RU2429161C1 - Method of ship coordinated maneuvering - Google Patents

Abstract

FIELD: transport. ^ SUBSTANCE: invention may me used at river-marine ships operated in inland waters using vertical rudders (VR) and propulsive complex (PC) , limited navigation complex made up of log, ship turn speed indicator and ship location receiver-indicators. Ship side drift mismatch signals, ship desirable speeds in sailing along preset trajectory, ship speed mismatch magnitudes, course mismatch signals, those in rudder deflection in sailing along circle arc, those in rudder deflection in midplane are processed to generate VR control signal to minimise course and lateral drift mismatch. In rudder deflection in sailing along circle arc to minimise course and lateral drift speed VR control signal is fed to first input of VR LCS with its second input receiving signal from VR deflection angle feedback transducer while output signal from VR LCS is fed to ship VR actuator drive unit connected with VR deflection angle feedback transducer. PC control unit processes ship speed mismatch signal to generate ship speed control signal to be fed to VR LCS unit input while VR LCS second input receives rpm feedback transducer. Output signal of VR LCS is fed to PC actuator drive unit connected with water propeller rpm transducer. Note here that visual control over turn speed is performed using turn speed indicator. ^ EFFECT: speed and course control observing preset parameters of maneuvering. ^ 4 dwg

Description

The claimed invention relates to methods for controlling the movement of ships and can be used, in particular, to provide navigation modes of vessels of the class "river-sea" in the specific conditions of inland waterways and coastal areas of the seas when controlling the course and speed when passing narrow and fairways using technical means of movement (TSD) - vertical rudders (BP) and propulsive complex (PC), a limited navigation complex as part of the lag (LAS), turn speed indicators (USP) of the vessel and receiving indicator (PI) to determine the position of the vessel.

The well-known "Method of mooring a vessel" (Russian Patent No. 2330789, IPC V63H 25/04, 2006). The method uses location sensors (satellite navigation system), USP (angular velocity sensor).

The disadvantage of this method is the lack of coordination of the use of ship TSD with the given requirements and parameters for maneuvering the vessel when passing the narrownesses and fairways of inland waterways and in coastal areas of the seas.

The well-known "Method of controlling a vessel without running" (ed. St. USSR No. 766958, IPC V63N 25/04, 1980), with the measurement of the longitudinal and transverse displacement of the vessel.

The disadvantage of this method is the impossibility of using ship TSD to ensure coordinated management of BP and PC with restrictions on changing the set distance of safe maneuvering of the vessel.

The system of automatic control (ACS) of the trajectory of the vessel (Gusakovsky A.V., Rakitin V.D., Solyakov O.V., Yatsuk Yu.V. Mathematical modeling of the operation of the automatic control system for the movement of the vessel) was adopted as a prototype // Marine Radioelectronics, No. 4 (26). 2008, pp. 14-16), in which the formation of the BP control law requires a number of calculated values of variables, the most important of which are the current transverse displacement of the vessel from the trajectory, the integral of this displacement, the current course and the course integral. At the same time, in the process of modeling the mathematical model of the ship’s steering chart by measuring the angular velocity of the ship’s rotation, the required rudder angle is counted.

The analogue methods and the prototype do not provide control of the course and speed in compliance with the given restrictions on the maneuvering parameters, which leads to difficulties in controlling the vessel when passing narrownesses and fairways.

In the proposed method, the above disadvantages are eliminated due to:

- the use of an array of coordinates of points of change of direction (rotation) on the fairway of a given trajectory of the vessel;

- using the array of coordinates of the pivot point at the heading when the vessel enters a new direction of movement;

- determination of the required distance in the current direction of the vessel to the turning point at the heading;

- determination of the required distance from the turning point of the vessel along the course to the turning point on a given trajectory of movement;

- setting the permissible deviation (lateral drift) of the vessel from the trajectory and the limited value of the angular velocity of the vessel turning at the heading when passing the turning points;

- calculation of the current value of the course (direction) of the vessel while using data from the LAS, USP, PI _N , Pikr navigation complex;

- coordinated management of BP and PC in the tracking mode of remote automated control under restrictions in the motion control system (CMS) to change the specified distance for safe maneuvering of the vessel when passing narrow and fairways of inland waterways and in coastal areas of the seas.

