RU2465170C1 - Ship gyropilot - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to navigation equipment. Ship gyropilot includes control unit, feedback sensor, control modes switch. Outputs of steering wheel, rudder control hydraulic unit and electronic cartographic navigation-information system are connected to input of control unit via control modes switch. Receiver-indicator of GPS satellite navigation system is connected to input of electronic cartographic navigation-information system. Control unit output is connected with steering engine input the output of which is connected with control unit input via feedback sensor. To the control unit, unit for determination of permissible vessel lateral deviation from its guided path is additionally connected. Input of this unit is connected to outputs of the mentioned receiver-indicator and electronic cartographic navigation-information system. In the gyropilot, inertial position navigation system, panoramic hydroacoustic system containing echo sounder with two directional characteristics, two side-looking sonars with switchable directional characteristic, parametrical profile recorder are additionally included. Output of panoramic hydroacoustic system is connected with one more input of control unit. The inertial system by its inputs is connected with output of receiver-indicator and output of log, and by its input-output - with one more control unit input.

EFFECT: invention allows for functionality enhancement of gyropilot, while excluding risk of human factor influence on vessel navigation safety; duty captain's mate works more effectively, fuel and engine oil is saved, navigational safety and sailing safety of heavy-tonnage vessels for hazardous cargoes transportation in constraint navigation environment is increased.

2 dwg

Description

The invention relates to the field of technical means of navigation intended for automatic piloting of a vessel at a given course, axis of the fairway (ship's way) or along a given path of movement.

Auto steering are known (patents: RU 2224279 C1, 02.20.2004 [1], RU 2207585 C2, 06/27/2003 [2], RU 2260191 C1, 09/10/2005 [3], US 5523951 A, 06/04/1996 [4], US 5179385 A, 01/12/1993 [5], US 4,513,378 A, 04/23/1985 [6]), which contain a control unit with control panels, a feedback sensor, a control mode switch, while the outputs of the electronic cartographic navigation and information system, receiver-indicator of satellite navigation system GPS, lag, steering wheel and hydraulic steering control device, and the output of the control unit is connected to the input of the steering m a bus, the output of which through a feedback sensor is connected to the input of the control unit.

In the existing autopilot models, there are no approaches to formally determine the parameters of the vessel’s motion control for the _auxiliary and to automatically enter this value into the block for the formation of the steering law. The value of _{dop is} calculated and entered into the block for the formation of the steering law manually.

Thus, the disadvantages of the known autopilot vessels are that they do not provide automated determination and accounting of the permissible lateral deviation of the vessel from a given trajectory (axis of the passage, fairway, recommended course, etc.), depending on the width of the passage, dimensions of the vessel and total drift of the latter under the influence of wind and current.

This makes it necessary to change the navigation conditions for periodically diverting the officer in charge of the shift to make the appropriate calculations and manually enter the desired value (permissible lateral deviation of the vessel) into the autopilot, which ultimately reduces the navigational safety of the vessel’s navigation, and also makes it impossible to automate the navigation process.

An autopilot ship is also known (patent RU No. 2410282), in which a known autopilot ship containing a control unit with control panels, a feedback sensor, a control mode switch, and the outputs of the electronic cartographic navigation information system, satellite receiver indicator are connected to the control unit input GPS navigation system, lag, steering wheel and hydraulic steering control, and the output of the control unit is connected to the input of the steering machine, the output of which is through the return sensor the connection is connected to the input of the control unit, an additional unit is connected to determine the permissible lateral deviation of the vessel from a given trajectory of its movement, while the input of this unit is connected to the outputs of the receiver-indicator of the satellite navigation system GPS and the electronic cartographic navigation and information system, and the output of which is connected to the input of the control unit , which allows you to expand the functionality of the existing autopilot due to the automated determination and accounting of allowable lateral opening ship sinking from a given trajectory, increasing the degree of automation of the navigation process, eliminating to a minimum the negative impact of the so-called "human factor" in extreme conditions and increasing the navigation safety of the ship. However, to assess the navigational safety of navigation of large vessels carrying dangerous goods (tankers, vessels for transporting gas and chemical products) on approaches to ports and when navigating in narrow places, it is necessary to determine a generalized indicator of navigational safety of navigation (NLP).

