indicate the ship's head approximately. 2.33 Automatic Levelling
The Mark 37 has incorporated in the phantom yoke a means of Although the slewing facility may place the spin axis near the
locking the horizontal axis bearings when the compass is stopped to meridian, the compass will oscillate away from the meridian again
prevent damage. This device which is called the cager will prevent unless the axis has the correct tilt or nearly so for the settling
the vertical ring and gyrosphere from tilting. A cager shaft slides position. The AUTO LEVEL mode is selected after slewing to
down the vertical stem of the phantom yoke, activated by a lever and achieve this. With this mode selected a signal which is derived from
cam, the lever being positioned on top of the master compass unit. the electrolytic level (see section 2.34), is used to control the azimuth
The cager shaft is spring tensioned. The cager shaft causes the cager motor. The electrolytic level is located on top of the vertical ring and
to move down until it engages with stops on the vertical ring on senses any tilt of the sensitive element. The output is an electrical
either side of the horizontal axis bearings, thus locking the bearings. signal proportional to the tilt and of phase dependent on the
If the cager is engaged with the compass running the pressure caused direction of tilt. The phantom yoke and vertical ring are driven in
by the cager springs against the vertical ring may be used to apply a azimuth and in the absence of any follow up will offset from the
torque to the sensitive element about the horizontal axis, this gyrosphere and apply a torque about the horizontal axis by the
resulting in a precession in azimuth. This precession is used to slew action of the stops. The result is a precession in tilt which will cease
the compass when the rotor is running to its settling azimuth. when the electrolytic level signal goes to zero, when the axis is
The compass may be slewed either with the rotor running or with horizontal. Some marks of Sperry compasses apply a bias signal to
the rotor stopped. With the rotor stopped operation of the mode the electrolytic level signal so that it goes to zero with a slight tilt
CHAPTER 3
THE ARMA BROWN GYRQCOMPASS
3.1 Introduction
The Arma Brown gyrocompass is a compact miniaturised compass
produced by S. G. Brown Ltd., a division of Hawker Siddely. The
compass was developed by S. G. Brown and the Bosch Arma
Corporation of America and is marketed both in America and in
the UK. The compass is unique amongst marine gyrocompasses in
that it was originally designed for operation in environments more
demanding than those found at sea. The liquid type of control and
damping element was replaced by a system less sensitive to the
motions and accelerations of the carrying vehicle. The master
compass is self contained in a sealed unit designed for ease of
2.34 Electrolytic Level operation, to occupy as little space as possible and to require a
The electrolytic level consists of a vial of electrolyte with a bubble minimum of operational maintenance.
which centres when the device is level. Three electrodes are immersed
in the electrolyte, current flowing between a centre electrode to two 3.2 The Sensitive Element
outer electrodes through the electrolyte. The two electrolyte paths This consists of the gyro ball (which contains the rotor), the
form a wheatstone bridge with two external load resistors, as shown floating gimbal, and the tank.
in figure 2. t 4. The rotor of the Arma Brown consists of a rotor shaft with a
A single phase a.c. is supplied between the centre electrode and 'spinner' at each end. The spinners are the rotors which provide the
between the two load resistors. With the bubble centred equal necessary gyroscopic inertia, and these spin about a spin axis
currents flow to the two outer electrodes which are therefore at the through the rotor shaft. A cross section of the spinners and rotor
same potential. The output taken across the two outer electrodes is shaft is of H-section (figure 3.1). The spinners and rotor shaft are
therefore zero. If the bubble displaces due to a tilt of the sensitive supported within an enclosed unit called the gyro ball. This consists
element, the electrolyte resistance on the side to which the bubble of two hollow hemispheres or end bells each enclosing one of the
displaces increases and unequal currents flow. The outer electrodes spinners, and connected along the spin axis to enclose the rotor shaft.
are no longer at the same potential and an output results. The phase The rotor shaft is supported in bearings within this central arm of the
will reverse if the level tilts the other way. gyro ball, and is made to spin at just under 12000 r.p.m. by induction
from stator windings on the inside of the central arm of the gyro ball.
The sealed gyro ball is filled with helium and the stator windings of
the ball supplied with three phase at 400 Hz.
The gyro ball is supported within the sealed tank which is filled, in
the space between the ball and the tank with a liquid called
fluorolube which has such a density that the gyro ball floats with
neutral buoyancy. The ball has therefore freedom to tilt and to turn
in azimuth with minimal frictional effects. The ball is located within
the tank centrally by two pairs of torsion wires, one pair in the
vertical axis and the other pair in the horizontal east-west axis.
101
THE ARMA BROWN GYROCOMPASS 103
Inspection of figure 3.2 should show that the gyro ball is free to tilt
about the horizontal axis. This would twist the horizontal wires but
the vertical wires would be unaffected as the primary gimbal will
remain in the vertical plane. The gyro ball is also free to turn about
the vertical axis, thus twisting the vertical wires without affecting the
horizontal wires.
Power supplies are conducted to .the gyro ball and the rotor
through the torsion wires and through flexible silver conductors
which are coiled around the torsion wires.
3.4 Purpose of the Torsion Wires
It must be stressed that the torsion wires do not support any of the
weight of the gyro ball. This is done entirely by the liquid in which
the ball is floating. The purpose of the torsion wires is to apply
torques to the rotor, these torques arising from twists intentionally
created in the wires. The vertical wires if twisted will apply a torque
about the vertical axis, thereby causing a precession of the spin axis
in tilt. A twist in the horizontal torsion wires will apply a torque
about the horizontal axis and thereby cause a precession in azimuth.
The twists in the wires may be created by causing the tank to rotate
about the appropriate axis with respect to the gyro ball. If the tank
is made to turn in azimuth with respect to the ball then the vertical
wires will twist. If the tank is made to rotate about the horizontal
east-west axis, that is to tilt, with respect to the ball then the
horizontal wires will twist. The control and the damping precessions,
and also precessions to correct for errors are created in this way.
Figure 3.2(b) shows a cross section through the gyro ball and
primary gimbal and its connections to the tank.
3.5 The Tank and its Supporting Gimbals
The tank is a sealed container, the inside of which is spherical to
conform to the spherical shape of the gyro ball. The clearance
between the ball and the tank is filled with a liquid called tluorolube,
the relative density of which is closely controlled to give the gyro ball
the necessary neutral buoyancy. The earlier Arma Brown Mark IC
compass required a thermostatically controlled heater to maintain
the tluorolube at an operating temperature of 85C, in order to
achieve the correct R.D. In this model the tluorolube solidified at
lower temperatures to provide support to the gyro ball when the
compass was stopped. Hi temp. and Lo temp. lights were included
on the control panel to warn of incorrect operating temperatures.
Later models (cold), use a tluorolube which maintains a constant
R.D. over a wide range of temperature and no heating system is
required.
The tank is mounted in a system of gimbals which minimise the
effect of the ship's motion on the compass and which incorporates
suspension axes about which the tank may be turned in azimuth and
in tilt about the east-west horizontal axis, by an azimuth motor and
a tilt motor respectively. This arrangement is shown schematically in
figure 3.3.
The tank itself is supported within the tilt gimbal ring by means of
bearings in the north-south axis of the tank. The tank hangs
vertically within this tilt gimbal and any oscillation about the north-
south axis, due to an east-west acceleration of the ship's motion, is
damped out by viscous liquid damping devices incorporated in the
bearings.
The horizontal tilt gimbal ring is supported within the azimuth
gimbal, which is in the vertical east-west plane and supports the tilt
gimbal in bearings in the east-west horizontal axis. The tilt gimbal
and the tank therefore have the freedom to tilt, north end up or
down, about this axis. Moreover they may be driven in tilt about this
axis by the tilt motor which is attached to the azimuth gimbal and
meshes with a gear segment attached to the tilt gimbal.
The azimuth gimbal, and the whole compass assembly that it
supports can turn about the vertical axis, that is in azimuth, in a
bearing mounted on the base plate of the compass, this component
being rigidly attached to the ship. The azimuth motor which is
the tank may be likened to the phantom element of the Sperry type
compass, in that it effectively carries the compass card, and must be
made to follow the movement of the sensitive element.)
The whole is contained in a binnacle, the base plate of which
carries the repeater transmission motors, and which is provided with
a transparent top to view the master card directly.
It has been mentioned briefly that the requirement is for the tank
to follow the motion of the gyro ball as the spin axis settles, and to
maintain alignment after the compass is settled. In this way the
directional reference which is provided by the north-south spin axis
of the gyro ball is transmitted to the north-south axis of the tank
and therefore to the compass card.
The follow up system consists of a sensing device to sense
misalignment between the north-south axes of the ball and the
north-south axis of the tank, and the azimuth and tilt drive motors
which drive the tank back into alignment with the ball when a
misalignment is sensed.
The sensing device consists of an electromagnet at each end of the
north-south axis of the gyro ball, attached to the inside surface of
the end bells. These are energised by a.c. through the silver conductors
which are wound around the torsion wires. These electromagnets
induce currents in sense coils which are attached to the inside surface
