RU2460043C1 - Navigation system for autonomous unmanned underwater vehicle - Google Patents

Abstract

FIELD: physics.

SUBSTANCE: disclosed is a navigation system for an autonomous unmanned underwater vehicle, having a support vessel, an autonomous unmanned underwater vehicle and a set of transponder beacons. The support vessel is fitted with a satellite navigation system receiver, a universal time system and shipboard control, processing and display equipment. The autonomous unmanned underwater vehicle is fitted with tranceiving units of a hydroacoustic navigation, remote control and communication system, navigation-piloting sensors and a local area network. Said vehicle is also provided with a log for measuring the velocity of the autonomous unmanned underwater vehicle relative the water surface, which is in form of an inductive apparatus for measuring the longitudinal and transverse components of velocity and the drift angle, and a gyro-compass. The autonomous unmanned underwater vehicle is also fitted with a mobile sound speed metre. The shipboard control, processing and display equipment further includes a unit for data on ephemeral information about Earth navigation satellites.

EFFECT: high accuracy of navigation characteristics in bad weather conditions.

6 dwg

Description

The invention relates to the field of navigation, and more particularly to methods of navigation of autonomous uninhabited underwater vehicles, namely to the field of technical means of satellite, hydroacoustic and inertial navigation and stabilization for marine underwater autonomous uninhabited vehicles.

The development of high-precision systems for automatically bringing and docking autonomous uninhabited underwater vehicles (AUVs) with berthing facilities, hoisting devices and other facilities involves the use of sonar navigation and drive beacons, as well as satellite and inertial navigation.

In well-known navigation systems for an underwater autonomous uninhabited vehicle, the tasks of bringing and docking underwater are solved in the presence of acoustic (Allen B., Austin T., Forrester N. et al. Autonomous Docking Demonstrations with Enhanced REMUS Technology // Proc. Of OCEANS'06 MTS / IEEE. Boston, MA, September 18-21, 2006. USA CD-ROM. ISBN 1-4244-0115-1. Utley C, Lee H. Signal Processing Algorithms for High-Precision Three-Dimensional Navigation and Guidance of Unmanned Undersea Vehicles (UUV) // Proc. Of OCEANS'06 MTS / IEEE. Boston, MA, September 18-21, 2006. USA CD-ROM. ISBN 1-4244-0115-1. Grant M. de Goede, Donald Norris. Recovering Unmanned Undersea Vehicles With a Homing and Docking Sonar // Proc. Of OCEANS 2005 MTS / IEEE. Washington, DC, USA, 18-23 September 2005. USA CD-ROM. ISBN 0-933957-33-5. [1-3 ]) or visual (optical th) in the near-contact actuation zone (Inzartsev A.V., Matvienko Yu.V., Pavin A.M., Vaulin Yu.V., Scherbatyuk A.Ph. Algorithms of Autonomous Docking System Operation for Long Term AUV // Proc. of 14th Int. Symp on Unmanned Untethered Submersible Technology (UUST05), Durham, New Hampshire, USA, August 21-24, 2005. Vaulin Yu.V., Inzartsev A.V., Matvienko A.V., Pavin A.M., Scherbatyuk A.F. Investigation of the operation of elements of a system for bringing an autonomous uninhabited underwater vehicle // Mater, Int. scientific and technical conf. "Technical problems of the development of the oceans." Vladivostok, September 14-17, 2005. Vladivostok: Dalnauka, 2005. P.40-45 [4, 5]). When operating the AUV with great autonomy and range, it is necessary to ensure the return of the AUV to the supply vessel after a long mission. In these conditions, it is important to organize the bringing of the AUV to the near zone, taking into account the fact that the accumulating errors of autonomous on-board navigation can be hundreds and thousands of meters.

One of the options for solving this problem is associated with bringing the device to a sonar beacon, made in the form of a towed antenna or towed antenna module (BAM), which is part of the ship's sonar navigation system (HANS) (Kiselev L.V., Inzartsev A.V., Matvienko Yu.V., Vaulin Yu.V. Navigation and control in the underwater space // Mechatronics, Automation, Management, 2004. No. 11. P.35-42 [6]). This approach does not require installation of additional equipment on the device, but is reduced to modifying the control system software using the data from the HANS receivers available on board. However, the use of a supply vessel with a towed antenna module to perform research and survey work using measuring equipment installed on the underwater vehicle practically excludes the use of underwater vehicles in the presence of solid ice or drift ice, i.e. in arctic areas.

There is also a method of navigating an underwater vehicle (A.M. Pavin. Automatic reduction of an autonomous underwater robot to a sonar beacon // Underwater Research and Robotics. 2008, No. 5 (1), p.32-38. [7]), which is implemented as follows. Navigation aids are installed on the underwater vehicle, which include an on-board autonomous navigation system that provides coordinates based on dead reckoning; sonar and satellite navigation systems, allowing to determine the local or absolute coordinates of the autonomous uninhabited underwater vehicle (AUV) and the supporting vessel.

A track reckoning system that uses information from navigation and flight sensors, depth gauges, components of translational and angular speeds, course angles, roll and trim, gives an accumulating error of the order of several tens of meters per hour of operation, depending on the type of speed meter used (Doppler or relative lag).

A hydroacoustic navigation system with a long or ultrashort base allows you to determine the rangefinding and angular parameters that are used to calculate the local or geographical coordinates of all spatially distributed navigation objects. The range of the system is limited by energy and hydrological conditions and can be 6 ... 15 km, depending on the area of work and the type of HANS used. The use of a transponder beacon or emitter beacon, immersed on cable from the side of the vessel (with clocks synchronized on the AUV and the beacon) gives information only on the distance between the objects. The joint use of the track reckoning system and periodically measured distances to the sonar beacon allows you to organize a reliable reduction of the underwater vehicle in a small neighborhood of the beacon.

When used to bring the beacon emitter, the distance L _t from the beacon to the device is defined as the product _{of the} propagation time dt _{2 of the} signal along the path and the speed of sound V _s . In the case of using the transponder beacon, only the total propagation time of the signal (dt ₁₂ = dt ₁ + dt ₂ ) from the AUV to the beacon dt and back to the AUU dt ₂ is known. Therefore, when calculating the distance to the responder beacon, half the time delay dt _1,2 is taken. AUA coordinates for the reckoning of the path in the case of the emitting beacon correspond to the location of the AUV at the time of receiving the signal from the beacon s = [X _t2 , Y _t2 , Z _t2 ], and in the case of the responder beacon, to the average position of the device S = ([X _t2 , Y _t2 , Z _t2 ] + [X _a , Y _t1 , Z _t1 ] ^t ) / 2 between sending t ₁ and receiving t _{2 an} acoustic signal. Since the depths of the apparatus and the beacon are known, it is only necessary to determine the location of the signal source in the horizontal projection on this plane of the vector between the position of the AUV and the position of the beacon:

where R _t is the distance to the beacon in the plane (X, Y) at time t; L _t is the distance to the lighthouse in three-dimensional space (X, Y, Z) at time t; Z _t is the depth of the AUV at time t; Z _lighthouse - depth setting of the lighthouse.

