RU2260191C1 - Navigation complex for high-speed ships - Google Patents

Abstract

FIELD: navigation.

SUBSTANCE: system has electronic cartography navigation system, block for mating with steering wheel drive and main for information exchange, connected by its inputs/outputs to inputs-outputs of receipt indicator, measuring devices for speed and course, auto-plotter, calculator, navigation control panel, electronic cartography navigation system, radiolocation station, block for mating with steering wheel drive and echo-sounding device. Receipt indicator is made in form of combined receipt indicator of radio-navigation and satellite navigation systems.

EFFECT: broader functional capabilities.

14 dwg

Description

The invention relates to the field of navigation, in particular to navigation, and more particularly to technical means of navigation for determining the location and speed of high-speed vessels.

Known devices for determining the location and speed of high-speed vessels [1-5], which include the equipment of radio navigation and satellite systems, heading sensors, speeds, direction finders, information from which is processed in the computer and displayed on the operator’s console, broadcast to ship automation systems, including steering gear.

Known devices solve navigation problems such as autonomous numbering of a ship’s path (determining speed, heading, distance traveled, and ship’s estimated coordinates); determination of observable coordinates by radio navigation and satellite navigation systems, which provides the solution to the main navigational problems for navigation.

Significant disadvantages of the known devices are significant weight and size characteristics, which is due to the need for duplication and redundancy of individual technical means to meet the requirements for reliability and accuracy characteristics, as well as the presence of a significant number of broadcast and interface devices (DAC, ADC, etc.), the latter causes a decrease in the accuracy of the generated navigation parameters when they are transmitted to ship automation systems. A decrease in accuracy can reach 30% at the entrance of ship systems, compared with accuracy at the exit of navigation systems, which ultimately can adversely affect navigation safety during the operation of high-speed ships. Known devices are used on large-capacity vessels having substantial areas for the placement of navigation equipment, and therefore the task of increasing reliability is solved by installing additional navigation equipment.

On high-speed vessels with limitations on weight and size characteristics, the installation of additional navigation equipment is a very time-consuming task.

Known navigation complex [6], designed for installation on high-speed ships, and in particular on hydrofoil ships, which consists of a computer, data converter, gyrocompass, two radars, magnetic tape recorder, carriage of a television camera, television camera, a table with a navigation map, a processor for processing radar information, a control software generator, an alphanumeric generator, a scan converter, a device for combining cartographic and radar images expressions of the situation, the display graphic on-screen display of cartographic and radilokatsionnoy situation, the display of alphanumeric information on the mapping environment and elements of movement purposes, a tape recorder to record the map and the radar environment, remote management and control of the television camera external review.

In this device, the current location coordinates are calculated by the heading and speed values supplied to the computer from the gyrocompass and lag through the data converter. The calculated numerical coordinates during the voyage are refined by combining on the television tube screen the image of the navigation chart coming from the computer when using the approximated digital map or from the television camera using conventional navigation charts, from the radar image of the same navigation area issued by one of the radars.

This device can be used to ensure navigational safety of navigation only when navigating in the coastal zone, since the generation of observable coordinates is determined by the range of the radar and the presence of coastal landmarks. Out of the radar coverage area, this navigation system provides the calculation of only numbered coordinates generated from the lag and heading data, which negatively affects the required accuracy characteristics for this type of vessel.

A device [7] is also known, which is intended to ensure the safety of navigation of high-speed vessels, in particular for hovercraft.

The well-known navigation system consists of a phase radionavigation receiver, a Doppler speed measuring system, a gyrocompass, a radar station with a circular visibility indicator, distance traveled and speed indicators relative to the Earth, a digital computer, an aircraft-type autoplayer, a navigation control panel with an indicator of control commands, autopilot and optical navigation aids in which a digital computer is connected to the output by a first input and receiver-indicators of the radio navigation station, drift and speed indicators, and speed measuring systems, respectively, and the input-output with the gyrocompass output and the input of the steering wheel and optical navigation attachment, the second output connected to the input of the distance and speed indicators, and another output to the navigation input-output the control panel, the input of the autoseller and the input of the all-round indicator.