The method is implemented using:

- navigation support unit (USP, ПИ _Н , Пикр, ЛАГ);

- calculator maneuvering signals (SCM) COURT;

- remote automated control unit (BAU);

- BP and PC control units;

- Local control systems (LSU) BP and PC with feedback sensors;

- blocks of ship executive drives for transferring BP and PC to the “follow-up” mode of operation with the aim of coordinated control of the ship’s maneuvering during trajectory movement.

The objective of the proposed method for coordinated maneuvering of a vessel is to improve the quality of control and safety of navigation of river-sea-class vessels in the specific conditions of inland waterways and coastal areas of the seas while controlling the course and speed during passage of narrownesses and fairways with specified restrictions on maneuvering parameters.

The invention is illustrated by the following drawings.

Figure 1. Trajectory maneuvering of the vessel;

Figure 2. Scheme of deviations of the vessel from a given trajectory of movement;

Figure 3. Structural and functional block - BP control circuit, ship PC;

Figure 4 A fragment of the process of trajectory maneuvering of the vessel along the route of movement.

Figure 1 shows the change in the process of trajectory maneuvering of the vessel with the speed V _0c in the process of passing the given turning point B with the trajectory OB to the new trajectory of the aircraft, the coordinates of which are given in the fixed (earth) coordinate system XOY and are characterized by the values of the path angles a ₀ , and _one

Figure 1 used the notation:

- a ₀ , a ₁ - respectively, the specified value of the directional angle on the paths of the aircraft and aircraft;

- Voc - speed set for the passage of the vessel along the fairway of the OVS;

- Sk (t) - the current value of the distance from point K to point A of the ship's heading at the heading;

- z ₀ - set value of the angular velocity of the vessel turning at the heading when passing the turning point B;

- X _B , Y _B - current coordinates of pivot point B;

- O ₁ - instant center of the vessel's heading at the heading;

- X _A , Y _A , X _C , Y _C - values of the coordinates of points A of the beginning and C of the end of the turn of the vessel at the heading calculated when moving along the path of the OB

- R is the radius of the circulation movement of the vessel along the arc of a circle AC.

Figure 3 used the notation:

1 - block navigation support, containing:

USP - pointer rotation speed;

PI _n - nasal transceiver data block;

Pikr - data block feed feed indicator;

Lag;

2 - a block for generating control signals, comprising:

3 - maneuvering signal calculator (HSR);

4 - automated control unit (BAU).

5 - block coordinated management of the vessel, containing:

6 - control unit vertical rudders (BUVR);

7 - local control system for vertical rudders (LSU BP);

8 - drive vertical rudders;

9 - angle sensor vertical rudders (DVR);

10 - control unit propulsive complex PC;

11 - local propulsion system control system (LPS PC);

12 - drive propulsion complex;

13 - WPC - speed sensor propellers;

14 - ship.

The proposed method is implemented as follows.

Prior to the start of the maneuvering process, when the vessel passes the predetermined turning point B, the necessary (specified) values of the controlled movement parameters are set in the block (HSR) 3 of the SUD using the data: USP - in terms of changing the permissible angular heading speed; LAS testimony - in terms of speed; data of bow PI _N and stern PIcr - in terms of the coordinates of the pivot point from the current to a new trajectory of movement.

Taking the current values of the motion parameters when managing BP and PC on a maneuver at the rate equal to the given

find the value of radius R from the expression

The distance B _O1 from the pivot point B to the instantaneous center of rotation O _{1 is} calculated by the expression

Description of the method of coordinated maneuvering of the vessel (sequence of operations).

In contrast to the known methods, the implementation of the proposed method is carried out in a certain sequence of formation of ship TSD operating modes, in which BP and PC are used, controlled by the SUR as soon as the ship begins to move (Fig. 1) along the path of the airborne.

The determination of the necessary additional parameters for the formation of algorithms in the SAS when solving the problem of ensuring the processes of controlled maneuvering and high-precision movement of the vessel along the trajectory is as follows.

