RU2463205C2 - System of ship automatic control - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to facilities for vessel movement automatic control and dynamic vessel positioning. Suggested system implements maximum synergy of complex application of number of various vessel positioning facilities equipment, completeness of environmental perturbations measurements and use of one and all propelling vessel systems and devices as control objects. Suggested system comprises: vessel movement parameters metres unit, external influence sensors unit, control objects unit, computing unit, control unit. Navigation module in vessel movement parameters metres unit includes differential versions instrumentation of GPS and "GLONASS" navigation satellite systems, inertial position navigation system instrumentation, radio navigation systems instrumentation, hydroacoustic navigation systems instrumentation and radiogeodesic systems instrumentation. External influence sensors unit contains current and tidal influence parameter sensors in addition to wind and waves influence parameter sensors. Control objects unit includes main propellers with water screws of adjustable speed or adjustable pitch, steering gear, engines of maneuvering devices of "screw in pipe" type, turning engines of adjustable speed or adjustable pitch for turning propeller-steering columns with corresponding sensors of control actions. Control unit is made as ship-driver module and contains control and monitoring unit.

EFFECT: system functionality enhancement with simultaneous increase in accuracy and reliable informativity through determination and processing of parameter redundant measurements by complex instrumentation which in its turn provides improved system functional reliability and navigation safety.

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Description

The technical solution relates to navigation and can be used in means of automatic control of the movement of ships, as well as in systems of dynamic positioning of ships.

The basic principles of constructing automatic ship traffic control systems (ATSS) and their generalized schemes are given in well-known sources [3, 4]. Later, a number of AUDS devices were patented, which made it possible to expand their functional capabilities to one degree or another, increase their use efficiency and navigation safety: autopilot vessel [5], vessel motion control devices [2, 6, 7], multi-purpose ship control system [8 ], marine intelligent simulator [9], device [1], which implements a method of automatic pilotage of ships.

As a rule, a common feature of known AUDS devices [2, 3–9] is that they contain a unit for measuring vessel motion parameters, a block of external impact sensors, a block of control objects, the information outputs of which are connected to a computing unit, and a control unit, connected by the information-control input-output with the computing unit, the control outputs of which are connected to the block of control objects, while the computing unit is configured to compare the measurement data of the current motion parameters with bottom with predetermined program values and forming on the results of this comparison, control signals to the control unit of objects.

However, in all known AUDS devices [2, 5–9], the composition of the equipment is not complete and optimal for the implementation of potential functionality [3]: meters of movement parameters (course, speed and coordinates of the vessel) do not have the required parallel duplication, a block of external impact sensors as a rule, it takes into account only the influence of wind and waves, and the main objects of control in such devices are the main propellers with propellers and the steering device. The inadequacy of the completeness and optimization of the equipment composition of such AUDS devices [3] leads to insufficient accuracy in ensuring the given dynamics of the vessel’s movement (or keeping the vessel in the set position), their insufficient operational reliability and, as a result, reduces the safety of navigation.

The device [1, figure 1], which implements a method of automatic pilotage and adopted as a prototype, contains a block of measuring parameters of the vessel’s motion (IPDS), a block of sensors of external influences (DVV), a block of control objects (OS), the information outputs of which are connected to the computing unit (WB), as well as a control unit associated with the information-control input-output with the WB, and the IPDS unit includes a block of ship navigation devices (SPS) consisting of an echo sounder, lag and gyrocompass, a navigation radar station (NRLS) and a navigation the first module (NM) in the form of a satellite navigation system (SNA) receiver indicator, the DVV block includes wind and wave parameter sensors, the OU block includes control objects in the form of ship propulsion and steering gear with the OA sensors connected to them, the WB computing block includes a controller, a software unit (software) and a central processor (CPU), while the information outputs of the IPDS, DVV and OU blocks are connected to the controller inputs, and the outputs of the controller and software block are connected to the CPU inputs, which is configured to measurement data of the current parameters of the vessel’s movement with the given program values and the formation of control signals at the op-amp based on the results of this comparison.