Danger for a ship is understood to be any factor that leads to the loss of a ship’s functional purpose - to be afloat or to move in an aquatic environment.

The most important of these factors from the point of view of maritime navigation can be considered the depths of the sea and cramped conditions that restrict the freedom of maneuver or movement of the vessel. Obviously, in any case, the depth of the sea under the keel or along the path of the ship cannot be (for surface ships and ships) less than the draft. However, the condition N _m > T _s , where N _m is the guaranteed depth of the sea under the keel of the vessel at the measuring point or along the line of its path; T _s - maximum draft of the vessel, does not guarantee a safe navigation of the vessel.

The vessel is a dynamic object that has overall dimensions and is in a state of dynamic equilibrium relative to the surface of the aquatic environment. Therefore, the touch of the ground can occur due to the presence of a static or dynamic roll or trim of the vessel, the distance of the point of measurement of the depth of the place from the point of contact, the influence of waves, changes in the density of water, etc.

In addition, since the trajectory and course of the vessel may not coincide due to the presence of flow and drift, on circulation, etc., and the length and width of the vessel can be significant, it is necessary to estimate the depth not only along the line of the trajectory of the vessel, but in a certain strip movement.

Thus, one of the main conditions for ensuring NLP is the absence of dangerous depths in the lane of the vessel.

In this case, the depth should be considered as safe, exceeding the draft of the vessel by the required margin, taking into account the previously listed dynamic characteristics and dimensions of the vessel, and as safe width, the width exceeding the width of the vessel by the margin, taking into account linear dimensions and possible mismatch of the course line with diametrical plane, yawing on the course, etc., that is:

where U, V, W, Θ, ... is the set of external conditions that determine the reserves ΔH (depth), ΔB (width), which are the conditions for navigational safety of navigation along a given trajectory.

To assess the navigational safety of navigation of vessels on traffic routes, approaches and directly on the port water area, the standards given in the guidance documents for the design of approach channels, fairways and port water area elements do not fully comply with the concepts of navigational safety laid down in IMO Resolutions.

As a rule, the given standards do not take into account (or do not fully take into account) the errors of determining the place of the center of gravity of the vessel, obtained according to the navigation equipment, as well as the errors of applying “navigation hazards” to marine navigation charts when compiling them, and the graphic errors of applying the vessel’s place to marine nautical charts, "zero depth" errors accepted for marine nautical charts, etc.

The minimum permissible safe navigational depth on the navigational chart on approach channels can be determined in accordance with the expression (RD 31.31.47-88):

,

,

where T is the draft draft of the cargo;

ΔT - correction for the change in draft vessel draft at a density ρ (salinity, ‰) of water in the navigation area that differs from the standard ρ = 1025 kg / m ³ ;

ΔH is the maximum deviation of sea level from that indicated on the marine navigation chart, m;

Z ₁ - the minimum navigational reserve of depth necessary to ensure the controllability of the vessel, m. It is determined depending on the type of soil;

Z ₂ - wave depth reserve for the immersion of the tip of the vessel during a wave, m

.It is calculated on the basis of the estimated wave height h _b 3% coverage, heading wave angle q _b , vessel length L and Froude number

.

In the case of the transport of dangerous goods, the value of h _bop = 1.4 h _b . The calculation is made using special nomograms;

;Z ₃ - speed margin of depth for a change in draft of the vessel on the move in quiet water compared with draft without running, m. It is determined by special nomograms depending on the draft of the vessel Tpr, the Froude number and the total navigational reserve

;

Z ₄ - stock on the roll of the vessel, arising from the effects of the estimated wind and hydrodynamic forces at the turn, m; determined depending on the type of vessel and its measurements;

Z ₅ - stock depth for drift.