1. In the block of the maneuvering signal calculator (HSR), the SUR determine the current value of the distance Sk (t) to the point A of the headland (Fig. 1) from the expression

where Xk (t), Yk (t) are the current coordinates of the vessel’s location on the k-th trajectory according to the PIN and PIcr receiver indicators of the navigation support unit when the vessel moves to point A.

1.1. The unknown coordinate values X _A , Y _{A of} point A in equation (4) are determined as follows.

The general scheme of passage by a ship of a given turning point B on the fairway along a given trajectory of the aircraft according to figure 1 is characterized by a polygon ABC _O1 in which the trajectory angle O _A1 C at the vertex O ₁ is determined by the ratio

Using (5), from the right triangle BAOl, when substituting (2), the value of the intermediate variable is found

1.2. To determine the values of X _A , Y _A construct a triangle ABE, from which, using (6), find the relationship

1.3. Estimating the relative position in Fig. 1 of points A and B by coordinates, form expressions

X _A = X _B -BE; Y _A = Y _B -AE

and when substituting relations (7), (8) determine the values of the desired X _A , Y _A

1.4. The values of the coordinates X _A , Y _A according to expressions (9), (10) are substituted into equation (4) and, upon changing the position of the vessel during its movement to the turning point A at the heading, data is obtained for generating the current distance control algorithm Sk (t ), during which it is determined in the calculator block of the maneuvering signals (HSR) of the SUD the time t _p switching the ship's motion mode along the current trajectory to the mode of passing the turning point X _B , YB to a new trajectory.

2. Using the data of the PI _N and PIcr position indicators of the vessel’s position on the (k + 1) -th motion path, that is, for FIG. 1, this is the motion along the aircraft path, the current value of the distance Sk + 1 (t) to the point C of the end of the turn control along the course is determined in the block BCM 3 COURT of the expression

where X _{k + 1} ( _t) , Y _{k + 1} ( _t ) - the current coordinates of the vessel on the new aircraft trajectory.

2.1. The unknown coordinate values X _C , Yc of point C in equation (11) are found as follows.

According to figure 1 build a right triangle BDC, from which determine the ratio

2.2. Then from the obvious equality (Fig. 1) BC = AB after substituting (6) in (12), (13) and taking into account the relations

X _C = X _B + BD; Y _C = Y _B + DC

get

2.3. The values of the coordinates X _C , Y _C according to expressions (14), (15) are substituted into equation (11) and data are obtained for generating an algorithm for monitoring the current distance S _{k + 1 (t)} in the COD when the vessel's position changes during its movement along the arc the circumference of the speaker and the exit to point C, according to the results of which, in heading control, determine the time t _{sbp of} transfer of the BP to the stabilization mode of the vessel movement at the new value of the direction angle a ₁ in the BCM 3 _{ACS unit} .

3. Organize the formation of additional trajectory motion algorithms for the VAS using a number of parameters about the change in the course and traverse displacements of the vessel from the current motion path both when changing the distance S _{k (t)} and the distance S _{k + 1 (t)} for which:

3.1. Using the construction of figure 2, take into account that:

1) the location location indicators are located in the fore - PI _N and the aft - PIcr extremities of the vessel so that between them the basic distance is kept equal to the length of the vessel Lc;

2) the current values of the bow Xn (t), Yn (t) and stern Xкp (t), Yкp (t) points of the vessel, developed by the PI _N and PIcr receiver-indicators in a fixed (terrestrial) coordinate system, are available for processing by the VESS algorithms;

3) deviations (offsets) of the vessel from a given trajectory of movement are possible both with the value of the course φ _tech and with the course φ ₀ .

3.2. Based on the constructions of figure 2 take as the calculated parameters:

- the coordinates of the turning point B (X _B ; Y _B );

- the coordinates of the point A ₁ (Хн; Yн) and point А ₂ (Xкр; Yкр) for the movement of the vessel with the course φ _tech along the path ON1 as the current deviations of the position and course of the vessel from the given path of movement of the OB;

- values A ₁ Cl = dн and А ₂ С ₁₁ = dcr as the current traverse (lateral) displacements of the fore and aft points of the vessel from the given trajectory, respectively, where the vessel is indicated by the segment A ₁ A ₂ = Lc;

3.3. In the BCM 3 block, the SUD is formed as follows as a combination of dn and dcr values as the current traverse (lateral) displacements of the fore and aft points of the vessel when the vessel moves along the trajectory.