The software module for bringing to the lighthouse is part of the libraries of the coordinating level of the control system (SU) of the AUV and is activated when one of the telecommands is received or at the end of the mission. Thus, the exit to the lighthouse can be made from an arbitrary point during the mission. The procedure for bringing AUVs to a hydroacoustic lighthouse includes the steps of performing the initial data set, automatic AUU reduction in the vicinity of the lighthouse, AUV movement in the vicinity of the lighthouse, and AUU retention in the vicinity of the lighthouse.

Performing an initial dataset. At this stage, initialization of the module's static variables and the initial set of data on the distances to the beacon are carried out. At the same time, the device moves at cruising speed in a circle until it receives iV> 3 responses from the lighthouse. During the movement, casts to the sonar beacon (BAM) occur after the apparatus completes the main mission. Bringing is carried out from a distance of 5 km in the mode of stabilization of height above the ground. At the same time, the depth of movement of the apparatus should be much greater than the depth of the position of the drive beacon (approximately 1400 m and 400 m, respectively). On the trajectory, the AUV should steadily move along the general direction towards the guidance object. In this case, faulty data when calculating the direction to the sonar beacon are detected only in cases of false signals in the GANS channels. In this case, the comparatively large error in the calculated bearing (about ± 30 °) is explained by the large drift of the ice field together with the icebreaker (about 0.5 km / h) and the lack of information on board the AUV about the current depth of the position of the towed antenna module (in this case, it is used in advance for calculations estimated value).

During the movement of the AUV, an array is filled containing the coordinates of the device, obtained by reckoning the path.

Automatic casting of AUVs in the vicinity of a lighthouse with a radius of 200 m. In this case, the movement of the device is carried out at a cruising speed (0.9 m / s). After the entrance of the AUV to the vicinity of 200 m from the lighthouse, the implementation of this stage is terminated, and the apparatus proceeds to the 3rd stage.

AUV movement in the vicinity of 100-200 m from the lighthouse. This stage is necessary so that the AUV “does not slip” around the lighthouse in the conditions of receiving distances once every 30 seconds. In this case, the minimum AUV speed is set, at which it is still possible to use a turntable (relative lag for reckoning (“0.5-0.6 m / s).) If the AUV falls into the vicinity of 100 m from the lighthouse, the unit proceeds to step 4.

AUA retention in the vicinity of the lighthouse. The movement of the device at this stage is carried out at low speed ("0.3 m / s), and its trajectory resembles the" lazy eight ", in the center of which there is a lighthouse.

At stages 2-4, the guidance program, based on the data of measuring the distance to the lighthouse, forms a predetermined course for SU AUA corresponding to the intended direction to the lighthouse. As you approach the lighthouse, the distance to it is controlled. In addition, the device expects to receive a telecontrol command or an internal signal about the end of the allotted lead time (timeout). After one of these events occurs, the program exits.

The approach to the lighthouse can occur both in the stabilization mode of the AUV depth and in the stabilization mode of height (distance from the ground). The first mode is preferable in areas where the depth of the sea does not exceed the range of the Doppler lag. If the depths of the area significantly exceed this value, then it is advisable to carry out the reduction in two stages:

- remote casting at a height from the bottom, ensuring the operation of the Doppler lag; close approach at a depth corresponding to the location of the lighthouse.

Determining the direction of the lighthouse by the distance to it and the number system data

paths are carried out in the following order.

When determining the direction (bearing) to the lighthouse, it is assumed that the responses from the signal source have an error that has a normal distribution law with a mathematical expectation equal to zero (2):

where p is the distribution function of the error in measuring distance; σ is the standard deviation of the error; r is the vector of the true location of the lighthouse relative to the AUV; R is the measured distance to the lighthouse; (R- | r |) - the error in measuring the distance. In accordance with the adopted model for determining the bearing to the lighthouse, using three responses based on the position of the AUV (according to the dead reckoning) at the time of determining the distance to the lighthouse, “rings” are constructed that correspond to the probable location of the signal source for each of the positions of the underwater vehicle. The radii of these rings are equal to the distances measured to the lighthouse in the horizontal plane, measured according to (1), the width corresponds to the error in measuring the range (the “blur” of the rings is determined by the form of the function p), and the centers coincide with the coordinates of the AUV at the time the distance was determined.

The location of the lighthouse is the intersection of the largest number of rings. Therefore, the overall estimate of the probability of finding a beacon at any point in space is calculated as a superposition of estimates from each response, and the bearing to the beacon <p _t is determined based on maximizing this superposition for a certain number of responses N:

Since the coordinates of the beacon relative to the AUV r _n = qs _n, and its location in the dead reckoning system is defined by the expression q = s _t + r _t (for any t), the bearing of the beacon can be found from:

,

,

where r _t is the location of the lighthouse relative to the AUV at the time the bearing was determined.

In turn, the location of the beacon r _t relative to the AUV at any time is determined based on the distance to it R _t and the bearing <p _t :

Thus, to select the direction to the lighthouse at time t, it suffices to determine at which <p expression (4) takes a maximum using (5) to calculate r _f . It can be accepted that the necessary accuracy in determining the direction to the lighthouse does not exceed 1 °. In this case, the calculation procedure is performed only when a new response is received (twice a minute). Then, to find the maximum, one can restrict oneself to a simple exhaustive search (p from 0 ° to 360 °) with a step of 1 °. In addition, the meaning of expression (4) gives an idea of the “degree of confidence” in the correct determination of the bearing. The larger this value, the more “likely” that the bearing is calculated accurately (many responses confirm the location of the lighthouse at a given point). Small values of this estimate indicate the presence of bad data in the value of R _t or an array of R _n . t

However, since the problem of accessing the lighthouse (rather than high-precision determination of its location) is being solved, these estimates can be ignored, since the faulty data in determining the distance are predominantly single, and the changes in the AUV trajectory caused by them are non-critical.

The disadvantages of the known navigation system underwater autonomous uninhabited apparatus [7] are the following technical solutions.

When implemented in the known method of inertial reckoning, an ANN of a semi-analytical type is used on float gyroscopes. At the same time, the ANN includes gyroscopic systems that provide stabilization of the platforms and measure latitude, and accelerometers that measure the accelerations of the AUV in three planes.