This construction of the navigation complex provides a solution to the following main tasks: determining the position of the vessel, preventing collisions, managing the vessel during maneuvering, which ensures continuous track reckoning in the main mode and obtaining the observable coordinates of the vessel’s position using the Decca radio navigation system with automatic track guidance. In this case, the location coordinates are obtained after filtering them using an algorithm implemented using a digital computer. This navigation system works either in dead reckoning mode, or determining observable coordinates using a radio navigation system. On the navigation panel, the ship's heading calculated on a digital computer, speed relative to the Earth, latitude and longitude of the place, offset from a given line along the perpendicular to it, drift, direction and distance to the destination are displayed. From a digital computer, information is also fed to a roll autoseller. In the event of the failure of certain navigation information sensors, the navigation complex provides automatic switching to a valid information source. When the Doppler lag and gyrocompass fails, the digital computer calculates and provides information to the autoplayer and to stabilize the true movement on the radar circular viewing indicator according to the values of the drift angle and speed entered manually.

In order to optimally control a ship, control programs are recorded in a digital computer, taking into account its aerodynamic characteristics, generating signals for control and transmitting them to the autopilot.

This navigation complex, due to its construction, differs from the known device. However, the operation of high-speed vessels is characterized by such features as high speed (up to 100 knots or more), an increased risk of collision due to poor controllability due to yaw and drift under the influence of wind and waves, for example, when moving on an air cushion, when the quality of control significant influence is exerted by the influence of aerodynamic forces, the limited range of visual and radar observation, due to the small height of the hull, increased noise, working engines, the number of which It can reach ten, which excludes the reception of sound signals, and, accordingly, increases the likelihood of a collision. These restrictions impose increased requirements on the navigation systems of vessels of this type and, above all, in terms of accuracy and time to determine their position, the continuity of the measurement of the main navigation parameters (coordinates, speed, course), degree of automation, information content and reliability, since high speeds exclude navigation pads conventional methods, since from the moment of measuring the navigation parameter to the moment of obtaining the coordinates of the place, time will pass, during which the coordinates of the vessel will change significantly. In addition, speed measurements are also difficult, especially on high-speed vessels that do not have contact with the water surface (ekranoplanes) or have little contact (amphibious and skeg hovercraft, hydrofoil vessels), since the existing lags on such vessels are practically not applicable, with the exception of Doppler radiolags, which, due to specific operating conditions (spatter of transceiver devices, radio beams entering a perturbed ship's water surface or reflection dio waves from a mirror water surface) can have significant errors when measuring the speed and angle of drift, and therefore, on this type of vessel it is necessary to have an alternative speed meter.

The objective of this proposal is to increase the accuracy of determining the main navigation parameters, the degree of automation, information content and reliability through the navigation complex of mainly high-speed vessels.

The task is achieved by the fact that in the navigation complex, consisting of a receiver-indicator, speed meters, heading, auto-plotter, calculator, navigation control panel, echo sounder and indicators, in which the navigation control panel is connected to the radar station and autopilot, an electronic cartographic navigation system, unit interface with the steering gear and information exchange, connected by its inputs and outputs with inputs and outputs of the receiver-indicator, speed meters and chickens a, drt, the calculator, the remote control navigation, electronic cartographic navigation system, radar station interface unit to the steering drive and echo sounder, the receiver-indicator is made in form of a combined Radio navigation and space systems.

The present invention solves the problem of increasing the accuracy of determining the basic navigation parameters, the degree of automation, information content and reliability by introducing new elements connected through a single information exchange highway, which reduces the number of information converters.

Distinctive features of the claimed device from the specified known device are the presence of a complex receiver-indicator of satellite and radio navigation systems, which provides reception of signals from both radio navigation systems and satellite navigation systems, the presence of an electronic cartographic navigation system, which allows you to combine a radar image with a cartographic, as well as cartographic with display bottom tops connected to other navigation devices via the trunk exchanging information, as well as the presence of the block coupling with the steering actuator that provides trajectory control vessel depending on the factors affecting the controllability.

Due to the presence of these signs, the safety of navigation of high-speed vessels is increased due to the operational processing of a significant amount of information from navigation devices in real time with the display of the vessel’s location and the results of solving navigation problems on an electronic map, as well as the possibility of trajectory control of the vessel.

The proposed device is illustrated by drawings.

Figure 1 shows a block diagram of a navigation system that contains an information exchange highway 1, a navigation control panel 2, a calculator 3, an electronic cartographic navigation system 4, an autolayer 5, a speed meter 6, a heading meter 7, a receiver indicator 8, a steering interface unit drive 9.