3.3.1. In the embodiment φ _tech ≠ φ ₀ build (figure 2) triangles BC ₁ C, A ₁ C ₁ C ₂ - for calculating the deviation dн and ВС ₁₁ С ₃ , А ₂ С ₁₁ С ₂₂ - for calculating the deviation d _kp , of which find the variables:

from ΔBC ₁ C

of ΔA ₁ C ₁ C ₂

из ΔBC₁₁C₃

from ΔBC ₁₁ C ₃

of ΔA ₂ C ₁₁ C ₂₂

From equation (16) determine

y _C1 = y _B (-) (x _B -x _C1 ) tg φ ₀ .

Given the obtained expression for YC _1, equation (17) is transformed to

From equation (18) determine the value of the unknown coordinate XC ₁

d _n Sinφ ₀ + x _H = x _C1 ,

after substitution of which in the equation (22) determine the value of the deviation d from the expression

From equation (19) determine y _C11 = y _B - (x _B -x _C11 ) tgφ ₀

Taking into account the obtained expression for YC _11, equation (20) is transformed to

From equation (21) determine the value of the unknown coordinate XC ₁₁

,

,

after substitution of which in equation (24) determine the value of the deviation dcr from the expression

3.3.2. Using the obtained relations (23), (25), find the average deviation dс _ЦТ (t) of the vessel from a given trajectory from the expression

3.3.3. In the task of calculating the deviations of dn, dcr and dc of the vessel’s _CT from the trajectory in the embodiment φ _tech = φ _0, use (Fig. 2) indications (data) of only one of the ship location indicators (bow or stern), since the ship’s diametrical plane is parallel to the trajectory and, therefore, the equality dн = dкр = dc _ЦТ holds _.

In this case, from ΔOA ₂ Q according to the stern receiver position indicator of the vessel determine the values:

and the value dc _ct , using relations (27), (28), is calculated from ΔОС ₁₁ А ₂ by the expression

4. Transfer to the BAU block 4 from the BCM 3 block the COURT of the totality of values:

dc _CT (t), dн (t) and dкp (t) according to expressions (23), (25), (29) as the current traverse (lateral) displacements of the center of gravity, bow and stern points of the vessel from a given trajectory of movement, respectively;

- time t _P switching the ship's motion mode along the current trajectory to the mode of passing the turning point on a new trajectory;

- time tsbr shifting BP to the mode of stabilization of the vessel at a new value of the path angle of the trajectory movement;

- restrictions on the speed Voc of the course set for the passage of the vessel along the fairway.

5. The information is transmitted from the calculator block of the maneuvering signals (SCM) of the SUD and the BAU block:

5.1. To the BP vertical steering control unit -

1) in terms of the time value t = t _{П the} transfer of the vessel to movement along the arc of the AC of a circle with a radius R, determined on the basis of the value of the current distance Sk (t) that is controlled during the approach of the vessel (Fig. 1) to point A (4) as soon as the existence of inequalities of the form

where υ is the coefficient of lead in distance;

2) in terms of the controlled deviation dс _ЦТ by expression (26) when the vessel is moving along straight trajectory segments (Figs. 1, 2) for shifting BP so that the deviation dс _ЦТ - (t) would be minimal while monitoring the desired course value;

3) in terms of a controlled change in the value ΔV (t) of the deviation of the vessel speed along the arc of the AC circle as an element of curvilinear trajectory movement, taking into account the setting of the limitation of the angular velocity z0 of the vessel turning at the heading;

4) in the part of the value of time t = t _RRF reset control relaying vertical steering BP values at the control distance (11) in the vessel approaches to the point with coordinates (14) and (15) defined at the time of existence of inequalities

where ξ is the distance lead coefficient.