The presence of sensitive elements of these two types and the use of a relative lag as a damping element leads to errors in the generation of coordinates with a complex structure (V.A. Mikhalsky, V. A. Katenin. Metrology in navigation and solving navigation problems. St. Petersburg, "Elmore" , 2009, p. 156). The errors in the development of latitude (and the inertial rate) by the nature of their manifestation are composed of daily, Schuler, random components and errors due to the influence of underwater currents. In the channel for generating longitude (and the gyro-azimuthal rate), these components are supplemented by the departure (trend) of longitude with an almost constant speed in the current time interval between coordinate corrections according to the SNA or HANS. In the process of correction in the navigation module, coordinate corrections and correction for the speed of constant longitude drift are calculated and entered into the ANN. At the same time, significant correlations of ANN errors compel the use of smoothing or filtering of random and Schuler components. Smoothing based on the internal information of the ANN is ineffective; therefore, filtering is implemented using additional information about the velocity of the AUV from the relative turntable lag (constantly) or from the absolute sonar lag (periodically). During the filtering process, the random and partially Schuler components are well suppressed. But instead of them, the nordic component of the demolition of the AUV by the underwater current is added to the daily and residual Schuler error. This is due to the fact that damping with respect to relative velocity leads to partial compensation, together with a random error of the ANN and the velocity of the underwater flow, which therefore is not fully taken into account when calculating the movement of the AUV. As a result, the drift of the AUV by the flow to one degree or another is included in the error of the ANN (in the longitude channel, part of the eastern component of drift by the flow is included in the errors).

In addition, the use as a vessel of providing a surface vessel with a towed antenna module (drive beacon) in ice conditions significantly limits the radius of the AUV to the presence of wormwood. A communication session is only possible when the support vessel is anchored. At the same time, the observable coordinates are determined by means of a hydroacoustic navigation system with respect to a fixed point (antenna module) placed on a towed vehicle or on the seabed using the cruise range method, since only one transponder beacon is used. The request and reception of the signal is carried out at three different points in time from three points, in each of which the slant range is determined. At a known AUV speed, these coordinates are used to calculate the coordinates of the point (φ ₀ , λ ₀ ) at which the AUV is located at time t ₂ . The cruise range method has low accuracy, since the calculation error during the movement of the AUV between three points introduces an additional error in the determination of coordinates. In addition, due to its directivity, the system operates at relatively small roll and trim angles.

The energy potential of the system is small, and taking into account the limited power of the signals from the transponder beacon and sea noise, coordinates can be determined at a distance of up to 10 km from the transponder beacons (Yu.A. Lukomsky, V.G. Peshekhonov, D.A. Skorokhodov. Navigation and ship traffic control. St. Petersburg, "Elor", 2002, p.106-107).

In addition, the time-discrete nature of the information received from navigation satellites involves the use of dead reckoning between observations, generating errors that exceed the error of the satellite navigation system. The relatively low accuracy of determining the coordinates and a sufficiently long time for navigational determination are unacceptable for applications such as ensuring the positioning of AUVs, performing detailed surveys of the seabed on the shelf.

It is also necessary to take into account that the measured and determined parameters are counted in various spatial coordinate systems, the measurements are carried out in the navigation artificial satellite system of the Earth (NISS), while the results of navigation determinations are recorded in systems connected to the Earth (with its center in the geocentric system or with its surface points in topocentric systems). Therefore, it is necessary to bring this data to a single reference frame or, in other words, to coordinate the reference points of spatial coordinates. Due to the fact that the orbital motion of the NLH is disturbed by a number of factors (such as the noncentrality of the Earth's gravitational field, the attraction of the Sun and the Moon, the pressure of sunlight, etc.), then the reference points diverge continuously, therefore, coordination must be carried out in each navigation session, and for this AUV should emerge in the presence of wormwood in the ice, which during the session may not be.

The objective of the proposed technical solution is to increase the reliability of navigation AUV in conditions of its use in the Arctic seas.

The problem is solved due to the fact that in the navigation system of an autonomous uninhabited underwater vehicle, including a supplying vessel, an underwater autonomous uninhabited underwater vehicle, a set of transponder beacons, while the providing vessel is equipped with a satellite navigation receiver, a single time system, ship control and processing equipment and display, an autonomous uninhabited underwater vehicle is equipped with transceiver units of a hydroacoustic navigation, telecontrol and communication system, nav navigation sensors, a local area network, a hydroacoustic Doppler lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the seabed, a lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the water surface, an inertial navigation system, a satellite navigation receiver, a magnetic compass, a depth gauge, steering control system, as well as an autonomous uninhabited underwater vehicle equipped with an apparatus a tour to carry out hydrological studies, including a side-scan sonar, a profilograph, temperature and electrical conductivity meters of the marine environment, cameras — the supplying vessel is made in the form of a submarine equipped with transceiver units of a hydroacoustic navigation system, a lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the water surface is made in the form of an induction meter for the longitudinal and transverse components of the velocity and drift angle and It is equipped with n receiving sensors located in the fore and aft parts of the body of an autonomous uninhabited underwater vehicle for determining the speed of immersion of an autonomous uninhabited underwater vehicle, the gyrocompass is made in the form of an adjustable gyrocompass based on a dynamically tuned gyroscope and quartz accelerometers, the inertial navigation system is based on a precision gyroscope with electrostatic suspension of the rotor, the autonomous uninhabited underwater vehicle is also equipped with a meter with the speed of sound, the ship’s control, processing and display equipment additionally contains a block of data on ephemeris information about the Earth’s navigation satellites located in the region of research work, an electronic cartographic information navigation system and a video plotter.

New distinctive features, namely, that the supplying vessel is designed as a submarine equipped with transceiver units of a hydroacoustic navigation system, the lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the water surface is made in the form of an induction meter for the longitudinal and transverse components of the velocity and drift angle and is equipped n receiving sensors located in the bow and stern of the body of an autonomous uninhabited underwater vehicle to determine the immersion speed of an autonomous uninhabited underwater vehicle, the gyrocompass is made in the form of an adjustable gyrocompass built on the basis of a dynamically tuned gyroscope and quartz accelerometers, the inertial navigation system is based on a precision gyroscope with an electrostatic rotor suspension, the autonomous uninhabited underwater apparatus is also equipped with a sound velocity meter, , processing and display further comprises a data block on the ephemeris information about navigation Earth satellites located in the region of research work, electronic cartographic navigation information system and video plotters, can significantly improve the accuracy of AUV navigation in conditions of its use in the Arctic seas.