An approach channel or fairway can be considered safe in navigational terms if there are no depths equal to or less than H _min in its water area.

The axis of the approach channel or fairway should be in the area of navigational safety of navigation (BSS).

The area of navigational safety of navigation (ONBP) is determined by the following algorithm. The depth value is calculated, which is a navigation hazard for ships of specified dimensions. Around the points with the calculated depth and other navigational hazards indicated on the map, circles with radii of a safe distance to hazards are drawn. The water area limited by these circles defines a zone that is dangerous in navigational terms, beyond the border of which the vessel is guaranteed (P = 0.95) to not make a navigational accident related to touching the ground or in bulk to a hydraulic structure.

The safe distance to navigational hazards is the value of the design channel width, determined in accordance with RD 31.31.47-88 for the approach channel or the safe traffic lane of a particular ship, determined in accordance with RD 31.63.01-83 g, for the fairway taking into account the accuracy of the location the center of gravity of the vessel, which is determined by the technical means of the ship or coastal system of navigation equipment and the accuracy of applying to the sea navigation charts the depths that are for ships of specified dimensions and dangers.

If the axis of the channel or channel is located in the BSS, then such a channel or channel may be considered to be navigationally safe for vessels of specified dimensions. In accordance with the requirements of regulatory documents on the design of ports (RD 31.3.05-97), the minimum allowable calculated depth on the sea navigation map at the location of the ships can be determined by the expression:

where T is the draft. In our calculations, it corresponds to the draft of the vessel in accordance with the initial data;

ΔH is the maximum deviation of sea level from that indicated on the marine navigation chart, m;

Z ₁ - minimum navigational reserve of depth, m. It is determined depending on the type of soil in the range from H to H + 0.5 m;

;Z ₂ - wave depth reserve, m. It is calculated based on the calculated wave height h _b 3% coverage, heading wave angle q _b , vessel length L and Froude number

;

. Ширина полосы безопасного движения В_бд при одностороннем движении определяется выражением:Z ₃ - speed stock of depth, m. It is determined by special nomograms depending on the draft of the vessel Tpr, the Froude number and the total navigation stock

. The width of the lane of safe traffic In the _OBD with one-way traffic is determined by the expression:

,

,

where In _m - the width of the shunting strip, m; B - ship width, m;

,

,

where L is the length of the vessel, m; α ₁ - drift angle, degrees;

α ₂ - drift angle, degrees;

tsinβ - taken equal to 3 s;

V - ship speed, m / s.

Thus, the calculation of the conditions for the absence of a navigation incident is carried out in relation to the conditions under consideration for this vessel. In this case, the maximum values of the statistical parameters from the most unfavorable directions relative to the selected courses of movement of the ship (ΔH, h _b , α ₁ , α ₂ , q _b , etc.) should be used for calculation.

The entrance raid should be of a size and shape in the plan that make it possible to carry out any maneuvers required for a ship entering or leaving a port in case of strong winds, in particular:

- the possibility of damping the inertia of the incoming vessel;

- the possibility of turning the vessel with its own means at the required angle along the arc of circulation;

- the ability to return the anchor and temporary emergency parking.

These requirements must be met provided that if a circle with a diameter equal to at least D = 3.5Lc, where Lc is the length of the calculated vessel, can be entered on the inlet raid area.

The minimum distance of the rectilinear section along the entry axis in specific cases can be increased to 4.5 Lc, taking into account the maneuvering characteristics of the design vessels, as well as the hydrometeorological conditions (ice regime, currents, wind) of the designed port.

The objective of the proposed technical solution is to expand the functionality of the ship autopilot.