5.2. To the control unit of the propulsion system PC -

1) regarding the ΔV (t) value of the vessel speed deviation Vc (t) controlled on the basis of the LAG data, both on rectilinear segments of the trajectory movement and when moving along a circle AC arc with a radius R with respect to the set speed V _0c .

5.3. In the vertical steering control unit BP enter the value of the limitation of the angular velocity z _{0 of the} turn of the vessel at the heading when passing the turning point to a new trajectory, which is also sent to the block BAU 4.

6. Based on the information of the BCM 3 block of the SUD and the BAU 4 block, they produce -

6.1. In the BP vertical steering control unit, signals to the BP transfer, which are sent to the first input of the local LSU BP system to control the BP vertical steering actuator, and feedback from the DVR connected to the output of the BP drive is transmitted to its second input.

6.2. In the control unit of the propulsion system of the PC, the signals for controlling the speed (speed) of the propellers of the vessel’s propellers, which are sent to the first input of the local LSU PC system to control the actuator of the propulsion system of the PC, and the feedback signal from the speed sensor (speed ) DNA of the propellers of the PC connected to the output of the PC drive.

7. Manage executive drives BP, PC so that the vertical rudder BP creates the necessary turning moment along the course, and the propulsive complex PC - the necessary thrust of the propellers to maintain the specified speed V _{0c of the} course of the river-sea vessels in specific conditions of passage of narrownesses and fairways of inland waterways and coastal areas of the seas with restrictions on the parameters of coordinated maneuvering and the effects of external disturbances (wind, waves, current).

The proposed sequence of formation of ship TSD operating modes, which are used as BP and PC, controlled by the SUD, is performed during the coordinated maneuvering time, as soon as the ship begins to move along the trajectories of a given sailing route.

The determination of the necessary additional parameters for the formation in the ACS of algorithms for coordinated and high-precision maneuvering is repeated when defining trajectories on the new routes of the ship.

The formation of the side drift signal of the vessel and the control of the distance to the start point of the turn and exit from the turn allows you to keep the vessel in a predetermined “corridor” both during rectilinear movement and when turning.

The proposed method is implemented as follows.

The maneuvering signal calculator 3 for the implementation of the system can be performed on an industrial computer. Input of the set signals can be carried out from the keyboard by the operator, input and output of other signals can be carried out using standard computer input-output ports.

Prior to the start of the maneuvering process, signals are displayed in the maneuvering signal calculator 3, which reflect a given trajectory of movement, i.e. signals:

- an array of coordinates of points of change of direction (rotation) of the trajectories on a given route of the vessel - Bi,

путевых углов движения судна на заданной траектории.- array of values

track angles of the ship on a given trajectory.

In the calculator of the maneuvering signals 3 enter the signals of the desired values of the maneuvering parameters:

- values of the desired course of the vessel when moving on a given trajectory - φ ₀ .

In the calculator of the maneuvering signals 3 enter the signal to limit the angular velocity of the turn of the vessel at the rate of Z ₀ .

In the calculator of the maneuvering signals 3 enter the signal value of the length of the vessel - Lc,

The signals from the bow and stern receiver indicators (which can be used as GPS sensors) are input into the maneuvering signal calculator 3:

- the coordinates of the position of the bow of the vessel - {Хнi; Yнi},

- coordinates of the stern of the ship {Xкрi; Ykr}.

The signals from the measuring instruments are introduced into the maneuvering signal calculator 3:

- ship speed - V (t),

- vessel turning speed at the heading Z (t).

In the maneuvering signal calculator 3 according to the signals:

- the coordinates of the position of the bow of the vessel {Хнi; Yi} ,,

- coordinates of the stern of the ship {Хкрi; Ykpi},

- values of the length of the vessel, by digital processing in accordance with the formula

where Yн, Yкp - location coordinates of the bow and stern of the vessel, respectively, along the Y axis;

form a signal of the current value of the course φ _tech .