One of the main disadvantages of the device [1], as well as other well-known analogues, is the insufficient completeness and optimality of the implementation of functional capabilities: the presence in the NM equipment of only one GPS SNA and the lack of reservation of means for coordinating the vessel through a number of other devices reduces the accuracy of determining the position when the vessel moves along a given trajectory, the reliability and operational reliability of the data, while the GPS SNA malfunction entails malfunctioning of the AUDS device [1]. The incompleteness of measurements of external influences (the current and tidal effects are not taken into account) and the limitation of the OS by the main ship propulsion and steering device in the device [1] also lead to a decrease in the accuracy and reliability of navigation.

In addition, the well-known AUDS system [1] requires constructive refinement to implement effective industrial applicability. At the same time, references to the complication of the device and the increase in its cost when expanding the composition of the equipment cannot be considered justified (especially for large vessels), since some complication of the equipment for using redundant measurements is compensated by an increase in accuracy and, as a result, an increase in the reliability of controlling the movement of the vessel and the safety of navigation. Currently, the cost of components and components cannot be considered a significant obstacle to the creation of highly efficient and reliable AUDS systems with a wide range of functional capabilities, especially for large-capacity tankers, geophysical, research, drilling vessels, and also warships.

The accuracy, reliability and reliability of vessel motion control can be improved by using redundant initial information and the rational design of AUDS systems [3, 4].

The essence of the proposed technical solution is to create an ATS system that implements the maximum synergy of the combined use of the equipment of a number of different means of coordinating the vessel, the completeness of measurements of external disturbing influences, and use, without exception, of all ship propulsion systems and devices.

The main technical result is the expansion of the functionality of the ATSS with increasing accuracy and reliable information by identifying and processing redundant measurements of parameters by the complex composition of the equipment, which, in turn, ensures the operational reliability of the AUDS system and the safety of navigation, and thereby allows to achieve the optimal criterion for the operation of AUDS system " complexity - cost - efficiency. ”

The technical result is achieved as follows.

The system of automatic control of the vessel’s movement (AUDS) contains a block of measuring parameters of the vessel’s movement (IPDS), a block of sensors of external influences (DVV), a block of control objects (ОУ), the information outputs of which are connected to a computing unit (WB), and also a control unit connected information and control input-output from the WB, and the IPDS block includes a block of ship navigation devices (SPS) consisting of an echo sounder, lag and gyrocompass, a navigation radar station (NRLS) and a navigation module (NM) in the form of a receiver-indicator a satellite navigation system (SNA), the DVE unit includes wind and wave parameter sensors, the op-amp unit includes control objects in the form of ship propulsion and steering gear with the op-amp sensors connected to them, the WB computing unit includes a controller, and a software unit (software ) and a central processor (CPU), while the information outputs of the IPDS, DVV and OU blocks are connected to the controller inputs, and the outputs of the controller and software block are connected to the CPU inputs, which is capable of comparing measurement data of current pairs ship movement meters with preset program values and formation of control signals at the OS based on the results of this comparison.

A distinctive feature of the AUDS system is that the navigation module NM includes the equipment of the differential version of the GPS SNA, the equipment of the differential version of the GLONASS SNA, the equipment of the inertial navigation system (ANN), the equipment of radio navigation systems (RNS), the equipment of hydroacoustic navigation systems (GNS) and the equipment radio-geodetic systems (RGS), and the outputs of the GPS SNA, SNA "GLONASS", ANN, RNS, GNS and RGS are connected to the inputs of the WB computing unit controller. In addition to the sensors of wind and wave parameters, the DVV external impact sensors block contains flow and tidal parameters sensors, and the outputs of all sensors of the DVV block are connected to the corresponding inputs of the WB computing unit controller. The OS unit includes main propellers with variable speed or adjustable pitch propellers, steering gear, thrusters of the screw-in-pipe type, rotary motors of variable speed or adjustable pitch of rotary propulsion-steering columns (MPCs) with corresponding control sensors impacts on these opamps. The control unit is made in the form of a skipper module (MS) and includes a control and monitoring unit (BEC) connected by the information-control input-output to the information display unit (BOI), the output of which is connected to the registration unit (BR), and the BEC block is informationally connected -controlling input-output with a central processor CPU of the WB computing unit, and the control outputs of the BUK unit are connected to the inputs of the IPDS, DVV and OU blocks.