The problem is solved due to the fact that in the autopilot vessel containing a control unit with control panels, a feedback sensor, a switch of control modes, while the outputs of the steering wheel, hydraulic steering control device and electronic cartographic navigation and information system are connected to the input of the control unit through switch of control modes, receiver indicator of satellite navigation information system is connected to the input of electronic cartographic navigation information system, and the output of the control unit is connected to the input of the steering machine, the output of which through the feedback sensor is connected to the input of the control unit, which additionally connects the unit for determining the permissible lateral deviation of the vessel from a given trajectory of its movement, while the input of this unit is connected to the outputs of the receiver indicator satellite navigation system GPS and electronic cartographic navigation information system, and the output of which is connected to the input of the control unit, into which the inertia is additionally introduced A navigation system, a panoramic sonar system containing an echo sounder with two directivity characteristics, two side-scan sonars with a switchable directivity pattern, a parametric profiler, the output of which is connected to another control unit input with control panels, the inertial system is connected by its inputs to the output of the satellite navigation navigation indicator system and lag output, respectively, and its input-output is connected to another input of the control unit.

The panoramic sonar system includes an echo sounder with two directivity characteristics, two side-scan sonars with a switchable directivity characteristic, a parametric profilograph, a digital signal processing unit and a color display. The digital processing unit with its inputs is connected to the outputs of the echo sounder, side-scan sonars, profiler, receiver-indicator of the GPS satellite navigation system, electronic cartographic navigation and information system and a color display, and is connected to the control unit with control panels by its output.

An example of the implementation of the proposed technical solution.

Figure 1. Block diagram of an autopilot ship. The block diagram includes a control unit 1, in which there is a device for the formation of the law of steering the steering 2 and power-converting device 3, a steering machine (actuator MI) 4, a feedback sensor 5, an inertial navigation system 6, a unit for determining the permissible lateral deviation of the vessel from predetermined motion path (adaptive calculator AB) 9. The amplifier and the steering machine through the feedback sensor 5 are covered by internal negative feedback and form a servo steering system. Its purpose is to ensure that the rudder is shifted in accordance with the preset value of the rudder angle, worked out in the control law formation device.

At the same time, the outputs of the steering wheel 12 and the hydraulic steering control device 13, the electronic cartographic navigation and information system 7, the receiver indicator of the satellite navigation system GPS 8, lag 11, and the output of the control unit 1 are connected to the input of the control unit via the control mode switch 14 connected to the input of the steering machine 4, the output of which through the feedback sensor 5 is connected to the input of the control unit 1, the input of the unit for determining the permissible lateral deviation of the vessel from a given track the movement theory 9 is connected to the outputs of the receiver-indicator of the satellite navigation system GPS 8 and the electronic cartographic navigation and information system 7, and the output of which is connected to the input of the control law generation unit 2. The panoramic sonar system 15 includes an echo sounder 16 with two directivity characteristics, two side-scan sonars 17 with switchable directivity, parametric profilograph 18, digital signal processing unit 19 and color display 20. Digital signal processing unit at 19 its inputs are connected to the outputs of the echo sounder 16, side-scan sonars 17, profiler 18, receiver-indicator of the GPS 8 satellite navigation system, electronic cartographic navigation and information system 7 and a color display 20, and is connected with the control unit 1 to the control panels by its output. Magnetic compass 10, inertial navigation system 6.

Figure 2. The structural diagram of a panoramic sonar system. Panoramic hydroacoustic system 15 consists of an outboard part 21, a probe pulse generator 41, an echo signal receiver 22.

Outboard part 21 includes an antenna 23 of the echo sounder 16, antennas 24 of sonars 17 of the side view of the starboard and left sides, a pump antenna 25 of the parametric profilograph 18. In addition, temperature sensors 26 and salinity 27 are located in the outboard part, the measured values of which determine the speed sound in the aquatic environment on the horizon of the emitting and receiving antennas of hydroacoustic means for the introduction of appropriate amendments.

The probe pulse generator 41 comprises emitting paths 28 of an echo sounder 16, emitting paths 29 of side-scan sonar 17 of the right and left sides, pump generators 30 of a parametric profiler 18.