Figure 2. The information exchange line 1 consists of a data bus 10, a receiver 11, a transmitter 12, an encoder-decoder 13, a network controller 14, a communication unit with consumers of navigation information 15, a signal conditioner 16, an OR circuit 17, and a dynamic priority block 18.

The exchange of information is organized in accordance with GOST 26765. 52-87. An analogue is the device described in the patent of the Russian Federation No. 2068579.

Figure 3. The navigation control panel 2 contains a central processor 19, RAM 20, ROM 21, a modular parallel interface 22, a parallel exchange device 23, a unit for displaying information on a cathode ray tube 24, an information display unit on a gas discharge display panel 25, a digital display device 26, electronically beam tube 27, gas discharge display panel 28, digital indicators 29, control unit 30.

Figure 4. Calculator 3 is a microprocessor module assembled on the basis of the BIS K 1804 kit, designed to process signals to determine complex navigation parameters and includes a processor 31, a coprocessor 32, a memory unit 33, a timer 34, an interrupt controller 35, and communication ports 36.

Figure 5. The electronic cartographic navigation system 4 includes a block for digitizing a video signal 37, a converter for video signals 38, a unit for combining radar and cartographic information 39, a software module 40, and an information computing device 41.

In the block for digitizing the video signal 37, the video signal is digitized. In the video signal converter 38, the digitized video signal is translated into an appropriate scale and coordinate system. In the block combining radar and cartographic information 39, the radar signal is superimposed on the map image. In software module 40, there is a software product that ensures the functioning of the radar and cartographic information combining unit 39, using official cartographic data complying with the INO S-57 standard, navigation charts of the publication of the Main Directorate of Navigation and Oceanography of the Ministry of Defense of the Russian Federation and world collections of electronic navigation charts of type C -MAP in the format of SM-93. In the information-computing device 41, the electronic card is displayed, received, processed and transmitted messages according to the NMEA-0183 standard in accordance with table 1.

Table number 1. Type of message received Options DVT Depth under vibrator Dpt Depth under keel Gga Time, geographical coordinates, speed, course, determined by means of combined PI SNA RMA RNS geographic coordinates HDM Magnetic course HDT True course OSD Data on the own ship's motion vector (speed, heading, ground angle, total drift by signals from navigation sensors) Tll Tracked target data (coordinates and time) Ttm Data on target movement parameters (speed, heading, position relative to own ship) Vhm Heading and speed relative to water VTG Track angle and ground speed ARV Control message to the autopilot on the route Bod Bearing of the current waypoint from the passed point Bwc Time, geographical coordinates of the current waypoint, bearing and distance to it Gll Geographic coordinates, their time and status RMB Recommended minimum data on the position of the vessel relative to a given path and the parameters of the current waypoint relative to the current position of the vessel RTE Waypoint identifiers in order Wpl Geographic coordinates of waypoint CTU Deviation from the line of a given path

In the information-computing device 41, computational operations are also carried out to form a navigation safety zone according to the allowable distance to the navigation hazard or to the allowable travel time to the danger at the current speed; calculation of the level of tides; three-dimensional modeling of the bottom topography based on bathymetric data contained in the current map, as well as data measured by an echo sounder, with a bottom topography displayed; automated proofreading of cards converted from S-57 format; the formation of an electronic ship logbook; forecasting the position of the vessel; observational notation based on data generated by the radar; calculating the current traverse distance to the landmark, determining the vessel’s position by bearings and distances, calculating corrections to the calculated coordinates, values and direction of the residuals, and calculating the radial mean square errors of the observations; monitoring radar targets (distance of the shortest approach, time to the nearest approach, speed and course of the target), calculating the time of arrival at a given point; dead reckoning, compilation of a navigation form; preliminary laying; calculation of corrections of the coordinate system.

6. The speed meter 6 comprises an antenna device 42, a transceiver 43, a Doppler frequency meter 44, a computer 45.

The antenna device 42, which is powered by the transceiver generator 43, provides radiation and reception of electromagnetic waves reflected from the sea surface over a given number of rays. The received oscillations are mixed in the receiver of the transceiver 43 with oscillations of the generator. The extracted beats of the difference frequency after amplification and conversion are fed to a Doppler frequency meter 44, from the output of which signals proportional to the average Doppler frequencies are supplied in the form of analog values or in the form of pulse sequences to a computer 45 that implements known mathematical dependencies. The output signals from the computer 45, which are proportional to the components of the velocity vector in the ship's coordinate system or ground speed and drift angle, enter the information exchange highway 1.

