RU2536011C2 - Fail-safe ship control system - Google Patents

Abstract

FIELD: physics, control.

SUBSTANCE: invention relates to shipbuilding and specifically to automatic ship control. The fail-safe ship control system comprises a differentiation unit, a steering sensor, three depth sensors, a trim angle sensor, a steering gear, trim angle depth setting device, three depth estimate filters, four trim angle estimate filters, an adder, a steering gear, seven diagnostic units and an average depth estimate former.

EFFECT: high accuracy and reliability of a automatic ship control system.

3 dwg

Description

The invention relates to the field of shipbuilding - automatic control of the movement of the ship.

A known system of automatic control of the movement of the vessel at a given direction angle, implemented in the "System of automatic control of the movement of the vessel" (patent RU No. 2248914, B.I. No. 9, March 05). In the ship’s motion control system, information from the track angle sensor, track angle adjuster and adder is used, in which, according to the signals: the current track angle, the set track angle, the ship’s angular speed, the steering control law is formed.

Also known is a system for automatically controlling the movement of a ship using a dynamic model of the angular motion of the ship (see patent RU No. 2223197, BI No. 4, 2004, adopted by the authors as a prototype). “Automatic vessel motion control equipment”, comprising heading angle adjuster, rudder angle sensor, satellite navigation system receiver (track angle sensor), steering gear, dynamic model of the ship’s angular movement (filter), differentiation unit and adder, the first input of which is connected to the output directional angle adjuster, the output of the SNA receiver is connected to the second input of the adder, to the third input of which the output of the rudder angle sensor is connected, the fourth input of the adder is connected to the output of the differentiation unit. At the output of the dynamic model of the vessel’s filter motion, an estimate of the direction angle is formed. The track angle estimate is algebraically summed with the track angle. The difference of these signals is input to the dynamic model of the filter vessel.

In the ship’s motion control system, the law of automatic ship motion control is formed.

A signal is formed in the heading angle adjuster — ϕ _rear = f (t). The heading angle estimation signal — ϕ is generated using a filter that contains an electronic (dynamic) model of the vessel’s movement. To form an estimate of the heading angle signal, the rudder angle δ from the rudder sensor and the residual signal from the output of the electronic model of the ship's motion and heading angle sensor are received at the input of the electronic model of the ship’s motion: K (ϕ- ϕ) . At the output of the adder-regulator, a set value of the steering angle is formed - δ _rear (or d / dt δ _rear ), which is connected to the input of the steering gear:

d / dtδ _zd = K ₁ (ϕ -ϕ _zd ) + K ₂ d / dt ϕ K ₃ δ,

where ϕ is the estimate of the angle of the course (from the output of the electronic model of the movement of the Kalman filter filter ship),

δ - rudder angle (from the output of the rudder sensor),

ϕ _rear - set value of the course angle (from the setter of the course angle),

δ _rear - the set value of the steering angle (or d / dt δ _rear ) (formed in the adder).

The disadvantages of the known systems of automatic motion control (SAUD) are:

- lack of built-in control of serviceability of SAUD information sources,

- the failure of the sensors information about the state of the ship leads to emergency situations,

- the failure of the computer networks of the filter processing the input information also leads to emergency situations,

- control systems are not fault tolerant.

The technical result of the proposed ship traffic control system is:

- improving the accuracy and reliability of the motion control system,

- the introduction of diagnostic blocks and a shaper of average values for assessing the depth and angle of trim made it possible not only to monitor the health of the SAUD, but also to rebuild its architecture when a failure occurs in the SAUD,

- an additional introduction to the system: 2 backup depth sensors, three trim angle meters and five filters with an electronic dynamic model of the ship’s movement made it possible to maintain the normal operation of the SAUD not only in case of failures in the information sensors, but also in the computer networks of the input information processing filters .