The difference between the AUDS system is that the WB computing unit with the appropriate software and the MS skipper module are connected to the ship’s on-board local information network (LAN) with the possibility of implementing information exchange lines with ship technical systems and facilities, as well as users of the AUDS system.

At the same time, the MS skipper module is made in the form of stationary equipment in the wheelhouse of the vessel, as well as in the form of additional portable user modules based on laptop-type personal computers, including means for interfacing with the on-board local area network of the LAN.

Figure 1 presents the General structural diagram of a system for automatic control of the movement of the vessel; figure 2 shows a diagram of a navigation module for determining the position of the vessel.

In the drawings, the following notation:

1 - block measuring the parameters of the movement of the vessel (block IPDS);

2 - block of sensors of external influences (block DVV);

3 - block of control objects (OS block);

4 - module skipper (MS);

5 - computing unit (WB) of the collection and processing of information;

6 - block of navigational navigation devices (SNP block): echo sounder, log, gyrocompass;

7 - navigation radar (radar);

8 - navigation module (NM) determining the position of the vessel;

9 - sensor wind parameters;

10 - sensor parameters of the waves;

11 - sensor flow parameters;

12 - sensor parameters of tidal effects;

13 - control objects (OS): propellers, thrusters, etc .;

14 - sensors of control objects (DOU);

15 - control and monitoring unit (BUK);

16 - block display (visualization) of information BOI;

17 - registration unit (plotter, printer, etc.) - BR;

18 - controller computing unit;

19 - software block (software block);

20 - central processing unit (CPU);

21 - output control actions on the vessel;

22 - GPS GPS equipment (differential mode);

23 - equipment SNS "GLONASS" (differential mode);

24 - equipment inertial navigation system (ANN);

25 - equipment of radio navigation systems (RNS);

26 - equipment for sonar navigation systems (GNS);

27 - equipment of radio-geodetic systems (RGS).

The operation of the AUDS system is as follows.

The process of automatic control of the vessel’s movement, as a rule, includes [3, 4] measurement of the parameters of the vessel’s movement by the IPDS block 1, measurement of the parameters of external influences by the DVV-2 block, comparison of the current parameters of the vessel’s movement with the given software block 19 in the WB 5 computing unit program values of the motion model, the formation of the results of this comparison of control signals on the OS 13 of the OS unit 3. The module 4 of the skipper is used to control and monitor this process.

Features of the proposed system AUDS (figure 1) are determined by a new set of essential features. The inputs of the controller 18 receive information from the outputs of the SNP 6, NRLS 7 unit, as well as from the outputs of the navigation module NM 8, which includes (FIG. 2) a combination of GPS 22 equipment, GLONASS equipment 23, ANS equipment 24, 25 RNS equipment 25 , equipment 26 GNS and equipment 27 RGS. The structure and operation of these types of equipment 22-27 are known and described, for example, in the book: G. Sonenberg Radar and navigation systems: Per. from English - L .: Shipbuilding, 1982. - 400 p. The redundancy of measurements with equipment 22-27 in conjunction with the data of the SNP 6 and NRLS 7 blocks provides an increase in the accuracy of determining the position of the vessel [3, 4]. The complex information of a set of different types of equipment 6, 7, 22-27 for determining the coordinates of the vessel is processed by the CPU 20 through filtering (for example, Coleman filtering) and temporal smoothing (the data processing procedure in the integrated navigation system is known and described, for example, in [3]) . The values of the measured parameters of the external effects of wind, waves, currents and tides, determined by the sensors 9-12 of the DVV 2 unit, and the information of the sensors DOU 14 of the OU 3 block also go to the input of the controller 18 and then to the CPU 20, where the observation vector and the vector of disturbing effects are determined , and also the control vector is formed on the OS 13 of block 3 with the output 21 of the control actions on the vessel. The BOI information display unit 16 and the BR registration unit 17 are devices for visualizing, storing and outputting text and graphic information and include a laser inkjet printer, a plotter-plotter of digital electronic maps in a given scale and in a given coordinate system, and also a magnetic data recording device made in the form of a magnetic optical drive. The WB 5 computing unit with the corresponding software of the 19 software unit and the MS 4 skipper module are connected to the ship’s on-board LAN with the possibility of implementing information exchange lines with ship technical systems and means (blocks 1, 2, and 3), as well as users of the ATS system. The MS 4 skipper module can be made in the form of stationary equipment in the wheelhouse of the vessel, as well as in the form of additional portable modules based on personal computers such as a laptop, including means for interfacing with the on-board local area network of the LAN.