Analogs of this device are speed meters, described in the book. Ship speed meters / ed. Khrebtova A.A. - L .: Shipbuilding, 1978, p. 72-100 and in the book. Guidelines for the use of radio-Doppler logs RDL-1, RDL-2 and RDL-3. - L .: GUNiO of the Ministry of Defense of the Russian Federation, adm., No. 9643, 2000. Other speed meters (Doppler hydroacoustic, induction electromagnetic, etc.) can be used as speed meters if the vessels have reliable contact with the water surface, providing normal functioning of these speed meters. In a particular device, a lag of the RDL-3 type is used.

7. The course meter is a gyrohorizontal compass consisting of a gyrocompass 46, an amendment unit 47, angular acceleration meters with mutually orthogonal sensitivity axes 48, numerometers with mutually orthogonal sensitivity axes 49, a pitch angle calculator and a course 50. An analogue is the device described in RF patent No. 2056037 . In a particular device, the product is used according to IDTL 461.529.006 TU.

Fig. 8. The combined receiver-indicator of satellite navigation systems and radio-navigation systems consists of an antenna unit 51, receiver-indicator 52 and a network adapter 53 and provides automatic selection of the optimal constellation of GLONASS and GPS navigation equipment, and in the RNS coverage area the reception of signals from ground stations; integrated assessment of the expected accuracy of determining the current coordinates; input and processing of corrective information in accordance with RTCM SC-104; solving a navigation problem when working in differential mode; input and storage of up to 500 waypoints and up to 50 traffic routes; storing current coordinates as a waypoint; calculation of the distance and direction between two route points of movement along the route with the development of parameters of deviation from the route; coordinate output in the coordinate system WGS-84, PZ-90, SK-42 or in the coordinate system, the parameters of which are set by the operator using the navigation control panel 2; selection of coastal RNS of various radius of action (near, far) and determination of coordinates by their signals with an assessment of accuracy. In a particular device, an NT-300 type transceiver is used. GPS signals are received and processed through five channels, and GLONASS systems through three channels.

Figure 10. The autoplayer consists of a tablet 57 for refueling navigation charts, a computer 58 and a graphic information reader. Analogs are the ATsP-6 autoploader. As a paving machine can be used, as in the analogue, a roll type P-45 auto-laying machine.

11. The steering gear interface 10 includes a receiver 61, a multiplier 62, a restored steering wheel shift signal generating unit 63, a steering shift speed signal generating unit 64, a steering drive model generating unit 65, adders 66, 67, integrators 68, 69, a calculator 70, which is assembled on the basis of the microprocessor K 1810 VM 86. An analog of block 10 is the device described in RF patent No. 2072547. Signal processing in block 10 is carried out in accordance with the algorithms given in the book. Management of moving marine objects / Lerner D.M., Lukomsky Yu.A., Mikhailov V.A. et al. - L .: Sudostroenie, 1979. The steering interface unit 10 is designed to generate autopilot control signals that allow the ship to exit and stabilize along the route with minimal over-regulation. The steering wheel coupler 10 can operate with any autopilot receiving control messages according to the NMEA-183 standard with the implementation of the ship stabilization mode on a modified route. In this mode, the original piecewise-straight route (the Rout Modification and Rout Preparation algorithms) is modified by smoothly interfacing the tacks with a continuous curvilinear trajectory implemented by the vessel under the assigned restrictions on the rudder angle during the turn. In this case, the electronic and cartographic navigation system 4 displays the original and modified routes in order to provide the skipper with the estimated movement of the vessel.

When passing a route near areas with navigational hazards, it is possible to adjust both the position of the turning points and changing the radius of the turn of the vessel by editing the limit angle of rudder shift at each turning point. The vessel is controlled on a modified route by special algorithms that generate signals for the autopilot steering: the XTE type, which is equal to zero, and a continuously changing bearin to origin signal. To track these signals, the autopilot switches to Remout Control mode, in which the operator does not need to confirm the new set course. Algorithms for controlling the vessel on the trajectory and route modification use for their work a mathematical model of the vessel, taking into account the steering influence of the rudder, disturbances acting on the vessel, as well as factors that change the dynamics of the vessel - loading, changing power, speed of the vessel.