The essence of the proposed technical solution is illustrated by drawings (figure 1 ... figure 6).

Figure 1. The block diagram of the navigation system autonomous uninhabited underwater vehicle. Positions on the flowchart are: 1 - a supply vessel equipped with a receiver-indicator 2 of a satellite navigation system (GPS), a single time system 3, shipboard equipment for controlling, processing and displaying information 4, a standalone uninhabited underwater vehicle 5, equipped with transceiver units for sonar navigation systems, remote control and communications 6, navigation and flight sensors 7, local area network 8, sonar Doppler lag 9 for measuring the speed of an autonomous uninhabited underwater about the apparatus relative to the seabed, lag 10 for measuring the speed of an autonomous uninhabited underwater vehicle relative to the water surface, inertial navigation system 11, satellite navigation system receiver 12, magnetic compass 13, depth gauge 14, motion control system 15, equipment for performing hydrological studies, including side-scan sonar 16, profilograph 17, multi-beam echo sounder 18 sound speed meter 19 in the marine environment, cameras 20, 21 - a set of beacon-transponder in.

Figure 2. Block diagram of a functional diagram of a lag for measuring relative velocity. Induction primary speed converter 22, pre-amplifier 23, useful signal meter with quadrature interference canceller 24, integrating device 25, corrector 26, phasing device 27, computing device 28.

Figure 3. The layout of the measuring electrodes of the induction primary speed converter. Measuring electrodes 29, 30, 31, 32. V is the relative velocity vector, DP is the ship’s diametrical plane, β is the drift angle.

Figure 4. The block diagram of the post control the movement of an autonomous uninhabited underwater vehicle. The motion control post of an autonomous uninhabited underwater vehicle (AUV) includes a depth control panel 33 in the absence of AUV course speed; information display device 34 about recommended heading and depth values; roll index 35; course indicator 36; pointer position of the vertical steering wheel 37; position indicator of the large aft horizontal rudder 38; pointer position of the bow horizontal steering wheel 39; a pointer to the position of the small aft horizontal steering wheel 40; depth gauge (0 ... 60 m) 41; depth indicator under keel 42; trim indicator 43; 44 AUA motion control panel in normal operation; traffic control panel 45 AUV in emergency situations, a display panel 46 to display the specified and current navigation parameters AUA, cartographic and topographic information.

Figure 5. Block diagram of the control system, located at the AUV. The block diagram of the control system, located on the AUV, includes a control unit 47, an amplifier block 48, a depth gauge 14, navigation and flight sensors 7, including tilt 49 and trim 50 meters, feedback devices 51 of the bow horizontal steering wheel, junction boxes 52, spool 53 emergency control, spool 54 controls, feedback devices 55 vertical rudders, hydraulic actuator 56 with a crane, feedback devices 57 stabilization systems without running, hydraulic drive 58 vertical rudders 59, hydraulic Skydrive 60 horizontal rudders 61, predictor 62, spool 63 switching, feedback device 64 stern horizontal rudder 65, tank 66 stabilization without running.

6. Functional diagram of the motion control system ANPA-9. Positions marked: steering wheels 78; sensors respectively set values of trim 79, course 80, immersion depth 81, feedback sensors of current values of immersion depth 82, course 83, trim 84, speed 85, position of horizontal rudders 86, position of vertical rudders 87, adder 88, calculator 89, block total electrical control signal 90, electro-hydraulic Converter 91.

As the supporting vessel 1, a submarine with standard navigation equipment and standard technical means of movement and ship automation, decommissioned from the Navy, was used.

An analogue of the supply vessel 1 is the well-known submarine for marine research (New in the world of military and military equipment in 2008, nvo.ng.ru, 2008-12-26. 2. Taras AE Nuclear submarine fleet 1955-2005. M .: ACT Harvest, 2006, pp. 41-216. ISBN 985-13-8436-4), which has the following characteristics.

Speed: surface 4.5 knots, underwater 3.5 knots. The maximum immersion depth is 915 m. Autonomy is 16 days, the limit is 25 days. The crew of 13 people. Displacement 400 tons. Length 45 m, sturdy hull 29.3 m, width 3.8 m, stabilizers 48 m. Draft 4.6 m.

Famous submarine for marine research has the following equipment.

Reactor, 2 electric motors, 2 propeller shafts, 4 thrusters.

The basis of a power plant is a nuclear reactor that transfers energy to an alternator. The generator feeds two electric motors that rotate two propellers. The depth rudders are placed on the wheelhouse, the vertical rudder has the usual design and is located in the tail. Four rotary thrusters improve boat maneuverability.

It is also equipped with a complex of electronic, computer and sonar equipment, which solves the problems of navigation, communication, detection and identification of underwater objects, as well as raising finds to the surface. The boat is able to study the seabed, measure the temperature and direction of currents, receive various information for commercial and scientific use. It has a very high maneuverability. A valuable feature is the ability to hang in the water without movement, positioning with high accuracy. The nuclear reactor provides independence from surface support ships and allows you to move in a submerged state for a long time.

For deep-sea operations, the boat is equipped with retractable wheels, three portholes, an external lighting system, fixed and movable cameras, a multi-purpose gripper-manipulator, a basket for samples and accessories. Orientation to the surface is carried out using a camera fixed on an unmanned mast on the roof of the cabin instead of a retractable periscope.

Due to the ability to stay for a long time under water, the boat is the main tool for deep sea searching. Moreover, it works even when weather conditions on the surface and sea waves cause all surface ships to return to the port.

The use of a submarine as a support vessel during large-scale underwater research using AUVs in the conditions of freezing seas is dictated by the fact that the use of surface ships in ice conditions is practically impossible. In addition, the presence on the supporting vessel of the transceiver devices of a sonar navigation system allows it to be used as a drive beacon. At the same time, the supplying vessel, in conditions of even very difficult ice conditions, has the possibility of wide maneuvering, which makes it possible to use it as a supplying vessel for several AUVs at the same time, and when equipped with an ice-tracking device for receiving signals from a satellite navigation system (patent RU 2342746), the definition with the required accuracy of corrections to the true rate generated by the ANN of an underwater object when it is under ice.

The essence of this method (patent RU 2342746) lies in the fact that in the method of under-ice reception of SNA signals, the underwater object is glazed to the bottom edge of the ice by the cockpit and bow in places where the antennas of the SNA receivers are installed, these antennas are inserted into artificially formed ice cavities, in this case, the cavities are freed from water and signals from the spacecraft are received on the “dry” antennas, which determine the observable coordinates of the locations of the indicated antennas and determine equal to the true rate generated by the ANN of the underwater object. Moreover, when the AUV is on the same vertical line with the supporting vessel (submarine), these amendments can be introduced into the ANA of the AUV if it is impossible to ascend under ice conditions.