of the tank in line with the tank north-south axis. There are two sets
of coils, one at the north end of the tank axis and the other at the
south. Each set consists of horizontal coils and vertical coils. The
the electromagnets on the ball are symmetrical with the sense coils,
as indicated in figure 3.4(a). Equal currents are then induced in the
two sides of both north and south coils and the output is zero from
both north and south coils. If a bodily displacement of the ball
occurs relative to the tank, say the north-south ball axis moves to
the west of the tank axis but remains parallel with it, an output
results from the south horizontal coils as the electromagnet is not
symmetrical with the south horizontal coils. An output also results
from the north horizontal coils however and as they are in series,
these two outputs are made to cancel. Similarly if a bodily displace-
ment occurs vertically there will be no output from the vertical coils.
Consider however a displacement in azimuth between the ball axis
and the tank axis, as shown in figure 3.4(c). There will be outputs
from the north and the south horizontal coils, but they will now be
of the same phase and will combine to give an output across the two
horizontal coils. Similarly a tilt of the ball axis relative to the tank
axis will produce an output from the vertical coils.
The purpose of the sense coils is therefore to sense an angular
misalignment between the north-south axis of the tank and the ball,
resolved into horizontal and vertical components, and to provide a.c. 3.8 The Pendulum Unit
signals which are proportional to the misalignment. The output of This gravity sensing device operates on the principle of the
the vertical sense coils is fed to the tilt motor after amplification. The E-shaped transformer (figure 3.5). The primary of the transformer is
tilt motor drives the tilt gimbal and tank in tilt in such a direction as wound on the central arm of the E, with two secondaries in series and
to restore alignment with the gyro ball (see figure 3.3). The output of wound in opposite directions, on the two outer arms of the E. The
the horizontal coils, after amplification is fed to the azimuth motor, currents induced in the secondaries are controlled by the movement
which drives the azimuth gimbal and therefore the tank in azimuth of an armature which moves as a pendulum, towards and away from
in such a direction as to restore alignment with the ball. The tank is the secondaries. (See section 2.8 for a more detailed explanation of
therefore made to follow the movements of the ball, seeking a zero the operation of the E-shaped transformer.) The movement of the
signal output from the sense coils. pendulum armature is damped by immersion in a viscous silicone
The follow up is important in two respects. Firstly the follow up fluid so that short term accelerations due to the ship motions in a
prevents any twists forming in the torsion wires as the gyro ball seaway are damped out and the pendulum only reacts to the long
moves. This prevents the subsequent torques on the rotor, which period tilt of the tank as it follows the gyro ball. The E-shaped core
would become cumulative as the torques cause more twists. Secondly and the armature are aligned in the north-south axis so that only the
the compass card north-south axis, as defined by the tank axis, is north-south component of the tilt is sensed.
made to follow the spin axis, thus transmitting the directional The output from the secondary windings of the pendulum unit is
reference provided by the spin axis to the compass card. an a.c. voltage proportional to the tilt of the north-south axis of the
tank, and of phase dependent upon the direction of the tilt. As in the
3.7 Control and Damping operation of the gyro these tilts will be small, the operation is not
The assembly described so far acts as a free gyro, the compass card affected by the fact that the movement of the pendulum armature is
registering the oscillations in azimuth of such a gyro. Nothing has restricted to about ~o. This means however that an output from the
been said about control or damping of the gyro. A control precession pendulum due to a north or south acceleration of the vessel, when
in azimuth, and a damping precession in tilt are created in order to altering course or speed, will be limited (see Ballistic Deflection).
cause the spin axis to seek and settle in the meridian. Both of these
precessions must be proportional to the tilt. In the absence of a 3.9 The Use of the Pendulum Signal and the Follow Up Signals
liquid gravity controlled ballistic there must be some other gravity to Produce Control and Damping
sensing device to sense a tilt. This is provided by the pendulum unit The control precession and the damping precession may be
which is attached to the top of the tank. considered together as they are both produced in the same manner.
Both are proportional to the tilt. They are created by applying the
E
110 MARINE GYRO COMPASSES FOR SHIPS' OFFICERS THE ARMA BROWN GYROCOMPASS 111
voltage output of the pendulum unit to the tilt motor and the movements of the spin axis due to the earth's rotation, must be in
azimuth motor respectively, in opposition to the signals from the equilibrium. In all latitudes other than the equator the drift due to
vertical and horizontal sense coils. In other words, whereas the the earth's rotation will require an equal and opposite precession
signals from the sense coils are causing the tank north-south axis to compensate. Without correction the axis must settle with a tilt
to maintain alignment with the gyro ball north-south axis, the such that the control precession created will serve this purpose. The
pendulum unit signal is used to drive the tank back out of alignment tilt however also provides some damping precession towards the
with the ball. An equilibrium will be reached, where a misalignment horizon. The axis must therefore settle out of the meridian such that
exists between tank and ball such that the resultant sense coil output the tilting motion due to the earth's rotation acts away from the
is equal to and of opposite phase to the pendulum unit signal. This horizon to compensate for the damping precession. This deviation
misalignment causes twists in the torsion wires, and thus causes from the meridian is the damping or latitude error. In the Arma
precession of the gyro ball. As the pendulum signal is proportional Brown however the effect of the drift due to the earth's rotation is
to the tilt of the tank then so also will be the tank misalignment and compensated for by a correction precession in azimuth, derived from
therefore the precessions of the ball. the error correction system. This precession is derived without any
The control precession is produced by applying the amplified need for the axis to tilt so that with the axis horizontal when settled
pendulum unit signal to the tilt motor. This opposes the action of the there is no damping precession in tilt and the axis must settle in the
follow up signal from the vertical sense coils and creates a misalign- meridian, where tilting is zero.
ment in tilt. The follow up system will cause the tank to maintain a A signal which is proportional to the drift is applied to the tilt
misalignment where the pendulum signal is equal to the vertical motor to create a misalignment in tilt, a twist of the horizontal
sense coil signal. There will be a twist given to the horizontal torsion torsion wires and thus the required precession in azimuth. If the
wires, which creates a torque on the ball about the horizontal east- precession is to be equal to the drift then the precession must be
west axis, and therefore a precession in azimuth, proportional to the proportional to the sine of the latitude (see Formula for Drift). It is
tilt. therefore derived from a signal from the latitude potentiometer
The damping precession is produced by applying the output of the which must be correctly set by the navigator.
pendulum unit, amplified to a voltage sufficient to give a torque l3 of
that of the control precession, to the azimuth motor. This opposes 3.12 Correction of Course Latitude and Speed Error
the action of the follow up signal from the horizontal sense coils and In common with the Sperry Mark 20 compass this error is
creates a misalignment in azimuth. The follow up system will cause eliminated at source (see section 1.27). The spin axis is made to
the tank to maintain a misalignment where the pendulum unit signal precess in tilt at a rate equal to the tilting introduced by the vessel's
is equal to the horizontal sense coil signal. There will be a twist of north-south velocity, that is at a rate of v cos course.
the vertical torsion wires, which creates a torque about the vertical A signal which is derived from a cosine resolver and from a speed
axis, and therefore a precession in tilt, which will be proportional to potentiometer gives a voltage which is proportional to v cos course.
the tilt. This is applied to the azimuth servo motor to create a misalignment
Thus there will always be a slight misalignment between the tank in azimuth between the tank and the ball. The resultant twist of the
and the gyro ball except when the tank axis is horizontal. vertical torsion wires precesses the spin axis in tilt at the required
rate. The speed must be correctly set on the speed potentiometer by
3.10 The Correction of Errors the navigator. The cosine function is provided by the windings of the
The Arma Brown is corrected for latitude error and the course, synchro transmitter.
latitude and speed error by feeding signals to the tilt and the azimuth The synchro transmitter is part of the transmission system (see
motors in order to create additional misalignments between the tank section 3.16). The stator windings of the 1 : 1 transmitter provide a
and the ball, in the same manner as described for the control and signal proportional to the cosine of the course which is used for the
damping of the compass. The resultant twists in the torsion wires steaming error correction. The output is presented across a variable
provide precessions of the gyro ball to create a new equilibrium resistor controlled by the speed setting (see figure 3.6).
position in the meridian. As the course latitude and speed error is eliminated at source, the
change in the value of the error does not cause the compass to
3.11 Correction of the Damping Error (Latitude Error) require to resettle after an alteration of course or speed. The ballistic
The reason for the latitude error is stated fully in section 1.20. To deflection is not therefore required to compensate for this, and the
summarise briefly, at the settling position the precessions and the compass is not Schuler tuned. The ballistic deflection which remains
as an unwanted effect is reduced by using a period of oscillation