The technical result in the proposed control system is achieved due to:

и оценок угла дифферента - $$\underset{\_}{{\psi }_{ср}}$$

:- the use of a shaper of average values of estimates of the depth and angle of trim, two additional depth sensors and three formers of the angle of trim, which made it possible to obtain (more accurate) averaged values of depth estimates $${\underset{\_}{\text{h}}}_{\text{cp}}$$

and trim angle estimates - $$\underset{\_}{{\psi }_{\mathrm{from}R}}$$

:

a) from three depth sensors, a trim angle sensor together with three trim angle shapers (in the absence of failures in all four SAUD sensors in normal operating conditions),

b) from two working depth sensors (the third depth sensor (any) is out of order) or when the trim angle sensor fails.

Formation of a system of fault-tolerant ship motion control.

, фильтр оценки угла дифферента $$\underset{\_}{{\psi }_1}$$

и сумматор, на первый вход которого подключен: датчика руля δ, на второй вход - блок дифференцирования, на третий вход - задатчик глубины h_зд и угла дифферента - ψ_зд. Выход сумматора подключен к входу рулевого привода.The fail-safe control system for the movement of the ship contains: rudder sensor δ, depth sensor h ₁ , trim angle sensor ψ ₁ , steering gear, depth gauge h _rear and trim angle ψ _rear , depth estimation filter $$\underset{\_}{{\text{h}}_{\text{one}}}$$

, trim angle estimation filter $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

and an adder, to the first input of which is connected: a rudder sensor δ, to the second input - a differentiation unit, to the third input - a setter of depth h _rear and trim angle - ψ _rear . The output of the adder is connected to the input of the steering gear.

содержит динамическую модель движения корабля по глубине, на вход которой подключен:Depth Assessment Filter $$\underset{\_}{{\text{h}}_{\text{one}}}$$

contains a dynamic model of the ship in depth, the input of which is connected:

- depth sensor h ₁ (which produces the current depth of the ship - h),

- rudder sensor δ (which gives the rudder angle - δ).

вырабатывается оценка глубины - $$\underset{\_}{{\text{h}}_{\text{1}}}$$

(с использованием Методов Калмановской фильтрации).Depth evaluation filter output $$\underset{\_}{{\text{h}}_{\text{one}}}$$

 a depth estimate is produced - $$\underset{\_}{{\text{h}}_{\text{one}}}$$

(using Kalman Filtration Methods).

содержит динамическую модель движения корабля по углу дифферента - ψ, на вход которой подключен:Trim angle filter $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

contains a dynamic model of the ship’s movement along the trim angle ψ, the input of which is connected:

- trim angle sensor ψ ₁ ,

- steering wheel sensor δ.

вырабатывается оценка угла дифферента $$\underset{\_}{{\psi }_1}$$

.Trim angle estimation filter output $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

an estimate of the angle of trim $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

.

, фильтр оценки глубины $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, фильтр оценки глубины $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, фильтр оценки угла дифферента $$\underset{\_}{{\psi }_2}$$

, фильтр оценки угла дифферента $$\underset{\_}{{\psi }_3}$$

, фильтр оценки угла дифферента $$\underset{\_}{{\psi }_4}$$

. Ha первый вход каждого из пяти фильтров подключен выход датчика руля δ. Датчик глубины h₂ подключен к второму входу фильтру оценки глубины h₂. Датчик глубины h₃ подключен к второму входу фильтра оценки глубины h₃.To implement the technical result proposed by the applicant, the following are introduced into the system: depth sensor h₂depth sensor h₃, shaper of average values of depth assessment $${\underset{\_}{\text{h}}}_{\text{cp}}$$

depth rating filter $$\underset{}{{\text{h}}_{}}$$$$\underset{\_}{{}_{\text{2}}}$$

depth rating filter $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, trim angle estimation filter $$\underset{}{{\psi }_{}}$$$$\underset{\_}{{}_2}$$

, trim angle estimation filter $$\underset{\_}{{\psi }_3}$$

, trim angle estimation filter $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

. Ha the first input of each of the five filters is connected to the output of the rudder sensor δ. Depth Sensor h₂ connected to the second input of the depth estimation filter h₂. Depth Sensor h₃ connected to the second input of the depth estimation filter h₃.