In the maneuvering signal calculator 3 according to the signals:

- an array of coordinates of points of change of direction (rotation) of the trajectories on a given route of the vessel - Bi,

,- an array of values of the path angles of the vessel on a given trajectory -

,

- values of the desired speed of the vessel when moving on a given trajectory - V _0c ,

by digital processing in accordance with the formula

where X _A , Y _A - coordinates of point A (pivot point on the course);

and ₀ , a ₁ - the current and next value of the path angle, respectively;

XB, Y _B - coordinates of the current turning point,

generate a signal Sk (t) of the current value of the distance to the start point of rotation at the rate of point A.

By digital processing according to the formula

where X _C , Y _C - the coordinates of point C (pivot point on the course);

form a signal S _{k + 1 (t) of the} current value of the distance to the end point of the U-turn at the rate of point C.

Monitoring the signals of distances S _{k (t)} and S _{k + 1 (t)} , taking into account the lead in distance, they generate a signal of the time value t _{n of the} beginning of rudder shifting to ensure movement of the vessel along an arc of a circle and a signal of the value of time t _{sbp of} rudder shifting to the diametrical plane for exit the turn at the heading and ensure the movement of the vessel along a new trajectory.

The formation of signals t _P and t _SBR can be carried out by digital processing in the calculator of the maneuvering signals in accordance with the formulas:

where S _ypr = υL _s ,

υ - coefficient of lead in distance.

In the maneuvering signal calculator 3 according to the signals:

- values of the desired course of the vessel when moving on a given trajectory - φ ₀ ,

- an array of coordinates of points of change of direction (rotation) of the trajectory on a given route of the vessel - Bi,

- the coordinates of the position of the bow of the vessel {Хнi; Yнi},

- coordinates of the stern of the ship {Хкрi; Ykpi},

- an array of values {a _i } of the track angles of the vessel on a given trajectory;

by digital processing in accordance with the formula:

and then assignment of a mark according to the following rules:

+ d _cct (t) if

-d _cct (t) if

generate a signal of the current value dс _ЦТ (t) of the deviation (lateral drift) of the vessel from the desired trajectory and enter it into the BAU 4.

In addition, in BAU 4 signals tp and tsbr are supplied, and from the measuring means (sensor) they signal:

- ship speed - V (t);

and also introduce signals:

- values of permissible lateral drift - dop,

- values of the desired speed of the ship when moving on a given trajectory - V _0c .

- the current value of the course φ _tech ,

- desired course φ ₀ .

In BAU 4 on their basis form differential signals:

- mismatch signal side drift of the vessel;

- signal mismatch of the speed of the vessel;

- discrepancy signal Δφ.

Also, in BAU 4, the signal of the current time value is compared with the signals tп and tсбp and, if they coincide, a signal is generated and issued in BUVR 6, respectively, to switch to turn-by-turn mode (with a given Z ₀ and coefficient kφ = 0) or exit from the turn (installation Z ₀ = 0, and kφ ≠ 0).

The BP 6 control unit processes the signals:

- mismatch of the side drift of the vessel - Δd;

- values of the desired speed of the ship when moving on a given trajectory - V ₀ c;

- mismatch of the speed of the vessel - ΔVc;

- discrepancies in the Δφ rate;

- transition to the rudder shift mode to ensure the movement of the vessel along an arc of a circle;

- transition to the rudder shift mode in the diametrical plane, by digital processing in accordance with the formula:

δ _ass = -k _φ [Δφ] -k _z (Δz) - (singΔd _cct ) k _d Δ _cct (t),

where δ _back - the given value of the angle of the BP;

[Δφ] = φ _tech -φ _ass ,

φ _ass - the set value of the course on the path of the vessel;

Δd = d _CCT -d _add ,

kφ, kz, kd are the regulation coefficients.

When the vessel moves in the turn-rate direction, the coefficient kφ is zeroed, and in the case of rectilinear movement, the value z ₀ = 0 is set;

Thus, they form a vertical steering control signal δ _back to minimize head mismatch and lateral drift, and in the rudder shift mode to ensure the ship moves along an arc of a circle, while minimizing the mismatch in the angular speed of the ship’s rotation.