The echo signal receiver 21 contains the receiving paths 31 of the echo sounder 16, the receiving paths 32 of the sonar 17 of the right and left sides, the receiving path 33 of the high-frequency profilograph 18, four signal processors 34 designed to convert analog signals to digital form and primary processing of these signals, a communication interface 35 between different parts of the system, a control circuit 36, a signal conditioner 37, a temporary automatic gain control circuit 38, and a sensor signal transducer 39. In addition, in the receiver echo signals include a circuit for checking the parameters of the system 40. The circuits and circuits are interconnected by two types of communication lines: signal lines, which are twisted shielded pairs, and control via the internal LAN and through the corresponding connectors.

The maximum range to targets, which in the shallow sea is determined not so much by energy as by the propagation conditions taking into account the borders, was 30-40 m, although based on the geometry (the height of the antenna system above the bottom surface is 2.5 m, the angle of the antenna is 25 degrees, the width of the directivity of the antenna in the vertical plane is 50 degrees, the expected range is 2-3 times less).

Technical characteristics of the echo sounder 16, side-scan sonar 17 and parametric profilograph 18 are given in table 1.

Specifications Echo sounder Side-scan sonar Parametric Profiler Working frequency, kHz 204 286 and 320 10 and 150 Width of directivity, degrees 6 × 10 and 12 × 20 1.5 × 50 and 3 × 50 3 × 4 Pulse Duration, μs 50, 200, 500 50, 100, 1 ms 0.5, 1, 2 ms Ranges, m 5, 10, 20, 50, 100, 200 10, 20, 50, 100, 200 10, 20, 50, 100, 200

The sounder 16 is a multi-beam sounder type "R2Sonic 2022" with a central beam of 1 degree.

The high-frequency profilograph 18 is a Chirp-type linear frequency modulation profilograph.

Side-scan sonars 17 are a bathymetric sonar of the Benthos C3D type with a 1.2-kilometer bandwidth.

The control unit 1 is made on the basis of a microprocessor with special software that allows for the input / output of information and the conversion of signals from several navigation sensors (devices), for example, microprocessors of the AVR family of ATMEC company.

The unit for determining the permissible lateral deviation of 2 vessels from a given trajectory is made on the basis of the DSP microprocessor - a processor running under the control of the UCLinux embedded operating system.

The hardware of the control unit 1 provides independent control of the roll channel and course channel drives, measures the course, roll and trim angles of the vessel, measures the components of the angular velocity and linear acceleration vectors, generates control signals for solving control and stabilization targets.

The independent drive of each control channel is based on the Faulhaber drive system. High-precision digital drive control system provides high speed, allows you to adjust the drive parameters in a wide range, provides accurate positioning by the angle of rotation of the axis of the wheel drive.

Inertial navigation system 6 determines the angles of heading, roll and trim, provides a control system for inertial and navigation information.

A microprocessor based on a DSP processor is a device that provides software and hardware integration of individual units that are part of the autopilot hardware. The microprocessor allows you to perform operations on 32-bit numbers in a floating point format, which ensures the accuracy of calculations sufficient to solve most control and navigation tasks. The processor clock speed is 400 MHz. In addition to the processor, the computational control module board also includes SDRAM memory chips, flash memory chips, and input-output interface chips. Such a construction of the autopilot system allows real-time complex computational problems to be solved; a large amount of system RAM allows the implementation of resource-intensive algorithms.

Various components of the control and navigation system are connected to the unit for determining the permissible lateral deviation of 2 vessels from a given trajectory using serial synchronous and asynchronous input-output ports. The control channel drive controllers are connected to the module using asynchronous I / O ports UART0 and UART1. Using these interfaces, the controllers transmit commands specifying the modes of shaft movement, and the controllers, in turn, provide information about the angular position of the shafts, currents in the motors, and rotation speed.