, 2) $$\underset{\_}{{\psi }_3}$$

, 3) $$\underset{\_}{{\psi }_4}$$

, подключены соответственно выходы датчиков глубины: 1) h₁ и h₂, 2) h₂ и h₃, 3) h₁ и h₃, семь блоков диагностики: $$\underset{\_}{{\text{h}}_{\text{1}}}$$

, $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, $$\underset{\_}{{\psi }_1}$$

, $$\underset{\_}{{\psi }_2}$$

, $$\underset{\_}{{\psi }_3}$$

, $$\underset{\_}{{\psi }_4}$$

, к первым входам которых подключены соответственно:To the second and third inputs of three filters for assessing the angle of trim: 1) $$\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_2}$$

, 2) $$\underset{\_}{{\psi }_3}$$

, 3) $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

, respectively, the outputs of the depth sensors are connected: 1) h ₁ and h ₂ , 2) h ₂ and h ₃ , 3) h ₁ and h ₃ , seven diagnostic blocks: $$\underset{\_}{{\text{h}}_{\text{one}}}$$

, $$\underset{\_}{{\text{<figure-callout id="2" label="h" filenames="00000176.png" state="{{state}}">h</figure-callout>}}_{\text{2}}}$$

, $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

, $$\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_2}$$

, $$\underset{\_}{{\psi }_3}$$

, $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

, to the first inputs of which are connected respectively:

,- depth estimation filter output $$\underset{\_}{{\text{h}}_{\text{one}}}$$

,

,- depth estimation filter output $$\underset{}{{\text{h}}_{}}$$$$\underset{\_}{{}_{\text{2}}}$$

,

,- depth estimation filter output $$\underset{\_}{{\text{h}}_{\text{3}}}$$

,

,- output of the trim angle estimation filter $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

,

,- output of the trim angle estimation filter $$\underset{}{{\psi }_{}}$$$$\underset{\_}{{}_2}$$

,

,- output of the trim angle estimation filter $$\underset{\_}{{\psi }_3}$$

,

.- output of the trim angle estimation filter $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

.

, 2) $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, 3) $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, 4) $$\underset{\_}{{\psi }_4}$$

, подключены соответственно три датчика глубины:1) h₁, 2) h₂, 3) h₃, и датчик угла дифферента 4) $$\underset{\_}{{\psi }_1}$$

.To the second input of the four diagnostic blocks: 1) $$\underset{\_}{{\text{h}}_{\text{one}}}$$

, 2) $$\underset{\_}{{\text{<figure-callout id="2" label="h" filenames="00000176.png" state="{{state}}">h</figure-callout>}}_{\text{2}}}$$

, 3) $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, four) $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

, three depth sensors are connected respectively: 1) h ₁ , 2) h ₂ , 3) h ₃ , and the trim angle sensor 4) $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

.

, 2) $$\underset{\_}{{\psi }_3}$$

, 3) $$\underset{\_}{{\psi }_4}$$

подключены соответственно: 1) два датчика глубины h₁, h₂., 2) два датчика глубины h₂, h₃, 3) два датчика глубины h₃, h₁.To the second and third inputs of the three diagnostic blocks 1) $$\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_2}$$

, 2) $$\underset{\_}{{\psi }_3}$$

, 3) $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

respectively connected: 1) two depth sensors h ₁ , h _2. , 2) two depth sensors h ₂ , h ₃ , 3) two depth sensors h ₃ , h ₁ .