The output signal δ _{back of the} block BUVR 6 is sent to the first input of the LSU block BP 7, the second input of which is fed a signal from the sensor DVR 9 feedback and form a control signal,

σ _VR = δ _VR (t) -δ _ass

,

,

which is directed to a BP 8 actuator acting on the vessel 14 in the Xni position control mode; Yni, Xkpi; Ykpi and course φ.

The vertical steering control signal δ _{ass is} fed to the first input of the LSU block BP 7, to the second input of which the signal from the feedback sensor of the angle of change BP 9 is input, and the output signal of the LSU BP 7 system is fed to the block of the marine actuator BP 8 connected to the angle sensor relays BP 9.

In the control unit of the PC 10 by processing the signal of the mismatch of the speed ΔV of the vessel, the speed control signal of the vessel is generated, it is fed to the first input of the LSU block of the PC 11, to the second input of which the signal from the feedback sensor of revolutions (speed) of the propellers of the PC 13 is input, and the output signal of the LPS PC 11 system is supplied to the block of the marine executive drive of the PC 12 connected to the speed sensor (rotational speed) of the propellers of the PC 13.

The mismatch signal of the speed ΔV of the vessel in the control unit PC 10 is analyzed for compliance with logical conditions

By digitally processing the signals, the ship’s speed control turns on the signal of the desired rotational speed of the propellers of the PC in accordance with the formula

,

,

- обобщенная возмущающая сила, действующая на судно при движении; kV, kF - коэффициенты регулирования;where η _back - the set value of the rotational speed of the propellers of the PC; V (t), V _0c - current and desired (set) value of the speed of the vessel;

- generalized disturbing force acting on the vessel during movement; kV, kF - regulation coefficients;

для компенсации в СУД воздействий ветра, волнения и течения при траекторном движении судна с использованием наблюдающих устройств в виде:signal

to compensate in the COURT for the effects of wind, waves and currents during the trajectory movement of the vessel using observing devices in the form of:

,

- составляющие возмущающей силы по осям судна;Where

,

- components of the disturbing force along the axes of the vessel;

, Y,

- соответственно измеренные и фильтрованные значения текущих отклонений траекторных координат судна от заданных значений;- X,

, Y,

- respectively, the measured and filtered values of the current deviations of the trajectory coordinates of the vessel from the specified values;

- k3, k4 are the filtering coefficients of the high-frequency component of the generalized force.

The output signal η _{rear of the} unit BUPK 10 is sent to the first input of the LSU unit of the PC 11, the second input of which is fed a signal from the feedback sensor of the speed (speed) of the propellers of the PC 13 and form the control signal,

,

,

where η _PC (t) is the current value of the rotational speed of the propellers of the PC, which is sent to the actuator 12, acting on the vessel 14 in the control mode of the speed Vc course.

By USP, visual control of the turning speed Z (t) is carried out.

Figure 4 presents a video slide of the process of trajectory maneuvering of the vessel according to the proposed method, displayed on the electronic map of the skipper during the operation of the COURT in accordance with figure 3.

On a fragment of the electronic map of the skipper in figure 4 indicated: 15 - the position of the vessel on the trajectory 16; 17 - boundaries of the permissible “corridor” (dashed line) of the traverse displacements of the vessel on a given (desired) trajectory of movement; 18 - panel display array setting coordinates of the trajectory of the movement and turning points of the vessel along the course; 19 - indication of the set value of the speed of the vessel along the route; 20 - indication of the current location of the vessel along the route.

On the video slide of the electronic map of the skipper of figure 4:

- the Earth coordinate system X0Y is displayed, the axes of which are digitized at a given scale of reference of the ship's coordinates and maneuvering points;

- displays the process of approach of the vessel 14 to the calculated point And the beginning of the turn at the heading;

- maneuvering points of the vessel with coordinates are displayed

A (X _A = 275 m; Y _A = 0);

B (X _B = 400 m; Y _B = 0);

C (X _C = 435 m; Y _C = 150 m);

- indicated in the form of a broken line with an acceptable "corridor" 17 the desired route of the vessel;

- Indicated in the side panel of the electronic map (18, 19, 20) are the parameters of the current and specified (desired) vessel movements;

- the current 16 trajectory is displayed when the ship 14 passes a given turning point B.