The main algorithms are steering steering, heading stabilization, heading maneuvering, motion control along a given route, restoration of ship motion parameters, adaptation of ship motion laws. At the same time, the algorithms provide the solution of such problems as stabilization of the vessel at a given course; course maneuvering control; restoration and filtration of the angular velocity of the vessel; adaptation of parameters of autopilot regulators; traffic control on a given route.

The main timing diagrams that implement the control algorithms are presented in Fig.12, 13, 14.

To solve these problems, the interface unit with the steering gear 10 receives information about the heading and angular acceleration from the heading meter 7, about the speed from the speed meter 6, about the position of the steering wheel from the rudder angle sensor, about the position of the spool of the steering machine received from the actuator sensor , about a given route (a given course, location coordinates, lateral movement) from the navigation control panel 2. At the same time, the autopilot controllers are adapted to the speed of the ship, the depth of the sea, weather conditions, loading udna, the specific characteristics of the vessel corresponding to the pilot in maneuvering the map and table of elements of the vessel.

The software is implemented in ALGOL-68 in the Cross-system.

The device operates as follows.

Autonomous navigation information sensors generate signals that carry information about the ship’s speed, drift angle, components of the velocity vector, distance traveled, track angle, heading, pitching angles, linear and angular speeds and accelerations, coordinates, distance and bearing to navigation landmarks and dangers, depth under the keel. These signals are fed through the information exchange line 1 to the computer 3, where the main navigation problem is solved to determine the vessel’s location depending on the navigation conditions and the degree of reliability developed by these sensors, and calculations are also performed to ensure stabilization of the vessel’s movement on a given heading and line the way.

From the calculator 3, the signals are fed to the navigation control panel 2 and the data bus 10 through the information exchange line 1, and to the electronic cartographic navigation system 4, where the initial and modified routes are displayed. The electronic cartographic navigation system 4 also receives information from the echo sounder and radar.

Speed meter 6 emits signals towards the underlying surface at a frequency of 14900 MHz, and a radar station at a frequency of 9.4 GHz.

Using a non-autonomous navigation sensor that receives signals emitted by coastal and space navigation systems and is a combined receiver-indicator 8 of radio navigation and space navigation systems, the observed coordinates, the ground speed vector and course are determined by receiving and processing signals in the frequency range 10-14 kHz, 70 -130 kHz, 399.968 MHz, 1227.6-1575.42 MHz, 149.988 MHz, 1.6-5 MHz. In the coverage area of coastal differential stations, signals are received from these stations, which makes it possible to determine the observable coordinates with an accuracy of 10 meters with favorable geometrical parameters for finding a high-speed vessel relative to coastal stations.

The proposed device due to the introduction of new elements, with the formation of new information links, the use of ship control algorithms along the route and the algorithms for processing navigation information, which have little overlapping regions of the energy spectra, provides optimal control of the ship, since the use of the proposed device improves the accuracy of determining the main navigation parameters, the degree automation of ship control with a simultaneous increase in information content and reliability.

The proposed device is based on the use of standard navigation aids and traffic controls, which allows us to conclude that the claimed invention meets the patentability condition “industrial applicability”.

Information sources.

1. RF patent No. 2072547.

2. RF patent No. 2068570.

3. RF patent No. 2079836.

4. RF patent No. 2079859.

5. RF patent No. 2071034.

6. Pirogov N. N., Chernyavtsev V.V. Navigation complex for hydrofoil boats / Foreign Military Review, No. 4, 1986, p. 58-59.

7. Sazonov A.E., Rodionov A.I. Navigation automation. - M .: Transport, 1977, p. 185-196.

Claims (1)

A navigation complex of high-speed vessels, consisting of a receiver-indicator, speed and heading meters, a calculator, a navigational control panel, an echo sounder and an indicator, in which the navigation control unit is connected to a radar station and an autopilot, characterized in that an electronic cartographic navigation system and an interface unit with steering gear and information exchange trunk, connected by its inputs and outputs with inputs and outputs of a receiver-indicator, speed meters, and Ursa, auto-plotter, calculator, navigation control panel, electronic cartographic navigation system, radar station, steering gear and echo sounder interface unit, while the receiver-indicator is made in the form of a combined receiver-indicator of radio navigation and satellite navigation systems.

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