Since in the network SNA the measurements are carried out simultaneously for several NESSs (which are selected from among the NISS located above the radio horizon), then on the supplying vessel 1 there is a priori information on the position and movement of all NISS included in the system, which is updated at each communication session. Since each NISS along with its own ephemeris relays the ephemeris of all the other NISS systems on board the supply vessel at each communication session, an almanac is created in the navigation module of the providing vessel about the position and movement of all NISS included in the system with a forecast of five weeks, which allows advance choose favorable conditions for the emergence of the supply vessel, both in ice conditions and in the selection from the total set of visible constellation NISS of the working constellation for calculating the expected beginnings of angular coordinates, range and radial velocity.

The proposed technical solution uses a rangefinder system of eight transponder beacons located at points with coordinates φi, λi at depth Hi. AUVA on-board equipment measures the propagation times of the hydroacoustic signal for beacons ti, from which the inclined ranges Di are determined. With the coordinates of the beacons φi, λi, Hi known beforehand and certain distances Di on board the APNA, its coordinates φ0, λ0 are calculated.

At the same time, during each observation, the most stable signals from the transponder beacons located in the working area for receiving hydroacoustic signals are distinguished.

The HANS formed on the seabed has an inclined communication range of at least 10 km with the transponder beacons. The fluctuation error in determining the coordinates does not exceed 10 m. The method of dividing the transponder beacons into channels is frequency. Range of working frequencies is 7-14 kHz. Autonomy of energy-responder beacons with alkaline LR20 batteries, 16 Ah · 3 years. The antenna pattern is the upper hemisphere.

To implement the proposed technical solution, a geometric type ANN is used on electrostatic gyroscopes, through which the coordinates of the AUV, the course and components of the velocity vector along the coordinate axes are generated, the dynamic parameters are the roll angles and trim of the AUV, as well as linear speeds and accelerations. In this case, the mathematical model is built on the basis of the method of extended correction using information from the absolute acoustic lag operating in a continuous mode.

On AUVs of small size, instead of ANN, a gyrocompass can be installed. In a specific industrial implementation, the gyus gyrocompass was used, which is an adjustable gyrocompass built on the basis of a dynamically tuned gyroscope and quartz accelerometers.

The corrected inertial system (ANN), using the information of gyroscopes and accelerometers, provides autonomous generation of navigation and dynamic parameters of the movement of the marine object, using the corrective information of the satellite navigation system about the coordinates of the object. In difficult operating conditions of the satellite system, while reducing the orbital constellation of spacecraft, a standby mode for inertial system correction is implemented according to primary measurements. The system works in such a way that according to external information and navigation data of the ANNs, system correction signals are generated, which increases the accuracy of navigation definitions under normal operating conditions.

The lag for measuring relative velocity is an induction lag based on the law of electromagnetic induction and measuring the modulus of the relative velocity vector (V) and the drift angle (β) of the AUV (FIG. 2, FIG. 3). An analog of the lag is an induction lag - drift meter (Ship speed meters. Edited by A. A. Khrebtov, L., Sudostroenie, 1978, p.52-54). At the same time, measuring electrodes 29, 30, 31, 32 are placed on the outer surface of the induction primary transducer (sensor) of speed 22. If the AUV moves without drift (β = 0), then the direction of the water flow will be parallel to the diametrical plane of the AUA and the axis of symmetry of the sensor. In this case, the velocities surrounding the electrodes 29, 30 and 31, 32 around the water flow will be the same, and hence the potential differences at these electrodes will be equal in magnitude and proportional to the relative velocity of the AUV.

In the presence of a drift, the symmetry of the velocity field of the flows flowing around the sensor 22 is broken. Flow rates from the side of electrodes 29, 30 will increase, and from the side of electrodes 31, 32 will decrease. The potential differences on the electrodes 29, 31 and 30, 32 will be different from each other, and this difference will be the greater, the greater the angle of drift of the AUV.

The information generated by the lag 10 and the magnetic compass 13 is used to determine the number of coordinates, in cases where there is no information from other technical means of navigation.

When two more pairs of electrodes are placed on the sides of the AUV in the bow and stern parts, when the AUV is immersed without running, it is possible to measure the AUV rate of immersion in a vertical plane, which will allow to eliminate in advance the unfavorable tendency to increase the AUV rate of immersion in the bottom layers of the aquatic environment by introducing algorithms Automatic vertical speed control Vz.

Measuring the speed of immersion of the AUV in the vertical plane, when solving the problems of estimating the coordinates of the AUV, is not performed instrumentally, but is carried out by reconstructing, as unmeasured coordinates, using the Kalman filter, using the Riccati equation, whose solution in real time on-board computers is difficult due to the large dimension (Solution problems of estimating the coordinates of underwater vehicles / L.V. Evstigneeva, G.E. Ostretsov, N.N. Tarasov, M.G. Takhtamyshev // Shipbuilding, 2010, No. 1, p. 38-39).

The sound velocity meter 19 in the marine environment is made in the form of a cyclic speed meter, which is an acoustic synchronization ring closed through sea water formed by two acoustic transducers (emitting transducer) and (receiving transducer), an amplifier and a pulse generator, triggered by signals from the output of the amplifier. The pulse repetition rate in such a ring is proportional to the speed of sound in water. In the frequency discriminator, this repetition rate is compared with the frequency emitted by hydroacoustic means (sonar log or echo sounder, or profilograph, or side-scan sonar, or HANS airborne transceiver) of the signal, which is the harmonic of the signal in the ring. When the speed of sound in water changes, a control voltage of one or another sign appears at the output of the frequency discriminator, which accordingly changes the frequency of the signal emitted by the hydroacoustic means. In this case, the wavelength of oscillations emitted by one or another hydroacoustic means is automatically maintained constant. The frequency divider is connected at its input to the output of a voltage controlled oscillator, which is connected at its input to the output of the frequency discriminator, and at its output is connected to the power amplifier of the emitted signal. (Ship speed meters. Edited by A. Khrebtov, A., L., Shipbuilding, 1978, p.133).

The radiating and receiving transducers of the sound velocity meter 19 in the marine environment are mounted on the AUV housing on the horizon of the radiating and receiving antennas of hydroacoustic means.

The Electronic Cartographic Navigation Information System (ECDIS) is an ECDIS of the "SOENKI 4000-19" type (Shipbuilding, No. 4, 2010, p. 54) and is designed to control the movement of AUVs during research work in the coastal zone, in the surface.