In seven diagnostic blocks, seven difference modules are formed:

, $$\left|{\text{h}}_{\text{2}}\text{-}\underset{\_}{{\text{h}}_{\text{2}}}\right|$$

, $$\left|{\text{h}}_{\text{3}}\text{-}\underset{\_}{{\text{h}}_{\text{3}}}\right|$$

, $$\left|{\psi }_{\text{1}}\text{-}\underset{\_}{{\psi }_{\text{1}}}\right|$$

, $$\left|{\psi }_{\text{2}}\text{-}\underset{\_}{{\psi }_{\text{2}}}\right|$$

, $$\left|{\psi }_{\text{3}}\text{-}\underset{\_}{{\psi }_{\text{3}}}\right|$$

, $$\left|{\psi }_{\text{4}}\text{-}\underset{\_}{{\psi }_{\text{4}}}\right|$$

, которые сравниваются с заданными постоянными, если модули разности удовлетворяют условиям (1): $$|\; |\; |{\text{h}}_{\text{one}}\text{-}\underset{\_}{{\text{h}}_{\text{one}}}|\; |\; |$$

, $$|\; |\; |{\text{h}}_{\text{2}}\text{-}\underset{\_}{{\text{<figure-callout id="2" label="h" filenames="00000176.png" state="{{state}}">h</figure-callout>}}_{\text{2}}}|\; |\; |$$

, $$|\; |\; |{\text{h}}_{\text{3}}\text{-}\underset{\_}{{\text{h}}_{\text{3}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{one}}\text{-}\underset{\_}{{\psi }_{\text{one}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{2}}\text{-}\underset{\_}{{\psi }_{\text{2}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{3}}\text{-}\underset{\_}{{\psi }_{\text{3}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{four}}\text{-}\underset{\_}{{\psi }_{\text{four}}}|\; |\; |$$

, which are compared with the given constants, if the difference modules satisfy the conditions (1):

и $$\left|{\psi }_{\text{i}}\text{-}\underset{\_}{{\psi }_{\text{i}}}\right|<C_2^{},\left(1\right)$$

$$|\; |\; |{\text{h}}_{\text{i}}\text{-}\underset{\_}{{\text{h}}_{\text{i}}}|\; |\; |<C_{\mathrm{one}}^{}$$

and $$|\; |\; |{\psi }_{\text{i}}\text{-}\underset{\_}{{\psi }_{\text{i}}}|\; |\; |<{\mathrm{<figure-callout\; id="2"\; label="C"\; filenames="00000176.png"\; state="\{\{state\}\}">C</figure-callout>}}_2^{},\left(\mathrm{one}\right)$$

и оценок угла дифферента $$\underset{\_}{{\psi }_{\text{i}}}$$

), то все эти оценки $$\underset{\_}{{\text{h}}_{\text{i}}}$$

и $${\underset{\_}{\psi }}_{\text{i}}$$

, введенные в блоки диагностики из соответствующих фильтров глубины $$\underset{\_}{{\text{h}}_{\text{i}}}$$

фильтров угла дифферента $${\underset{\_}{\psi }}_{\text{i}}$$

, подключают в блок формирователь средних значений оценок глубины $${\underset{\_}{\text{h}}}_{cp}$$

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

. В случае исправности системы отказоустойчивого управления движением корабля (исправны все четыре датчика h₁, h₂, h₃ и ψ₁ и сети фильтров) в формирователе средних значений оценок глубины $${\underset{\_}{\text{h}}}_{cp}$$

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

получим среднее значение оценок глубины $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}=1/3{\displaystyle \sum (\underset{\_}{h_1}+\underset{\_}{h_2}+\underset{\_}{h_3})}$$

и среднее значение оценок угла дифферента $${\underset{\_}{\psi }}_{cp}=1/3{\displaystyle \sum ({\underset{\_}{\psi }}_1+{\underset{\_}{\psi }}_2+{\underset{\_}{\psi }}_3+{\underset{\_}{\psi }}_3)}$$

. Выход формирователя среднего значения оценки глубины $${\underset{\_}{\text{h}}}_{cp}$$