considerably longer than the Schuler period, and by limiting the
movement of the pendulum unit which will sense the accelerations
which cause the ballistic deflection. The viscosity of the fluid damping
the pendulum will reduce the sensitivity of the unit to these
accelerations.
3.13 The Arma Brown as a Directional Gyro

The Arma Brown is unique amongst marine gyro compasses in
that it can be used as a directional gyro (see section 1.37). This
facility has little application in merchant vessels which rarely go to
such high latitudes as would necessitate use in this mode.
If the gyro is switched to 'free slew', the output of the pendulum
unit is applied only to the azimuth servo motor. This eliminates the
control precession, retaining only the damping precession towards
the horizon. The precession towards the horizon will cause the gyro
spin axis to level itself, without any tendency to seek the meridian.
The axis will however drift in azimuth due to the earth's rotation at
a rate of 15 sin lat. minutes of arc per minute of time.
However the latitude potentiometer setting causes a precession in
azimuth equal and opposite to the drift when the latitude is set
correctly (see section 3.11). This will eliminate the drift in azimuth of
the self levelling gyro and the spin axis will therefore point to a
constant direction without any north seeking property. It is therefore
a directional gyro, and the direction in which the axis points may be
set by means of the tilt and slew controls. The direction of the spin
axis must be monitored at frequent intervals to retain a directional
reference. The chosen direction should be fairly close to the meridian
if not in the meridian itself, so that the tilting which will take the axis
out of the horizontal, is small and will not gain a value greater than
the damping precession which maintains the axis horizontal.
3.14 Transmission to Repeaters

Earlier marks of the Arma Brown compass used transmission by
step by step motor to distant repeaters. The transmission system
consisted of a rotary switch called a step by step motor, driven by the
azimuth gear of the master compass, and a receiver motor to drive
each repeater card, the motor receiver being driven by signals from
the step by step motor. The electrical circuit for the transmission
system is shown in figure 3.7.
The rotor of the transmitter is driven by direct gearing from the
azimuth gear of the azimuth gimbal on the master compass. The
azimuth drive motor turns the azimuth gear relative to the binnacle
when the ship alters course as described in the 'follow up system'.
The azimuth gear therefore automatically transmits this rotation
through gearing to the rotor of the transmitter which is attached to
E#t
the base of the binnacle. The rotary transmitter rotor carries two
roller contacts at the extremities of the contact arms. As the rotor
turns the roller contacts move across the inside surface of twelve
segments which form a complete circle, the segments being insulated
from each other, such that the roller contacts do not touch two
segments at the same time. The segments are arranged in pairs,
each contact in a pair opposite each other so that the two
roller contacts normally only energise one pair of contacts which are
connected together electrically. The roller contacts however are not
diametrically opposed but are offset from this condition by 15. The
purpose of this offset is to provide an intermediate step where there
are two pairs of segments energised as will be explained later.
Each pair of segments are connected in series with pairs of coils in
the repeater motor. Only the pairs of coils which are connected to
the segments which are contacted by the rollers in the transmitter
can be energised. The whole therefore constitutes a multi contact
rotary switch. As the rotor of the transmitter rotates, successive pairs
of coils are energised, so that the magnetic field due to the current in
the coils rotates in sympathy with the rotor of the transmitter. An
armature suspended about an axis passing through the centre of the
coils, rotates to line itself up with the magnetic field, and in so doing,
through gearing turns the repeater compass card. Hence the rotation
Key to figure 3.8- The sensitive element. 25. Calrod heater (on hot compass).
1. Filler plug for fluorolube. 26. Tank bottom cap.
2. Tank top cap. 27. Bottom cruciform.
3. Flexible connection. 28. Bottom vertical helix.
4. Terminal strip for pendulum connection. 29. Bottom vertical torsion wire.
5. Top cruciform. 30. Tank body.
6. '0' ring. 31. East horizontal helix.
7. Pendulum unit. 32. East horizontal torsion wire.
8. '0' ring. 33. Torsion wire spring plate.
9. Motor bearing housing. 34. Side cover plate.
10. '0' ring. 35. Pick up coil connections.
11. North bearing housing. 36. Balance weights.
12. Pick up coil retaining plate. 37. Torsion wire electrical connection.
13. Thermostatic switch (on hot compass). 38. Helix strap electrical connection.
14. Rotary damper disc. 39. Thermostatic switch (on hot
15. Pick up coil. compass).
16. Brush block. 40. Primary gimbal.
17. North bearing. 41. Calrod heater (on hot compass).
18. Brush. 42. Electrical connection to top
19. Electro magnet. cruciform.
20. Electric motor (rotor). 43. Ball N(S balance nuts.
21. Gyro wheel or spinner (northern one). 44. Top vertical torsion wire.
22. Motor (stator). 45. Top vertical helix.
23. End bell. 46. Ball E(W balance nuts.
24. Middle section or bobbin. 47. Breather.
of the azimuth gear with the master card attached is transmitted to

the repeater cards.
The offset of the two roller contacts on the contact arm of the
transmitter rotor provides intermediate steps in the sequence of
energising the coils. Without this offset the sequence as the rotor
turns would be pair 1, pair 2, pair 3, pair 1, etc. Due to the offset
however there is a stage where one roller contact energises a different
pair to the opposite roller contact, as indicated in figure 3.6. The
sequence will therefore be pair 1, pairs 1 and 2, pair 2, pairs 2 and 3,
pair 3, pairs 3 and 1, pair 1, etc. When two pairs of coils are energised
the resultant magnetic field will lie between the pairs of coils and the
receiver armature will line itself up accordingly. This intermediate
step provides for smoother operation.
The transmitter rotor turns through a cycle of six positions on the
commutator segments for each degree turned by the master compass.
As there are twenty-four steps in a complete rotation of the rotor, the
master compass must turn through 4 to achieve this. The rotor of
the receiver turns twice for each revolution of the rotor of the
transmitter, so that each time the receiver armature rotor turns
through 360 the repeater card must turn through 2. The gearing of
the repeater card to the repeater motor armature has therefore a
gearing ratio of 180 : 1.
3.15 The Relay Transmitter