The video plotter is connected to standard sonar equipment (echo sounder, side-scan sonar) of the providing vessel, and when the AUV is in the range of these means, the operator receives an image of the AUV location relative to the bottom and the supply vessel. An analogue is a panoramic sounder-video plotter of the PEV-K type (V.A. Voronin, S.P. Tarasov, V.I. Timoshenko. ECDIS and video plotters are part of the shipboard equipment for managing, processing and displaying information 4.

Hydroacoustic parametric systems. Rostov-on-Don, Rostizdat. 2004, p.302-307).

The motion control system of the underwater vehicle (VESSEL PA) is designed for automatic, remote and emergency control of the PA movement at the heading, depth, and also for controlling its trim.

Analogs of sonar sounding aids (multi-beam echo sounder, profilograph, side-scan sonar) are similar means given in the book. Voronin V.A., Tarasov S.P., Timoshenko V.I. Hydroacoustic parametric systems. Rostov-on-Don, Rostizdat, 2004 .-- 400 p.

For a specific practical implementation, a multi-beam echo sounder of the R2Sonic 2022 type with a central beam of 1 degree, a linear frequency modulation profilograph of the Chirp type with a penetration depth of about 200 m below the bottom surface, and a Benthos C3D bathymetric sonar with a viewing bandwidth of 1 are used , 2 km.

The AUV motion control system (AUV court) is designed for automatic, remote and emergency control of AUV movement according to course, depth, and also for controlling its trim.

AUV maneuvering control and its spatial movement are conventionally divided into movement in the vertical and horizontal planes. As a criterion of dynamic stability, use the criterion:

,

,

- гидродинамические коэффициенты момента подъемной силы и момента демпфирования соответственно;where C _y

- hydrodynamic coefficients of the moment of lifting force and the moment of damping, respectively;

where M is the mass of AUV; D is the total displacement; L is the length of the AUV.

AUV is dynamically stable at a negative value of the coefficient x. At x = 0, the AUV is dynamically neutral. For x> 0, PA is dynamically unstable. High speeds and relatively small immersion depths of modern AUVs provide its dynamic stability when moving in a vertical plane. When moving in the horizontal plane, the instability phenomenon of the AUV does not threaten detrimental consequences, such as the possibility of its failure for the working depth. However, the AUVs have an inverse speed at which the AUVs are not controlled by aft horizontal rudders (GR). In this case, the center of pressure of the GR passes through the center of balancing. At relatively high speeds, a positive shift of the rudders leads to the immersion of the AUV. At low speeds, the same shifting causes the emergence of the AUV. For modern AUVs, the inverse speed is usually 1.5 ... 4 knots. For nasal GRs, the inverse speed does not matter, because they are located outside the center of movement of the balancing.

During research using the AUV in the process of spatial circulation, AUU maneuvering along the course is performed, with simultaneous movement in the transverse plane along the roll. In this case, when a drift angle appears, a transverse flow around the AUV occurs, at which disturbing hydrodynamic forces appear in the vertical plane, the conditions for balancing the AUV change, and there is a need to stabilize AUV in depth.

The structural instability of the AUV movement was also revealed, a significant dependence of the heeling moments on the sign of the balancing angles of the trim and the stern horizontal rudders during circulation was found, which requires coordinated control of the feathers of the vertical and horizontal rudders of the AUV during spatial circulation. When circulating in the underwater position, modern AUVs have an internal roll caused by the excess of the center of pressure over the center of gravity due to the presence of protruding structural elements of the hull, for example, cutting. In this case, the angle of heel of the AUV can reach 30 ... 35 ° in the initial period of the maneuver and 7 ... 10 ° in the steady circulation.

With spatial maneuvering of the AUV, a simultaneous transition along the course and depth is carried out with the coordinated roll control. The main criterion for spatial maneuvering is the speed of transient processes along the course and depth when imposing restrictions on the current coordinates by the angle of heel and trim. In addition, it is required to ensure the output of the AUV to a given depth and course with a certain amount of overshoot that does not exceed the specified parameters. Full-scale tests of AUVs showed that there is a significant influence of heeling moments both on the stability of the AUVU stabilization process and on the dynamics of spatial maneuvers. Coordinated steering control during spatial maneuvering made it possible to increase the AUV control performance for strong depth maneuvers by 40 ... 60%, AUA trim angles during underwater maneuvering reach 20 ... 30 °, and the speed of immersion or ascent 6 ... 9 m / s.

There are three cases of maneuvering the PA at the rate in which it is assumed:

1) the availability of power reserve of the power plant;

2) lack of power reserve for power plants;

3) movement at minimum speed.

In the first case, it is necessary to increase the speed to a value that ensures optimal maneuvering of the AUV, taking into account restrictions on the angles of shift. In the second case, it is necessary to reduce the speed to a value corresponding to the maximum possible angular velocity of circulation, while restricting the laying of the lower pen of BP. In the third case, there is a need for a forced increase in the speed of the AUV during circulation with a simultaneous exit at the end of the transition period according to the set course and speed values. These measures provide a reduction in time to reach a given course by 30 ... 50%. In general, the coordinated control of the rudders and revolutions of the main turbo-gear unit (GTZA) significantly increases the maneuverability of the AUV.

When AUV moves at low speeds in order to ensure its forced exit to a depth that allows the use of a satellite communication channel, the problem arises of joint control of rudders and tanks of auxiliary and special ballast. The control of the rudders is based on an undifferentiated scheme, in which the stern rudders stabilize the AUV trim, and the nasal rudders, together with the control of the buoyancy of ballast tanks, create a lifting or drowning force for maneuvering the AUV in depth. Joint management of buoyancy and rudders made it possible to increase the speed of the AUV while controlling the depth of immersion and, on the whole, to significantly improve its maneuverability at low speeds.

Stabilization of the unperturbed movement includes the regime of swimming of the differentiated AUV at great depths, where the influence of the excited sea surface and bottom currents is practically absent. In general, in this swimming mode, the influence of external disturbances is not commensurate with the effectiveness of regulatory bodies, which are used as horizontal and vertical rudders with a split construction of the balloon. In this swimming mode, automatic stabilization of the angular spatial coordinates of the AUV movement is performed: roll, trim, course and depth of immersion. Depending on the speed of the AUV, the rudders are connected to the control in a different combination, determined by the operating conditions of the AUV. In particular, the stabilization of the course is carried out at maximum speeds underwater using the upper feather of the steering wheel, or the upper and lower feathers of the steering wheel, in the surface position - using the lower feather of the vertical steering wheel.