и среднего значения оценки угла дифферента $${\underset{\_}{\psi }}_{cp}$$

подключен к четвертому входу сумматора.(which confirms the health of the "i" -th sensors and networks for the formation of depth estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

and trim angle estimates $$\underset{\_}{{\psi }_{\text{i}}}$$

), then all these estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

and $${\underset{\_}{\psi }}_{\text{i}}$$

entered into the diagnostic blocks from the corresponding depth filters $$\underset{\_}{{\text{h}}_{\text{i}}}$$

trim angle filters $${\underset{\_}{\psi }}_{\text{i}}$$

connect the shaper of average values of depth estimates to the block $${\underset{\_}{\text{h}}}_{cp}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

. In the case of serviceability of the system of fault-tolerant control of the ship’s movement (all four sensors h ₁ , h ₂ , h ₃ and ψ ₁ and the filter network are operational) in the shaper of average values of depth estimates $${\underset{\_}{\text{h}}}_{cp}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

get the average value of the depth estimates $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}=\mathrm{one}/3{\displaystyle \sum (\underset{\_}{h_{\mathrm{one}}}+\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="h"\; filenames="00000176.png"\; state="\{\{state\}\}">h</figure-callout>}}_2}+\underset{\_}{h_3})}$$

and average value of trim angle estimates $${\underset{\_}{\psi }}_{cp}=\mathrm{one}/3{\displaystyle \sum ({\underset{\_}{\psi }}_{\mathrm{one}}+{\underset{\_}{\psi }}_2+{\underset{\_}{\psi }}_3+{\underset{\_}{\psi }}_3)}$$

. Shaper output of average depth estimate value $${\underset{\_}{\text{h}}}_{cp}$$

and the average value of the trim angle estimate $${\underset{\_}{\psi }}_{cp}$$

connected to the fourth input of the adder.

The output of the adder is connected to the input of the steering gear.

a) At the entrance of the steering gear (in the case when the automatic control of the ship’s movement in depth is set in the SAUD), the law of control of the ship’s movement in depth is formed, having the form (similar to the law adopted in the prototype):

, $$d/dt\_{\delta }_{sd}=K_{\mathrm{one}a}(\underset{\_}{h_{cp}}-\underset{\_}{h_{sd}})+K_{2a}d/dt\underset{\_}{h_{{}_{cp}}}-{\mathrm{TO}}_{3a}\delta \left(2\right)$$

,

- среднее значение оценки глубины (подключено к четвертому входу сумматора с выхода блока формирователя средних значений оценок глубины $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp})$$

,Where $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

- the average value of the depth assessment (connected to the fourth input of the adder from the output of the block shaper average values of depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp})$$

,

- заданное значение глубины (подключено к третьему входу сумматора с выхода задатчика глубины h_зд и угла дифферента ψ_зд), $$\underset{\_}{{\text{h}}_{\text{healthy}}}$$

- the predetermined depth value (connected to the third input of the adder output setpoint _bld depth h and the trim angle ψ _zd),

- производная от оценки среднего значения глубины (подключена к второму входу сумматора с выхода блока дифференцирования), $$d/dt\underset{\_}{{\text{h}}_{\text{cp}}}$$

- the derivative of the assessment of the average depth (connected to the second input of the adder from the output of the differentiation block),

δ - rudder angle (connected to the first input of the adder from the output of the rudder sensor),

δ _rear - the specified value of the steering angle,

d / dt_δ _zd - is introduced from the adder output to the input of the steering drive,

To _{1a, 2a, 3a} - constant regulation coefficients.

b) At the input of the steering gear (in the case of setting the automatic control of the ship’s movement along the trim angle), the law of controlling the ship’s motion along the trim angle is formed, having the form:

, $$d/dt\_{\delta }_{sd}=K_{\mathrm{one}a}({\underset{\_}{\psi }}_{\mathrm{from}R}-{\psi }_{sd})+K_{2a}d/dt{\underset{\_}{\psi }}_{\mathrm{from}R}-{\mathrm{TO}}_3\delta \left(2\mathrm{but}\right)$$