In practice the rotary transmitter on the master compass operates
a relay transmitter located in the junction box. The relay transmitter,
of similar design and operation to the rotary transmitter described
then operates the repeaters and ancillaries such as gyro stabilisation
and auto pilot. If the number of repeaters and ancillaries are too
great however, and present too great an electrical load, the relay
Key to figure 3.9-General assembly of the Mark I C compass. transmitter drives a second relay transmitter, and the load is shared
I. Tank assembly (Sensitive element). 18. Speed control. between the two.
2. Lubber line. 19. Slew rate control.
3. Compass card. 20. Slew push buttons to actuate slew 3.16 Synchro Transmission
4. Spirit level bracket. controls.
5. Pendulum unit. 21. Viscous damp (azimuth).
Later marks of the Arma Brown incorporate a synchro trans-
6. Thermostatic switch (on hot compass). 22. Azimuth servo motor. mission system using two synchro transmitters which are driven
7. West tilt trunnion. 23. Slip ring brush block. through gearing from the master compass azimuth gear. One trans-
8. Binnacle heater (on hot compass). 24. Azimuth gear. mitter has a 1 : 1 gear ratio and the other a 36: 1 ratio. The 1 : 1
9. Thermostatic switch (on hot compass). 25. Fine synchro drive gear. transmitter may be used for transmission to radar and D/F stabilisa-
10. Shaft terminal pins. 26. Lubber line support bracket. tion inputs where there is no mechanical load on the receiver. The
II. Azimuth drive plate. 27. Tilt servo motor. higher geared transmitter is used to serve compass repeaters, the
12. Secondary azimuth gimbal. 28. Viscous damp (tilt). high gearing giving smoother and more sensitive operation and less
13. Control box. 29. Tilt limit shock absorber.
14. Selector switch.
load on the receiver motor. The 1 : 1 transmitter also provides a
30. North trunnion.
15. Latitude control. 31. Secondary tilt gimbal.
cosine function for steaming error correction.
16 and 17. Hi and Low temp. lights (on 32. Binnacle casing.
hot compass).
CHAPTER 4
THE ANSCHUTZ GYRO COMPASS
4.1 Introduction
This chapter describes three of the Anschutz compasses in current
use. The basic Anschutz design is described in detail for the
Standards 3 and 4 which are identical compasses apart from the
provision of transmission to repeaters in the Standard 4. This design
has changed little in the history of the Anschutz compass, apart from
the modern tendency towards smaller compact compasses, a trend
which is evident in the latest Anschutz compasses, the Standards 6
and 10 being described here. The main features of the successful
design however are retained in these compasses and much that is
common to the Standards 4,6, and 10 is omitted having been dealt
with for the Standard 4. The description of the Standard 4 should be
understood first therefore.
4.2 Construction of the Anschutz Standards 3 and 4

The Sensitive Element
The sensitive element of the Anschutz design consists of the
gyrosphere which contains two coupled gyros rotating at 20000 r.p.m.
Each gyro has freedom to rotate in azimuth only, being supported in
bearings in a vertical axis within the gyrosphere. One gyro spin axis
points approximately north-east and the other approximately north-
west. Although the gyros have only two degrees of freedom the
gyrosphere itself has freedom to tilt as its suspension is by immersion
in an electrolytic liquid within an outer sphere. The electrolyte is
distilled water with added glycerine and benzoic acid. This is used to
conduct power supplies to the gyrosphere.
The Outer Sphere
The gyrosphere is supported within the outer sphere with very
small clearance between the two (from 4 to 6 mm). The gyrosphere
is immersed in the electrically conductive liquid with a small
negative buoyancy so that with the compass stopped it rests on the
bottom of the outer sphere. When the compass is running the
gyrosphere is maintained centrally within the outer sphere by the
action of a repulsion coil which is fitted horizontally around the
lower section of the gyrosphere. This coil is fed with one phase of the
gyrosphere supply which induces current in the lower section of the
outer sphere. Interaction of magnetic fields produces a repelling
118
Key to figure 4.1 (a). Key to figure 4.1(b).

1. Dimming resistance for illumination. 1. Liquid container.
2. Clip on engaging arm. 2. Inner gimbal ring.
3. Coupling block. 3. Outer gimbal ring.
4. Centring ball of gear plate. 4. Top supporting plate.
5. Azimuth motor. 5. Slip ring assembly.
6. Slip ring assembly. 6. Azimuth gear.
7. Inspection window for temperature readings. 7. Compass card.
8. Thermometer. 8. Azimuth motor.
9. Spider leg. 9. Vertical stem bearings.
10. Supporting ring with suspension springs. 10. Spider leg assembly.
11. Outer sphere. 11. Annular damping vessel.
12. Gyrosphere. 12. Rotor stator windings.
13. Narrow conducting band. 13. East rotor.
14. Window of liquid container. 14. Gyrosphere.
15. Compensating weight. 15. Repulsion coils.
16. Follow up amplifier. 16. Rotor vertical axis bearings.
17. Symmetrical transformer of follow up system. 17. Outer sphere.
18. Motor with fan. 18. Electrolytic liquid.
19. Shock mounts. 19. West rotor casing.
20. Bolt connecting binnacle to pedestal.
21. Air duct.
22. Rubber skirt.
23. Broad conducting band.
24. Binnacle.
25. Liquid container.
26. Inner gimbal ring.
27. Outer gimbal ring.
28. Thermostat.
29. Top supporting plate.
30. Microswitch.
31. Cable connections.
32. Dimmer knob.
force on the gyrosphere which is sufficient to maintain it centrally

and freely floating in the electrolyte. The relative density of the
electrolyte must be controlled to maintain the correct buoyancy of FIG. 4.1 (b) Simplified diagram of main components of Anschutz Standards 3 and 4.
the gyrosphere, by control of its temperature. A heater and fan is
provided beneath the outer sphere thermostatically controlled to container supported by bearings in the vertical axis. Above the liquid
achieve this. container the vertical stem carries a slip ring assembly, the azimuth
The outer sphere may be compared with the phantom element of gear, and the compass card. The liquid container, which is equivalent
the Sperry compasses. It contains the gyrosphere but it does not to the stationary element is attached to the vessel supported within
support it. The electrolyte is contained in an outer liquid container the binnacle via the inner and outer gimbal rings which contain
which supports the liquid and therefore the gyrosphere. The liquid is pivots to allow the compass to hang vertically against the motion of
the vessel.
free to fill the gap between the outer sphere and the gyrosphere
through holes in the top and bottom of the outer sphere. The outer When the vessel alters course the binnacle and outer liquid
sphere is supported within the liquid container by six spider legs container remain aligned with the ship. The outer sphere, spider legs
which extend down around the outer sphere from a vertical stem and compass card (phantom element), are turned within the outer
which projects upwards in the vertical axis of the compass above the container by the azimuth motor, through the azimuth gear, in order
outer sphere. This stem projects through the cover plate of the liquid to remain aligned with the sensitive element. This is achieved by the
follow up system.
THE ANSCHUTZ GYRO COMPASS 123
4.3 The Twin Rotors
Figure 4.2 shows simplified horizontal cross sections through the northern ends towards the meridian due to their confinement in their
gyrosphere. The rotors are contained in rotor cases which are vertical axes. The north end of the axis of the east rotor will
supported within the gyrosphere in their vertical axes, affording experience upwards tilting as it is directed to the east of the meridian,
them freedom to turn in azimuth. The gyrosphere may be considered but the restraining force of the vertical axis bearings puts a torque
as a spherical 'vertical ring' surrounding the rotors. The two rotors on the rotor about the horizontal axis which causes the north-east
are linked together through their vertical axes by a linkage such that end to precess towards the meridian. Similarly the west rotor, being
the spin axes of the two rotors make equal angles (about 45), with directed to the west of the meridian experiences a downwards tilting
the north-south axis of the gyrosphere. Restraining springs are put of the northern end which will cause that end to precess to the east,
under tension by the movement of the linkage when the northern again towards the meridian. These precessions, through the linkage,
ends of the gyros precess in azimuth. The rotors and linkage tension the springs as shown in figure 4.2(b). This tension causes a
mechanism with the gyros not running is shown in figure 4.2(a). torque about the vertical axes, clockwise as viewed from above on
the east rotor and anticlockwise on the west rotor. These torques
about the vertical axes cause precessions in tilt about the horizontal
FIG. 4.2(b) Rotors running.