The results of the trajectory movement process shown in FIG. 4 confirmed the operability and efficiency of using the proposed method for coordinated maneuvering of the vessel in the VESS designed for river-sea vessels.

Claims (1)

A method of coordinated maneuvering of a vessel, which consists in introducing into the computer of maneuvering signals signals of an array of coordinates of points of change of direction (rotation) of trajectories on a given route of movement of the vessel, an array of values of the path angles of movement of the vessel on a given path, signals of desired values are entered into the computer of maneuvering signals and restrictions on maneuvering parameters, including the value of the desired heading of the vessel when moving on a given trajectory, the values of the desired speed of the ship at two moving along a predetermined trajectory, a signal to limit the angular velocity of the ship's turn at the heading when passing the turning points is entered into the maneuvering signal calculator, the signal of the vessel length value is entered into the maneuvering signal calculator, the signals of the bow of the ship’s bow, coordinates are entered from the bow and stern receiver indicators the position of the stern of the vessel, in the calculator of the maneuvering signals from the signals of the coordinates of the position of the bow of the vessel, the coordinates of the location of the stern of the court a, the length of the vessel generates a signal of the current heading value, and according to the signals of the coordinates of the points of change of direction (rotation) of the trajectories on the given route of the vessel’s movement, the array of values of the path angles of the vessel’s movement on the given trajectory, the limitation of the angular velocity of the vessel’s turn at the heading when passing the turning points , the ship’s speed forms the signals of the current value of the distance to the point of the beginning of the heading at the heading, the current value of the distance to the point of the end of the heading of the heading, control the distance signals and taking into account the lead in distance, they generate a signal of the rudder shift start time value to ensure the vessel moves along an arc of a circle and a rudder shift time signal to the diametric plane to exit the course and turn the ship along a new trajectory in the signal maneuvering signal calculator values of the desired course of the vessel during movement on a given trajectory, an array of coordinates of points of change of direction (rotation) of the trajectory on a given route of movement of the vessel, position coordinates the bow of the vessel, the coordinates of the stern location of the vessel form a signal of the current value of the deviation (lateral drift) of the vessel from the desired trajectory, determine its sign and enter it into the automated control unit (BAU), the BAU from the sensor sends a signal of the current speed of the vessel, and the signals of the permissible deviation (lateral drift) of the vessel from the trajectory of the ship are entered, the values of the desired speed of the ship when moving on a given trajectory, the current value of the course, the desired course, form on their basis a difference signal mismatch lateral drift vessel error rate of forward propulsion, the error rate, as in RAU comparing the current time value of the signal with signals t _n and t _sbp where t _n - signal magnitude start time rudder for the vessel motion along a circular arc, t _sbp - a signal of the amount of time the rudder is shifted to the diametrical plane to exit the turn at the heading and ensure the vessel moves along a new path, and when they coincide, a signal is generated and transmitted to the vertical rudder control unit (VR), respectively to enter the turn-by-turn mode or exit from the turn, in the BP control unit they process the mismatch signals of the side drift of the vessel, the values of the desired speed of the ship when moving on a given trajectory, the mismatch of the speed of the ship, the signals of the transition to the rudder to allow the ship to move along an arc of a circle, transition to the rudder shift mode in the diametrical plane, course mismatch and form on their basis a BP control signal to minimize head mismatch and lateral drift, control signal BP loops are fed to the first input of the local BP control system unit, to the second input of which a signal from the BP angle feedback sensor is input, and the output of the BP control system is fed to the BP ship's actuator unit connected to the BP angle sensor in the control unit by the propulsive complex (PC), by processing the signal of the mismatch of the ship’s speed, the ship’s speed control signal is generated, it is fed to the first input of the local PC control system block, to the second input of which the signal l from the feedback sensor of the revolutions (speed) of the propellers of the PC, and the output signal of the local control system of the PC is fed to the block of the ship's executive drive PC connected with the sensor of the revolutions (speed) of the propellers of the PC, the speed of rotation is visually monitored by the indicator of the speed of rotation .

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