The inertial navigation system 6 is connected to the computing device of the control unit using the synchronous serial port SPORT. Data output, as well as operator control, is carried out using a unit that implements a bi-directional data transmission channel connected to a computer-control module using the asynchronous UART2 interface. All exchange operations between the module and peripheral devices are carried out using the DMA (direct memory access) mechanisms, which, despite the intensity of data exchange operations, allows to relieve the core of the digital signal processor.

The introduction of the inertial navigation system 6 into the measuring equipment allows for inertial reckoning of the vessel with input of the initial and subsequent vessel position determinations using the satellite navigation system and excluding the gyrocompass from the measuring equipment, and use the magnetic compass 10 instead.

To control the orientation of the vessel around one axis, a drive system consisting of a direct current motor with a gearbox and a magnetic encoder and a control system is used. The Faulhaber type DC motor has a hollow-rotor design, which offers a number of advantages, such as: low power consumption, no loss in the rotor core, low starting voltage, low rotor inertia, allowing fast acceleration and braking, and low overall dimensions. As part of the drive, a Faulhaber type gearbox is used, with steel gears to provide increased wear resistance. IE-512 magnetic encoder provides high resolution of 512 lines per revolution, which allows smooth and high-precision drive control.

In the digital controller MCDC3003, a digital signal processor is used as a calculator, which allows for high-precision and high-speed control (0.18 ° - angle error, tracking loop frequency - 100 Hz). The digital drive controller accepts commands from the control unit via the UART interface. The drive operating modes are set by the corresponding command formats, while the control modes by the angular position (set and maintained upon reaching the target angular position) and the speed control (the value of the angular velocity of rotation of the shaft) are used. To configure the parameters of the controller’s servo loop, the user is offered a number of parameters, such as: maximum angular acceleration, maximum angular velocity, maximum current in the motor, proportional and integral coefficients of the feedback loop for angular velocity, proportional and differential coefficients for the feedback loop for the angular position of the shaft. All of the above coefficients can be selected on the basis of a given criterion of optimality and changed in the process to adapt to the changed mode of movement.

The unit for determining the permissible lateral deviation of 2 vessels from a given trajectory can also be performed on the basis of a standard microprocessor, including foreign firms.

When moving along a given trajectory, the main controlled variable is the lateral deviation of the ship's center of mass from a given trajectory. Lateral deviation is calculated according to numbering (lag + magnetic compass) or inertial navigation system and second-generation satellite navigation systems (GPS, GLONASS, GPS + GLONASS), operating in continuous differential mode.

The specified route is entered into the electronic cartographic navigation and information system, and from it into the autopilot, in the form of coordinates of the starting and ending points of straight sections of the desired trajectory taken from the sea navigation or pilot chart. Based on continuous data about the current position of the vessel, the autopilot generates route coordinates: the lateral deviation of the vessel y from a given trajectory, as well as the distance x to the next turning point. The second adjustable value in the autopilot of the vessel is the angular deviation of the vessel from a given course, which in this case coincides with the direction of a given trajectory. Automatic control of the vessel along a predetermined trajectory of movement is carried out according to the commands in the autopilot that are generated by the Electronic Cartographic Navigation Information System (ECDIS) 7. The task of traffic control is solved on the basis of information including:

- permissible lateral deviation of the _additional vessel from a given trajectory of movement. When the actual deviation y caused by the total drift of the vessel by the current and the wind and determined by observations, becomes equal to the permissible, i.e. y = y _add , ECDIS generates a command in the AR to change the held course by angle K towards the return of the vessel to a given trajectory;

- angle K changes the course of the vessel in the direction of a given trajectory. By default, K = 5 ° or the course is sent to the next turning (route) point of a given trajectory.

Algorithms for solving this problem and the necessary mathematical apparatus corresponds to the algorithms and mathematical apparatus of the prototype.