The rotors spin by induction at 20000 r.p.m. clockwise as viewed
from the south, that is the direction associated with a bottom heavy axes which oppose the tilting due the earth's rotation in each case, so
gyro. Both gyros have components of angular momentum in the that there is an equilibrium with the northern ends precessed slightly
north-south plane which combine to provide the north seeking towards the meridian with the springs under tension. The angle
property when suitably controlled. When the gyros are running and through which the axes precess will be determined by the rate of
the compass settled, the rotors are subject to a precession of their tilting which depends upon the latitude.
The north-south axis of the gyrosphere will seek and settle in the
which carries the vertical stem bearings. A signal which is propor-
meridian, when suitably controlled and damped, as when this axis is tional to the misalignment of the outer sphere and the gyrosphere is
to the east of the meridian the upwards tilting of the north end of the obtained from a wheatstone bridge sensing element.
east rotor will be greater than the downwards tilting of the north end The gyrosphere carries a horizontal semicircular band of graphite
of the west rotor (tilt varies as the sine of the azimuth). The ebonite conducting surface around its centre. This conductive band
gyrosphere will therefore tilt upwards and the action of the control is part of the electrical supply to the gyrosphere (see section 4.7), and
element will precess the gyrosphere to the west to initiate the usual carries one phase of the three phase supply but also energises the
settling spiral. wheatstone bridge circuit. When the outer sphere and the gyrosphere
are correctly aligned this semicircular band is symmetrical with two
4.4 Control of the Anschutz diametrically opposed electrical contacts on the inside of the outer
Control of the compass is achieved by making the gyrosphere sphere. Electrical contact is made between the conductive band and
bottom heavy, the centre of gravity being secured below the centre the contacts by the electrolyte in which the gyrosphere is immersed.
of buoyancy. When the gyrosphere tilts the upwards force of Under conditions of correct alignment the two electrolytic paths are
buoyancy and the downwards force of the weight are no longer in equal and the wheatstone bridge is balanced. The two outer sphere
the same vertical line and a righting couple is produced. This bottom contacts will be at the same potential and the error signal taken from
heavy control couple precesses the gyros through their vertical axis these contacts will be zero. If the gyrosphere rotates within the outer
bearings, both in the same direction. The rotors are required to sphere the electrolytic paths are no longer the same length and the
rotate clockwise as viewed from the south. This method of control is voltage drop across them will not be the same. The two contacts will
possible due to the stabilisation of the gyrosphere about the north- not be at the same potential and an error signal will be obtained.
south axis by the twin rotors, which prevents rolling errors. The This output will be of phase dependent upon the direction of
period of oscillation in the north seeking ellipse is the Schuler period misalignment and of magnitude proportional to the displacement.
for a latitude of 54. After amplification the output signal drives the azimuth motor
which turns the outer sphere to restore alignment with the gyrosphere
4.5 Damping and zero error signal. Figure 4.3 shows the arrangement of the
The compass is damped by a precession in azimuth (see section 1.21, conductive band and follow up contacts and the equivalent electrical
Damping towards the Meridian). The damping element is contained network.
in the gyrosphere consisting of a circular trough divided into The supply to the conductive band on the gyrosphere is through
compartments. The compartments are connected in north-south
pairs by small bore apertures. When the gyrosphere tilts, oil in the
damping troughs flows between north and south compartments to
the low side, by gravity, to produce a top heavy type torque about
the horizontal axis. The constriction of the interconnecting apertures
causes the necessary lag in the maximum displacement of liquid, so
that the resulting precession in azimuth is out of phase with the tilt
which causes it. Section 1.21explains how this produces a precession
towards the meridian and the damping effect. The compass is not
subject to damping error.
The north-south axis of the compass card which is carried on the
vertical stem of the spider legs and outer sphere assembly, must be
maintained in alignment with the north-south axis ofthe gyrosphere.
The outer sphere is made to follow up the gyrosphere by the follow
up system.
The outer sphere is driven by the azimuth motor through the
azimuth gear. The azimuth motor is carried on the top plate of the
liquid container which remains stationary relative to the ship, and
the electrolyte. The error signal from the outer sphere follow up
4.8 Error Correction
contacts is taken to the azimuth motor via the spider legs and slip
ring assembly. The Anschutz compass, being damped in azimuth, is not subject
to damping error. The course latitude and speed error (steaming
4.7 Electrical Supply to the Gyrosphere error), is not corrected but must be extracted from tables and applied
The rotors are energised with a three phase supply, one phase of as a compass error. The change in the value of the course latitude
which is used to energise the follow up system and one phase to and speed error due to an alteration of course or speed is com-
energise the repulsion coils. pensated for by the ballistic deflection by adopting the Schuler
Supply is taken to the slip ring assembly around the vertical stem period for a latitude of 54. Small errors may be introduced in other
of the spider leg assembly. The supply is then carried down through latitudes after alterations of course or speed while the compass
the spider legs and onto the outer sphere. Current flows from the resettles, but their magnitude will be small.
outer sphere to the gyrosphere via the electrolyte which surrounds
4.9 Elimination of Rolling Error
the gyrosphere and separates it from the outer sphere. For this
The first rolling error is eliminated by careful design of the
gyrosphere. The distribution of mass is such that the moments on
inertia of the cross section is equalised in all vertical planes (see
section 1.29).
The second rolling error is eliminated by the two gyro configura-
tion which provides stabilisation about the north-south axis. The
components of angular momentum in the east-west plane prevent
oscillation of the gyrosphere in that plane. This maintains the centre
of gravity of the gyrosphere in the north-south plane thus preventing
rolling errors (see section 1.31). It was explained in section 4.3 that
with the gyros running and the compass settled the northern ends of
the two rotors are precessed slightly towards the meridian, a
condition which creates a balance between the tilting due to the
earth's rotation and the tilting due to the tension in the springs of
the rotor linkage when the rotors precess in azimuth. If the gyro-
sphere attempts to tilt about its north-south axis, then as the rotors
possess inertia in the east-west plane this represents a tilting of the
rotors with respect to the gyrosphere, which effectively increases or
purpose the gyrosphere has graphite ebonite conductive surfaces at decreases the tilting being experienced by the rotors due to the
its top and bottom extremities, and a similar wide horizontal band earth's rotation. This upsets the balance between this tilting and
which extends half way round its centre. Corresponding conductive the precessions in tilt caused by the tension in the linkage springs,
surfaces are provided on the inside surface of the outer sphere and the rotors precess in azimuth to retension the springs to restore
opposite those on the gyrosphere. That around the centre of the the equilibrium. The rate of precession is low due to the high inertia
outer sphere consists of an upper and a lower narrow contact ring of the rotors and the angle through which the rotors precess during
extending completely around the sphere. One phase of the three a half roll period is small. The opposite side of the roll will produce
phase supply is connected to each of the top and bottom contact a precession in the reverse direction so that the rotors have a slight
surfaces and the third phase to the two narrow contact rings around nodding of their axes towards and away from the meridian when the
the centre of the outer sphere. Current flows through the electrolyte vessel is rolling. The rotors precess by equal amounts, maintaining
between corresponding surfaces to the gyrosphere via paths of least the equality of the angles between the rotor axes and the meridian.
resistance, and there is negligible current between surfaces not
opposite each other. The three phase supply is connected to the 4.10 The Anschiitz Standard 6
stator coils of the rotors, one phase to the repulsion coils, and the
wide conductive band on the gyrosphere supplies one phase to the The Standard 6 compass is a small compact compass, which while
follow up system as described in section 4.6. retaining the basic principles of the Anschutz design described for
the Standard 4, incorporates modifications to the suspension of the
than half the size being only about II! cm in diameter. It contains
twin rotors in a helium atmosphere, rotating at 12000 r.p.m. The
sphere is controlled by making its centre of gravity below its centre
of buoyancy and damped in azimuth by an annular damping vessel.
It is tuned to the Schuler period. The shell of the gyrosphere carries
conductive domes at its top and bottom which receive one phase
each of the three phase supply required for the rotors. The third
phase is produced by adjusting one of these phases by capacitors. A
semicircular conducting band around the centre of the gyrosphere is
provided as part of the follow up system.
4.12 The Outer Sphere