The stabilization of the roll is carried out using aft, bow and vertical rudders separately and together with stabilization of the course and depth of immersion. Trim stabilization is carried out using aft large and small horizontal rudders. Stabilization of the immersion depth is carried out using large and small aft horizontal rudders together with bow rudders. The differential control of the AUV is ensured by the use of bow rudders in depth, and stern rudders by trim. At medium and low speeds, external disturbances, such as compression of the hull, changes in the density of sea water, sea currents, etc., begin to influence the AUV, leading to differentiation of the AUV in terms of force and moment.

When swimming at a shallow depth from the surface of the water, ensuring stabilization of the depth and trim of the AUV becomes a serious problem. This is due to the influence of the excited surface of the sea, the influence of screen forces, which depend on the depth of immersion, speed and course angle of movement to the direction of wave propagation, which significantly change the stability of ANPA stabilization [3, 4]. Due to the uncertainty of the spectral characteristics of the waves, the values of the positive normal force that contributes to the ejection of the AUV to the surface, when surfacing to a shallow depth, it is practically impossible to accurately differentiate the AUV in terms of force and moment. This led to the failure of the stabilization mode, sub-floatation of the AUV, exposure of the screws when changing the trim. At the same time, studies have shown that the introduction of horizontal nasal rudders to stabilize the AUV at the periscopic depth ensures the stability of the AUV stabilization as a whole. However, the influence of wave interference leads to a decrease in the compensatory capabilities of the nasal rudders, and stability is sharply reduced. With agitation, the controllability of the AUV in the surface position worsens, and, in particular, when the course changes, large overshoots arise relative to the new course.

The specifics of the use of the “no-go” ascent method for ice-covered AUV in high-latitude water areas makes this swimming regime one of the most important. The peculiarity of constructing control algorithms is the need to ensure the required margin of stability of stabilization with a significant influence of the compression forces of the durable AUV body, the ascent with an adjustable rate of change in the depth of immersion, and taking into account the differentiating moments of the AUV caused by the displacement of the shoulder of the buoyancy control tanks relative to its center of gravity.

To control the movement of the AUV on the supplying vessel, a post for controlling the movement of an autonomous uninhabited underwater vehicle (AUV) is organized, which includes (Fig. 2) a depth control panel 33 in the absence of an AUV course speed; information display device 34 about recommended heading and depth values; roll index 35; course indicator 36; pointer position of the vertical steering wheel 37; position indicator of the large aft horizontal rudder 38; pointer position of the bow horizontal steering wheel 39; a pointer to the position of the small aft horizontal steering wheel 40; depth gauge (0 ... 60 m) 41; depth indicator under keel 42; trim indicator 43; 44 AUA motion control panel in normal operation; traffic control panel 45 AUV in emergency situations, a display panel 46 to display the specified and current navigation parameters AUA, cartographic and topographic information.

Maneuvering AUVs in space in the presence of speed provide steering systems. For more efficient steering, the rudders are as far removed as possible from the AUV body. Depending on the location of the steering wheels can be aft, bow, middle and chopping (if chopping). In turn, the aft steering wheels are divided into vertical and horizontal. Vertical rudders provide control over the AUV course, horizontal rudders provide trim and immersion depth. The use of two pairs of horizontal rudders on the AUV is explained, first of all, by the presence of an inverse speed. With this speed value and lower speeds, control of the AUV with the help of aft horizontal rudders becomes impossible. In such cases, the control is performed by horizontal bow rudders.

Functionally, the motion control system is a combination of the following subsystems:

- a subsystem of normal control on the go, carrying out the formation of normal control algorithms both automatic and remote;

- emergency control subsystem that implements emergency detection algorithms, develops recommendations for localizing emergencies, and develops control actions for operational equipment;

- depth control subsystem in the absence of progress;

- a local control system that generates control signals to the executive bodies based on control signals from the normal and emergency control subsystem.

The normal control subsystem is a two- or three-channel system (depending on the AUV project and the number of channels adopted on it, as well as the steering hydraulics). Moreover, the number of channels of the decisive part is the same in all cases and is three. The subsystem for controlling the depth of immersion in the stabilization depth mode "without stroke" is a single-channel automatic and remote control system.

The structure of control algorithms is as follows:

but)

- коэффициенты регулирования.where ψ '= ψ-ψ _ass is the difference in trim; k _ψ ,

- regulation factors.

This type of control stabilizes the trim:

b)

- коэффициенты регулирования,where Δη is the mismatch in depth; k _ψA ,

- regulation factors,

- сигнал управления по глубине кормовых горизонтальных рулей;

- сигнал управления по глубине носовых горизонтальных рулей;

,

,

- коэффициенты регулирования.Where

- a control signal for the depth of the horizontal aft steering wheels;

- a control signal for the depth of the horizontal nasal rudders;

,

,

- regulation factors.

Automatic control using aft horizontal rudders is based on algorithms (9) and (10) and provides stable control with the required quality in stabilization and maneuvering modes. Automatic depth control with the help of bow horizontal rudders is carried out on the basis of algorithm (11). The simultaneous use of aft horizontal rudders according to the algorithm (11) will allow to obtain a new quality - control with a small trim (2 ... 3 °), determined by the static properties of the algorithm (8).

c) course control is carried out using vertical rudders based on the algorithm:

, k_∫ - коэффициенты регулирования.where k _φ

, k _∫ - regulation coefficients.

The motion control system of the underwater vehicle (SUD PA) is designed for automatic, remote and emergency control of the movement of the PA in the course, depth, and also for controlling its trim and includes the following components and mechanisms (Fig. 3): control unit 47, amplifier unit 48, depth gauge 19, navigation and flight sensors 12, including roll 49 and trim 50 meters, feedback devices 51 of the bow horizontal steering wheel, junction boxes 52, spool 53 emergency control, spool 54 controls, feedback devices communication 55 vertical rudders, hydraulic actuator 56 with crane, feedback devices 57 stabilization systems without stroke, hydraulic drive 58 vertical rudders 59, hydraulic actuator 60 horizontal rudders 61, predictor 62, slide valve 63, feedback device 64 stern horizontal rudder 65, tank 66 stabilization without running.

The main functions of the system and, accordingly, the main channels: traffic control on the course; depth movement control; stabilization of a given trim; depth stabilization without stroke.

The following types of control are carried out in each control channel:

- automatic control (AU);

- remote control (DU);

- emergency management (AVU).