The panoramic sonar system 15 includes an echo sounder 16 with two directivity characteristics, two side-scan sonars 17 with a switchable directivity characteristic, a parametric profilograph 18, a digital signal processing unit 19 and a color display 20. The digital signal processing unit 19 is connected to the outputs of the echo sounder 16, sonars with its inputs 17 side view, profiler 18, receiver-indicator of satellite navigation system GPS 8, electronic cartographic navigation and information system 7 and color dis leu 20, and its output is connected to the controller 1 from the control panel unit and is designed to improve the safety movement mainly large vessels for transporting dangerous goods.

Since the depths and navigational hazards indicated on the navigation charts (underwater reefs, shallows, etc.) may differ from the actual swimming conditions, for example, unaccounted for sediments, the appearance of large objects after storms, etc., to increase the safety of navigation in In the cramped conditions of navigation, it is advisable to use a panoramic sonar system 15 on these vessels, which provides depth measurement, detection of underwater obstacles and their classification and dimension.

In this case, if unaccounted obstacles are detected on the navigation chart or a significant difference in real (measured) depths is present that is dangerous for the vessel to continue following the intended course, the navigation navigation safety area is established using the ECDIS 7 according to the measured parameters, it is determined by the following algorithm. The depth value is displayed on the electronic navigation map, which is a given size and maneuvering characteristics for the vessel based on the specific navigation conditions (speed, course, roll, etc.) as a navigation hazard. Around points with dangerous depths and other navigational hazards indicated on the map, circles with radii of a safe distance to hazards are drawn. The area of the water area limited by these circles determines the zone that is dangerous in navigational terms (expressions 1-6), beyond the border of which the vessel is guaranteed (P = 0.95) to not make a navigational accident related to touching the ground or in bulk to a hydraulic structure. In emergency cases, according to the measured parameters, an alarm is generated in the control unit 1 and the corresponding corrective signals are sent to the steering device.

The proposed technical solution is industrially applicable, since standard equipment and elements of computer technology, as well as existing technical means of navigation, can be used for its implementation.

The technical and economic efficiency of the declared autopilot vessel is:

- in eliminating the risk of the influence of the human factor on the safety of navigation of the vessel;

- in increasing the labor productivity of the watch assistant captain by 15-20%;

- in saving fuel consumption and engine oil due to minimal deviations of the vessel from a given trajectory of movement up to 5% and reducing the transition time;

- to increase the navigational safety of navigation by eliminating the distractions of the watchman’s assistant captain from keeping watch for making navigational calculations and manually introducing necessary corrections to the autopilot by 10%,

- improving the safety of navigation of large-tonnage vessels for the transport of dangerous goods in navigational conditions constrained by navigation.

Information sources

1. Patent RU No. 2224279 C1, 02.20.2004.

2. Patent RU No. 2207585 C2, 06.27.2003.

3. Patent RU No. 2260191 C1, 09/10/2005.

4. US patent No. 5523951 A, 06/04/1996.

5. US patent No. 5179385 A, 12.01.1993.

6. US patent No. 4513378 A, 04/23/1985.

7. Patent RU No. 2410282, 01/17/2011.

Claims (1)

An autopilot vessel containing a control unit with control panels, a feedback sensor, a switch of control modes, while the outputs of the steering wheel, hydraulic steering control device and electronic cartographic navigation and information system are connected to the control unit input via a control mode switch, GPS receiver of the GPS navigation system connected to the input of the electronic cartographic navigation information system, and the output of the control unit is connected to the steering input the machine, the output of which through the feedback sensor is connected to the input of the control unit, to which is additionally connected a unit for determining the permissible lateral deviation of the vessel from a given trajectory of its movement, while the input of this unit is connected to the outputs of the receiver-indicator of the GPS satellite navigation system and the electronic cartographic navigation and information system characterized in that an inertial navigation system, a panoramic sonar system containing an echo sounder with two characteristics directional characteristics, two side-scan sonars with a switched directional characteristic, a parametric profiler, the output of which is connected to another input of the control unit with control panels, the inertial system is connected by its inputs to the receiver output of the GPS satellite navigation system and the lag output, respectively, and by its input-output connected to another input of the control unit.

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