The outer sphere is the phantom or follow up element which
carries the compass card. Unlike the Standard 4 this is a sealed
spherical shell and supports the electrolyte in which the sensitive
element is floated. This allows the outer liquid container of the
Standard 4 to be dispensed with. The outer sphere is made up of
the upper hemispherical shell, an equatorial ring, and a lower
hemispherical shell. This latter part contains an inner hemisphere in
- which the gyrosphere is located with a small clearance. The small
FIG.4.5 Simplified sectional view showing main components of the Standard 6 negative buoyancy of the gyrosphere is overcome by a centrifugal
compass.
pump unit in the bottom of the outer sphere which delivers a flow of
Key to figure 4.5. electrolyte upwards and around the gyrosphere in the small clearance
1. Compass card. 8. Conducting dome and surface. between it and the inner hemisphere. This maintains the gyrosphere
2. Azimuth gear. 9. Pump unit. floating freely and centrally in the outer sphere and provides a
3. Top supporting plate. 10. Gyrosphere. virtually friction free suspension for the sensitive element.
4. Vertical gimbal. 11. Plexiglass inspection cone. Conductive domes at the top and bottom of the outer sphere
5. Outer sphere. 12. Damping vessel.
6. Horizontal gimbal. 13. Azimuth motor.
correspond to those on the gyrosphere. The top of the outer sphere
7. Inner hemisphere. 14. Gearing. incorporates an inspection cover with a filler plug and a visible
means of checking the level of the electrolyte in the outer sphere.
sensitive element which simplify the construction and reduce the 4.13 The Gimbal Support
overall size. The outer sphere is a sealed container, obviating the The outer sphere is supported by a gimbal support which replaces
need for an outer liquid container, and houses a hydraulic pump the spider leg assembly of the Standard 4. The sphere is carried
which replaces the repulsion coils in the support of the gyrosphere in within a horizontal ring supported by horizontal bearings in the
the electrolyte. The spider leg assembly is redesigned and incor- north-south axis, while this ring is supported through horizontal
porates a gimbal system, such a system no longer being required bearings in the east-west axis by a vertical half ring which extends
around the binnacle or casing. The casing is supported directly on upwards to a vertical stem the top of which carries the compass card.
the vessel through shock proof mountings. The main constituent The compass assembly is supported by bearings around the vertical
parts of the Standard 6 are illustrated in the simplified cross section stem carried by the top supporting plate, which is the top cover of
shown in figure 4.5.
the compass casing. The compass assembly may be rotated in these
bearings relative to the supporting plate by the azimuth servo motor
4.11 The Gyrosphere in order to maintain alignment of the outer sphere with the gyro-
The sensitive element of the compass is the gyrosphere which is of sphere when the vessel alters course. The azimuth motor is carried
the same basic design as that described for the Standard 4, but is less on the top supporting plate as is the transmitter of the repeater
system.
4.14 The Compass Casing

The compass casing of which the top supporting plate forms the
top cover, encloses the compass assembly, which is supported from
the top plate. The compass unit hangs vertically into but without
contact with, a screening case attached to the bottom of the casing.
This screening case contains six heating lamps which, together with
a cooling fan maintains an operating temperature of 52 10 %,
controlled thermostatically by microswitches in the outer sphere.
Also contained in the casing is the transformer of the follow up
system and amplifier panels.
For access to the compass assembly for maintenance, the sup-
porting plate hinges upwards bringing the compass assembly with it.
The compass must hang vertically in its gimbals however and to
achieve this the follow up system must be switched off. The azimuth
motor is then controlled by a push button on the inside wall of
the casing. This turns the gimbals until the bearings between the
horizontal gimbal ring and the outer gimbal ring are horizontal
allowing the compass to hang horizontally. The supporting plate
may then be hinged back vertically which provides access to the top
of the outer sphere. This will be necessary to check and top up the
electrolyte in the outer sphere with distilled water.
4.15 Anschiitz Standard 10
The Standard 10 is a small compact steering compass of basic
design comparable to the Standard 6 but simplified by the omission
of any follow up arrangement. Instead the directional reference is
taken directly from the sensitive element which is visible through FIG"4.6 Simplifiedsectional view of Standard 10gyro compass.
transparent outer components of the gyro compass. A graduated Key to figure 4.6.
scale of degrees is provided around the circumference of the gyro- 1. Electrolyte filler plug. 9. Base plate.
sphere for this purpose. The outer sphere described for the Standard 6 2. Damping vessel. 10. Adjustable connecting plate.
becomes part of the stationary element which remains aligned with 3. Transparent upper hemisphere of outer II. Conducting surface.
the vessel during an alteration of course, and carries the lubber line sphere. 12. Inner hemisphere.
in the fore and aft line. 4. Gimbal ring. 13. Gyrosphere and graduated scale.
The implications of such a uniquely simplified design are such that 5. Gimbal bearing. 14. Lubber line.
6. Casing. 15. Magnifying lens.
the Standard 10 is essentially a small ship or yacht compass. The 7. Lower hemisphere of outer sphere. 16. Electrolyte levelinspection cone.
absence of any follow up motion means that there is no drive to 8. Pump unit. 17. Transparent dome.
repeater systems available. The main components of the Standard 10
are shown in the simplified cross section in figure 4.6.
around its equator. The upper hemisphere is transparent allowing
4.16 Construction ofthe Standard 10 direct viewing of the gyrosphere with its scale. A lubber line is carried
A gyrosphere of the usual Anschiitz design as described for the on the inside of the outer sphere against which the gyrosphere scale
Standards 4 and 6 comprises the sensitive element of the compass. A is viewed. The lower hemisphere contains an inner hemisphere in
scale of degrees is engraved around the circumference slightly above which the gyrosphere is located. Its slight negative buoyance will
its equator, and this scale is visible and serves as a compass card. The cause the gyrosphere to rest on the bottom of the inner hemisphere
gyrosphere is supported within an outer sphere which is made up of when the compass is stopped, the outer sphere being filled with' a
an upper hemisphere and a lower hemisphere joined and sealed liquid consisting of distilled water and glycerine with an additive to
make it electrically conductive. Electrical supply to the gyrosphere is