Between the listed types of management, there is a certain system of priorities that must be kept in mind during operation. Its meaning is as follows. Firstly, the automatic control mode is adopted as the main control mode in the system. This mode is used in the vast majority of cases. However, if in the AU mode the operator will take control "upon himself" simultaneously with the action of the automation (ie, will begin to carry out remote control), then the regulatory bodies (rudders) will respond to the remote control signals, not the AU. At the same time, if the rudders are in emergency control when the AU or DU mode is on, the rudders will not respond to AU or DU signals. Thus, emergency control mode has the highest priority compared to all others; at the same time, the automatic control mode turns out to be the main one for use.

By the nature of the energy sources used, the system is electro-hydraulic. This means that functionally the COURT consists of two parts - electrical and hydraulic. The electrical part is an electronic circuit for generating a control signal, which, acting on the hydraulic part, changes the position of regulatory bodies.

Since the AUVA motion control system uses the classical principles of ACS construction, in particular the “deviation” regulation principle, it includes all the functional elements inherent in such a system: regulation object; sensor and adjuster; summing device (adder); amplifier; actuating mechanism; executive bodies.

Functional schemes of the AUVA COURT are shown in Fig.5. ANPA-9, steering wheels 78; sensors respectively set values of trim 79, course 80, immersion depth 81, feedback sensors of current values of immersion depth 82, course 83, trim 84, speed 85, position of horizontal rudders 86, position of vertical rudders 87, adder 88, calculator 89, block total electrical control signal 90, electro-hydraulic Converter 91.

The object of regulation of the system is ANPA-9; its adjustable parameters, depending on the operating mode, can be: immersion depth, course, trim. Their current values are generated by the corresponding sensors. A voltage proportional to the current value of the adjustable parameters is supplied to the summing device (CS). This device generates a signal in the form of an electrical voltage proportional to the difference between the current and the setpoint value of the controlled variable (mismatch signal).

A linear rotary transformer is used as a controlled variable sensor, by turning the rotor of which the operator sets the required value from the control panel in accordance with the values of the trim 79, course 80, and immersion depth 81. The mismatch signal generated by the summing device 88 enters the computing device (calculator 89) together with other parameters necessary for the formation of the control signal of the executive bodies.

A computing device (WU) is intended to form an object control law in the form of a total electrical control signal (SESU). The VU receives signals: the current depth of immersion, the current course, the angle of rotation of the rudders, etc. The computing device generates from these signals the values of their derivatives and integrals necessary for the formation of the SESU (block of the total electrical control signal 90). The procedure for the formation of SESU depends on the mode of operation and control included in the system, and will be considered separately for each subsystem. Formed SESU is amplified by power and enters the actuator through an electro-hydraulic converter.

The executive mechanism (IM) of the system is intended for direct control of executive bodies. In addition, it provides the conversion of SESU into a hydraulic signal. Functionally, the MI consists of a hydraulic servomotor (fuel), directly affecting the steering wheels of the AUV. The executive bodies of the system are horizontal and vertical rudders that change the position of the AUV in space.

The proposed navigation system for uninhabited underwater vehicles can be implemented on the basis of components and elements, measuring equipment, available on the market.

Information sources

1. Allen B., Austin T., Forrester N. et al. Autonomous Docking Demonstrations with Enhanced REMUS Technology // Proc. of OCEANS'06 MTS / IEEE. Boston, MA, 18-21 September, 2006. USA CD-ROM. ISBN 1-4244-0115-1.

2. Utley C, Lee H. Signal Processing Algorithms for High-Precision Three-Dimensional Navigation and Guidance of Unmanned Undersea Vehicles (UUV) // Proc. of OCEANS'06 MTS / IEEE. Boston, MA, 18-21 September, 2006. USA CD-ROM. ISBN 1-4244-0115-1.

3. Grant M. de Goede, Donald Norris. Recovering Unmanned Undersea Vehicles With a Homing and Docking Sonar // Proc. of OCEANS 2005 MTS / IEEE. Washington, D.C., USA, September 18-23, 2005. USA CD-ROM. ISBN 0-933957-33-5.

4. Inzartsev A.V., Matvienko Yu.V., Pavin A.M., Vaulin Yu.V., Scherbatyuk A.Ph. Algorithms of Autonomous Docking System Operation for Long Term AUV // Proc. of 14th Int. Symp on Unmanned Untethered Submersible Technology (UUST05), Durham, New Hampshire, USA, August 21-24, 2005.

5. Vaulin Yu.V., Inzartsev A.V., Matvienko A.V., Pavin A.M., Shcherbatyuk A.F. Investigation of the operation of elements of a system for bringing an autonomous uninhabited underwater vehicle // Mater, Int. scientific and technical conf. "Technical problems of the development of the oceans." Vladivostok, September 14-17, 2005. Vladivostok: Dalnauka, 2005. P.40-45.

6. Kiselev L.V., Inzartsev A.V., Matvienko Yu.V., Vaulin Yu.V. Navigation and control in the underwater space // Mechatronics, automation, control 2004. No. 11. S.35-42.

7. A.M. Pavin. Automatic reduction of an autonomous underwater robot to a sonar beacon // Underwater research and robotics. 2008 No. 5 (1) from 32-38.

Claims (1)

Navigation system of an autonomous uninhabited underwater vehicle, including a supplying vessel, an underwater autonomous uninhabited underwater vehicle, a set of transponder beacons, while the supporting ship is equipped with a satellite navigation system receiver, a single time system, ship control, processing and display equipment, an autonomous uninhabited underwater vehicle is equipped with transceiver blocks of a hydroacoustic navigation system, telecontrol and communication, navigation and flight sensors, local subtraction a lag network, a hydroacoustic Doppler lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the seabed, a lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the water surface, an inertial navigation system, a satellite navigation receiver, a magnetic compass, a depth gauge, a steering system, and still autonomous uninhabited underwater vehicle equipped with equipment for hydrological research including a side-scan sonar, profilograph, temperature and conductivity meters of the marine environment, cameras, characterized in that the supplying vessel is made in the form of a submarine equipped with transceiver units of a hydroacoustic navigation system, the lag for measuring the speed of an autonomous uninhabited underwater vehicle relative to the water surface is made in in the form of an induction meter for the longitudinal and transverse components of the velocity and angle of drift and is additionally equipped with n receiving sensors, ra located in the bow and stern parts of the body of an autonomous uninhabited underwater vehicle to determine the immersion speed of an autonomous uninhabited underwater vehicle, the gyrocompass is made in the form of an adjustable gyrocompass built on the basis of a dynamically tuned gyroscope and quartz accelerometers, the inertial navigation system is based on a precision gyroscope with an electrostatic suspension autonomous uninhabited underwater vehicle is also equipped with a mobile sound velocity meter, su oic control equipment, data processing and display unit further comprises a data ephemeris information for navigation satellites, which are in the region, carried out research, electronic chart display and information system and video plotter.

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