Sources of information (prior art)

I. Prototype and analogues:

1. RU 2277495 C 1, 10.06.2006 (prototype).

2. RU 2150409 C 1, 10.06.2000 (analogue).

3. Zolotov VV, Freidzon I.R. Control complexes of complex ship systems. - L .: Shipbuilding, 1986. - 232 p. (analogue: p. 64-73, Fig. 3.2).

II. Additional sources (prior art)

4. Rodionov A.I., Sazonov A.E. Navigation automation. - 2nd ed., Revised. and add. - M .: Transport, 1983. - 216 p. (p. 120-126).

5. JP 62-24597, 07.28.1987.

6. SU 1150155 A, 04/15/1985.

7. SU 979204 A, 12/07/1982.

8. RU 45032 U1, 04/10/2005.

9. RU 2251157 C2, 04/27/2005.

Claims (3)

1. The system of automatic control of the movement of the vessel (AUDS), comprising a block of measuring instruments for the movement of the vessel (IPDS), a block of sensors of external influences (DVV), a block of control objects (OS), the information outputs of which are connected to a computing unit (WB), as well as a block control associated with the information-control input-output with the WB, and the IPDS unit includes a block of ship navigation devices (SPS) consisting of an echo sounder, log and gyrocompass, a navigation radar station (NRLS) and a navigation module (NM) in the form of a receiver satellite navigation system (SNA), DVE unit includes wind and wave parameters sensors, OS unit includes control objects in the form of ship propulsion and steering device with OS sensors connected to them (DOU), WB computing unit includes controller, software unit (software ) and a central processor (CPU), while the information outputs of the IPDS, DVV and OU blocks are connected to the controller inputs, and the outputs of the controller and software block are connected to the CPU inputs, which is configured to compare the measurement data parameters of the vessel’s movement with specified program values and the formation of control signals at the op-amp based on the results of this comparison, characterized in that the navigation module NM includes equipment for the differential version of the SNA GPS, equipment for the differential version of the SNA "GLONASS", equipment for the inertial navigation system (ANN), and radio navigation equipment systems (RNS), equipment of hydroacoustic navigation systems (GNS) and equipment of radio-geodetic systems (RGS), moreover, the outputs of the GPS SNA equipment, GLONASS SNA, I C, RNS, GNS and RGS are connected to the inputs of the controller of the WB computing unit, the block of sensors of external influences of the DVV in addition to the sensors of wind and wave parameters contains sensors of the parameters of the flow and tidal effects, and the outputs of all sensors of the block of the DVV are connected to the corresponding inputs of the controller of the computing block of the WB, the OS unit includes main propellers with variable-speed or adjustable-pitch propellers, steering gear, thrusters (screw) motors of the screw-in-pipe type, rotary motors ate an adjustable speed or an adjustable pitch of rotary propulsion-steering columns (MPCS) with the corresponding sensors of the DOW control actions on these op-amps, the control unit is made in the form of a skipper (MS) and includes a control and monitoring unit (BPC) connected by the information-control input the output with the information display unit (BOI), the output of which is connected to the registration unit (BR), and the BUK unit is connected by the information-control input-output to the central processor of the computing unit of the WB, and the control outputs odes of the BUK block are connected to the inputs of the IPDS, DVV, and OU blocks. 2. The AUDS system according to claim 1, characterized in that the WB computing unit with the appropriate software and the MS skipper module are connected to the ship’s on-board local area network with the possibility of implementing information exchange lines with ship technical systems and means, and also users of the AUDS system. 3. The AUDS system according to claim 1, characterized in that the MS boatmaster module is made in the form of stationary equipment in the wheelhouse of the vessel, as well as in the form of additional portable user modules based on laptop-type personal computers, including means for interfacing with the on-board local area network LAN .

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