achieved by conductive domes at top and bottom of the gyrosphere
and outer spheres as in the Standard 6. A centrifugal pump unit in
the base of the outer sphere supplies a flow of electrolyte upwards
and around the gyrosphere into the small clearance between the
gyrosphere and the inner hemisphere, and this maintains the gyro- APPENDIX
sphere freely floating and centralised, providing a virtually friction
free suspension for the sensitive element. Alternating Current
The top of the outer sphere incorporates a filling plug and a visible In an alternating current the direction and magnitude of the
means of checking the level of the liquid in the outer sphere. current flow are changing sinusoidally. A sine wave graph may be
The outer sphere is supported within the casing or binnacle used to show the variation in current flow with time, or to show the
in gimbal mountings consisting of an inner and an outer horizontal variation in voltage across a resistance with time. In a purely
gimbal ring with bearings between them in perpendicular axes, resistive circuit (no value of inductance or capacitance), the voltage
allowing the compass unit to hang vertically against ship motions. and current sine waves are in phase with each other. (The maximums
Movement of the outer sphere within the gimbals is damped by an occur at the same time and the zero values occur at the same time etc.)
annular damping vessel situated around the top of the outer sphere. Figure A.l shows current and voltage waveforms. The horizontal
This contains liquid, the restricted flow of which passively damps
any oscillations in the gimbals. This damping vessel should not be
confused with the damping arrangement within the gyrosphere
which produces a north reference.
The connection of the outer sphere to the casing via the gimbals
fixes the outer sphere relative to the vessel, and the lubber line
attached to the outer sphere must be adjusted to the fore and aft line
of the ship. The gyrosphere will turn within the outer sphere during
an alteration of course which is indicated by the movement of the
gyrosphere scale against the lubber line.
The gimbal rings are carried in the compass casing which has a
transparent top hemispherical dome through which the compass is
viewed. A magnifying lens is incorporated opposite the lubber line
for ease of viewing. The lower binnacle contains a thermostatically
controlled fan which switches on and off at 35C. Additional heating
may be provided for operation in low temperatures. The casing is
attached to the vessel via base plates which allow adjustment of the
compass to the vessel's fore and aft line.
The compass unit requires a static inverter unit which converts
ship's mains to the 55 volt 400 Hz supply for the rotors and the
11 volt d.c. supply for the cooling fan.
axis is the time axis but may also be expressed in degrees, 0-360
representing one complete cycle of the sine wave. This notation will
repeat itself after each cycle.
The maximum value that the voltage or current attains is called
the Peak Voltage.
The number of cycles of 360 through which the value changes in
one second is called the frequency of the supply. Frequency is
measured in cycles per second of which the S.I. unit is the Hertz (Hz).
1 Hz = 1 cis.
133
APPENDIX 135
using more than one pair of poles. The frequency will be the product
of the number of pairs of poles and the number of revolutions per
second.
Multi Phase Supplies

Two and three phase supplies are used widely for driving motors.
The rotor of a gyro is driven from a three phase supply while a two
phase supply is used for servo motors.
A two phase supply consists of two separate alternating voltages
of equal amplitude but displaced in phase by 90. (The maximum of
one voltage lags the maximum of the other by one quarter of a cycle.)
A two phase supply is shown in figure AA. A two phase supply may
be generated by using two separate windings on the simple two pole
generator shown in figure A.2, with the planes of the windings at
right angles. The angle between the planes of the windings will
determine the phase difference between the two phases.
A three phase supply may be generated by using three separate
windings with their planes at 120 intervals. The three phases will be
taken off via three sets of slip rings. An important property of such
a three phase supply is that the algebraic sum of the values of the
three phases at any instant in time is zero. This may be verified by
inspection of figure A.5 which shows the three phase supply.
Power supplies to a gyro compass are normally derived from a
three phase generator driven by a motor from the ship's mains
supply.
Induction Motors
Induction motors are widely used in gyro technology for driving
the rotor and for servo motors for azimuth follow up and for error
correction. Driving a rotor by induction depends upon the pro-
duction of a rotating magnetic field by supplying the different phases
of a multiphase supply to separate windings on a stator core. A
rotating field may be produced by any number of phases of two or
more. Servo motors are usually of two phase design while rotors are
normally driven by a three phase supply.
Rotating Field by Two Phase Supply
Consider figure A.3 which shows two windings on a core, mutually
at right angles. Winding A is fed with the current of phase A in
figure A.4 and coil B is fed with the current of phase B which is 90
lagging the phase of A. At time x when phase A supply is maximum
positive and phase B supply is zero there will be current flowing in
the A windings as indicated in figure A.3(a). The field will be as
shown with its axis perpendicular to the plane of the A windings.
There is at this instant no current and therefore no field associated
with the B windings. One eighth of a cycle (45) later, at time y
in figure A.6(b) with the resultant magnetic field which has rotated
through 30. At time z, /2 of a cycle (30) later, the value of the
A phase is 0,5 max., the value of the B phase is the same and the
value of the C phase is maximum negative. Figure A.6(c) shows the
current flow in the A, Band C windings and the resultant magnetic
field which has rotated through a further 30. The direction of
rotation may be reversed by reversing any two of the three stator
connections.
The rotor of an induction motor consists of a core which carries
conductors whiCh are cut by the rotating magnetic flux produced by
the stator windings. The conductors may consist of copper bars
which are connected at each end to form a 'squirrel cage' formation.
The cutting of the conductors of the rotor by the rotating magnetic
flux induces currents in them, the magnetic field of which interacts
with the rotating field and produces a force on the conductors which
exerts a torque on the rotor in the direction of the rotating field of
the stator. The production of this torque is the same principle as that
of the electric motor. The rotor will rotate at some speed which is less
than the speed of rotation of the stator field. If the rotor achieved the
same speed as the stator field, then there would be no cutting of rotor
conductors by the stator field. The greater the speed of rotation of
the stator field relative to the rotor conductors then the greater will
be the torque exerted on the rotor. The rotor will rotate at some
speed below that of the stator field such that the torque developed
on the rotor is sufficient to overcome the load on the rotor.
Synchro Transmission
The transmission of heading information from master compass to
distant repeaters is achieved in many modern compasses by synchro
transmission. A basic synchro system is shown in figure A.7. No
amplification is used but the rotors of transmitter and receiver are
energised by a.c. The rotor of the transmitter is driven by mechanical
gearing from the master compass azimuth gear, which rotates
relative to the vessel's fore and aft line when the vessel alters course.
the servo mechanism which performs the work of moving the load.
Such a system is shown in figure A.8.
The rotor of the transmitter is fed with a.c. and is driven by the
master compass azimuth gear. Currents are induced in the stator
windings of the transmitter, and identical currents must therefore
flow in the stator windings of the receiver. Unless the receiver rotor
is aligned in its required position an a.c. will be induced in it by the
The rotor in the receiver motor is geared directly to the repeater alternating magnetic field around the stator coils. This signal is
compass card. Both rotors will induce a.c. in their respective stator amplified and used to drive the servo motor which is mechanically
windings which, if the position of the rotors with respect to their geared to the rotor to turn it to seek the null position where the
stators is the same, will be identical. In this case no current will flow signal induced in the rotor is zero. This will occur when the rotor is
in the stator windings and their connections as the two components aligned at right angles to the resultant magnetic field of the stator
will cancel. If there is misalignment between the two rotors, then coils. Any rotation of this field caused by a rotation of the transmitter
different voltages will be induced in the coils of the two sets of stators rotor will therefore cause a corresponding rotation of the receiver
and current will flow between the two stators and in the stators rotor. The servo motor in the receiver may be geared also to the
themselves. A magnetic field will be produced around the stator coils mechanical load which in the case of a gyro transmission system may
which exerts a torque on the receiver rotor which aligns itself until be the transmitter rotor of a step by step motor which serves several
no torque is exerted when the two rotors will again be aligned. The repeaters. As the work is done by the servo motor whose power is
receiver rotor will thus follow any rotation of the transmitter rotor derived from the amplifier power supply, no load is placed on the
turning the repeater card in the process. receiver rotor enabling the load to be transmitted back to the
This basic system suffers disadvantages in that the load on the transmitter. A large number of repeaters may be served in this way.
receiver motor rotor may cause misalignment and this will cause a Many modern compass installations provide power to move the
torque back on the transmitter rotor. Such a system is suitable only load of the repeater cards by using the signals induced in the
for very light loads or where there is no mechanical load. transmitter stator windings to control switching amplifier circuits
The problems of the basic system described above may be pre- which themselves control the currents flowing in the receiver stator
vented by introducing a servo mechanism at the receiver end. The coils. As the transmitter rotor turns the coils in the receiver are
receiver rotor then merely provides an electrical signal which controls switched in turn to produce a corresponding rotation of the magnetic
INDEX
A Cosine resolver 75
'A' bracket 67, 70, 79 Couple xvi,22
Acceleration XII Course and speed error 48
Alternating current 133 change in 52,60
generation of 134 correction of 75,111
Amplifier, follow up 72,86,108,125,142 formula for 51
transmission 79,92
Anchutz compass 44,118 D
field in the receiver, with which the receiver rotor aligns itself. standards 3 and 4 118 Damping 36
Figure A.9 shows the switching circuit of such a system. standard 6 127 error 42,47,74,110
The input to the circuit in figure A.9 is from one of the pairs of standard 10 130 factor 41
coils in an inductive transmitter (see compass S.R. 120, section 2.22). Angular acceleration xiv in azimuth 42
There will be one such circuit for each pair of transmitter coils, each momentum xix, 2, 4 in tilt 36
circuit serving one pair of coils in the receiver motor. velocity xiii,3 precession 38
The a.c. input is applied to the base of transistor T1 via Rl, VRI Arma Brown compass 52,62,64,101 weight 37,70,84
and diode Dl, which rectifies to produce a negative going half wave Azimuth 4 Declination 6
gear 69 Directional gyro 64, 113
rectified current. In the absence of this input T lis forward biased by
motor 69, 72 Drifting 4
current flowing through R2 and R3. A collector-emitter current
formula for 9
flows through R4 causing TI collector to go positive. This potential B
is divided by R5 and R6 and is applied to the base of T2. This reverse Ballistic 32 E
biases T2 which therefore does not conduct. In this state T3 and T4 deflection 52,59,62 Earth, rotation of 1,4,5
are reversed biased as the base of T3 goes negative relative to the liquid 32 Electrolytic level 98
emitter, whose potential is raised by current flowing through R7 and tilt 63 Errors 47
D2 when T2 is off. In the absence of any collector current through T4 Bearing 4 acceleration (see rolling errors)
the coil in the receiver is not ener-gisedfrom the supply. calculation of 17 change in speed 52
An increase in a.c. voltage input flows through Rl, VRI and Dl as Binnacle 74,85 correction of 74,86,110,127
Bottom heavy control 26, 124 course and speed 48
a half wave rectified negative current, which charges Cl to the damping 42,47,74, 110
potential across Rl. This makes the base of Tl negative and Tl is C latitude (see damping)
reverse biased. Collector current,ceases and collector potential rises, Cager 98 rolling 52
and also the base potential of T2, which is then forward biased. T2 Calculation of bearing 17 E shaped transformer 71, 109
collector current flows forward biasing T3 and T4. The collector on PZX triangle 12
emitter current ofT4 flows through the receiver motor coils from the Compass card assembly 74 F
supply thus energising the coils. Control 24 Follow up 70,85,106,124
D3 is.a voltage regulating zener diode. The variable resistor VRI ellipse 29 Force, unit of xii
period of 36 Fluorolube 104
is adjusted such that the on/off intervals are equal as required (see pots 32
section 2.22). Free gyroscope I
precession 26,29 Frequency 133
weight 25
Correction of errors 74,86, 110, 127 G
of rolling error 127 Generator 134
torque motor 75,77 Gimbal, azimuth 104
143
144 INDEX INDEX 145
Gimbal- ('onld. a T V
primary 102 Outer member 69 Tank, follow up 104 Velocity xii
tilt 104 sphere 118,129 Three phase supplies 135,137 Vertical axis 1,37,68
Graphite domes 126,129 Tilt 4 false 53,58
Gravitation xii Tilting 4 ring 66,79
Gravitational constant X1l1 P formula for 10
Gravity control 24 Peak voltage 133 Time, unit of xi
Gyration, radius of xviii Pendulum unit 108 Top heavy control 25
Period of control ellipse W
Gyro, directional 64,113 36 Torque xvi,22 Weight xii
free I sch uler 62 Torsion wires 101,103,106 control 25
star 4 Phantom element 69,84 Transmission to repeaters 78,87,113 damping 37,70,84
three degrees of freedom I yoke 98 Transmitter, synchro 78, Ill, 117, 140 Wires suspension 67, 70, 79
twin arrangement 122 Precession 22 Two phase supplies 135
Gyro ball 101 control 38
Gyroscope, free I damping 38,44 U
rate of 24, 34 Z
Gyroscopic inertia 2 Units, S.I. Xl Zenith 5
Gyrospheret 93,118, 128 Primary gimbal 102
PZX triangle 12
H
Hertz 133
R
Radian xiii
I
Radius of gyration XVII
Induction motor 135
Repulsion coil 118,128
Inductive transmitter 87
Rigidity in space (see Gyroscopic inertia)
Inertia xiii
Rolling errors 32,52,54
gyroscopic 2
elimination of 57, 62, 127
Intercardinal rolling error 54
elimination of 57, 62
S
K Schuler period 62
Kilogramme Xl tuning 62
Second, definition of XI
L Sensitive element 66,79,93,101,118
Latitude error (see damping error) Settling error (see damping error)
Length, unit of xi Settling position 41,42,46,47
Levelling, automatic 99 Sidereal day 5
Liquid ballistic 32 S.I. units Xl
Lubber line 72, 86 Sperry compasses 66
Mk.20 52,54,62,66,84
M SRjl20j130 79
Mass, unit of xi Mk.37 93
Metre, definition of Xl Spider element 120
Moment xv Spin, direction of 26
of inertia xvii, 3 Spinners 101
Momentum xiii Stationary element 84
angular xix, 2, 4 Steaming error (see course and speed
Motor, induction 135 error)
step by step 113 Steam bearings 69
Step by step motor 113
N Support frame 67
Newton xii Suspension 67,70,79
Nominal vertical axis 70 Synchro transmitter 78,111,117,140

Marine Gyro Compasses For Ships Officers

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Marine Gyro Compasses For Ships Officers

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Marine Gyro Compasses

for Ships' Officers

A. FROST, B.Sc., MASTERMARINER,M.R.I.N.

Introduction The International System of U nits. Linear and

SECTION1.1 The Free Gyroscope 1

SECTION3.1 The Arma Brown Gyrocompass 101

A gyro compass operates with a zero or a very small tilt. As the

1.7 Calculations on the Position and the Rate of Change of Position

An increase of southerly latitude will depress the controlled ellipse

1.14 Control ofthe Gyro by Liquid Ballistic

without any restnctIon causing delayed action. The direction of

It is important to realise that the damping precession produced by

1.26 Accurate Formula for Course Latitude and Speed Error

1.31 Elimination ofIntercardinal Rolling Error

2.4 The Phantom Ring

2.5 The Outer Member

2.8 The Follow Up System

2.9 Action of the Compass when the Vessel Alters Course

2.10 The Gimbal Support

The stator windings on the outer member consist of three star

laminated I-shaped rotor which is driven through the intermediate

2.16 The S.R. 120/130 Gyrocompass

2.17 The Sensitive Element

2.19 The Stationary Element

sistor switches to conduct over a rotation of the transmitter star-

THE SPERRY MARK 37 GYROCOMPASS

2.29 The Transmission Unit

2.30 The Speed and Latitude Compensator Unit

2.31 Correction of Errors

as an unwanted effect is reduced by using a period of oscillation

3.13 The Arma Brown as a Directional Gyro

3.14 Transmission to Repeaters

of the azimuth gear with the master card attached is transmitted to

3.15 The Relay Transmitter

4.2 Construction of the Anschutz Standards 3 and 4

Key to figure 4.1 (a). Key to figure 4.1(b).

force on the gyrosphere which is sufficient to maintain it centrally

FIG. 4.2(b) Rotors running.

4.12 The Outer Sphere

4.14 The Compass Casing

make it electrically conductive. Electrical supply to the gyrosphere is

Multi Phase Supplies

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