,

- среднее значение оценки угла дифферента (подключено к четвертому входу сумматора с выхода блока формирователя средних значений оценок глубины $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

),Where $${\underset{\_}{\psi }}_{cp}$$

- the average value of the estimation of the angle of the trim (connected to the fourth input of the adder from the output of the block shaper average values of depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

),

ψ _rear - set value of the angle of the trim (connected to the third input of the adder from the output of the master depth h _rear and the angle of the trim ψ _rear ),

- производная от оценки среднего значения угла дифферента (подключена к второму входу сумматора с выхода блока дифференцирования, вход которого подключен к выходу формирователя средних значений оценок глубины $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

), $$d/dt\underset{\_}{{\psi }_{\text{cp}}}$$

- the derivative of the average value of the angle of the trim (connected to the second input of the adder from the output of the differentiation unit, the input of which is connected to the output of the shaper of the average values of the depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

),

δ - rudder angle (connected to the first adder input from the rudder sensor),

δ _rear - set value of the steering angle

d / dt_δ _zd - is formed at the output of the adder (which is connected to the input of the steering gear),

K _1,2,3 - constant regulation coefficients.

The fail-safe control system for the movement of the ship is illustrated by drawings.

The figure 1 shows a block diagram of a fail-safe control system for the movement of the ship, which contains:

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

- 24.rudder sensor δ - 1, depth sensor h ₁ - 2, trim angle sensor ψ - 3, steering gear - 4, adjuster of depth and angle of trim h _rear , ψ _rear - 5, depth estimation filter h ₁ - 6, trim angle estimation filter ψ ₁ - 1, adder - 8, differentiation unit - 9, second and third depth sensors h ₂ and h ₃ - 10, 11, depth estimation filter h ₂ - 12, depth estimation filter h ₃ - 13, trim angle estimation filter ψ _two - 14, trim angle estimating filter ψ ₃ - 15, trim angle estimating filter ψ ₄ - 16, seven diagnostic blocks 17-23, shaper averages depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

- 24.

Object of control - ship - 25.

The implementation of the system in question is possible on the basis of:

- analog computing elements using discrete logic elements,

- using digital technology,

- sensors should be used commercially available by our industry with a measurement accuracy of no worse than 0.5 °,

- depth assessment and trim angle estimation filters include electronic models of the ship’s motion with constant transmission coefficients (an adaptive electronic model of the ship’s motion can also be used),

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

- 24 - целесообразно реализовывать в форме программно-аппаратных модулей.- diagnostic blocks and shaper of average values of depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

- 24 - it is advisable to implement in the form of software and hardware modules.

Features of the system fail-safe control of the movement of the ship.

, $$\underset{\_}{\psi }\underset{\_}{{}_{\text{i}}}$$

(используются датчики 1, 2, 3, 10, 11, фильтры 6, 7, 12-16 и формирователь 24).1. Formation of assessments of the measured information - $$\underset{\_}{{\text{h}}_{\text{i}}}$$

, $$\underset{\_}{\psi }\underset{\_}{{}_{\text{i}}}$$

(sensors 1, 2, 3, 10, 11, filters 6, 7, 12-16 and driver 24 are used).

оценки угла дифферента $$\underset{\_}{\psi }\underset{\_}{{}_{\text{i}}}$$

вырабатываются в семи фильтрах 6, 7, 12-16 с использованием электронной модели движения корабля по глубине и углу дифферента.Ship Depth Estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

trim angle estimates $$\underset{\_}{\psi }\underset{\_}{{}_{\text{i}}}$$

are developed in seven filters 6, 7, 12-16 using an electronic model of the ship's movement along the depth and angle of the trim.

. На первый вход трех фильтров оценки глубины: $$\underset{\_}{{\text{h}}_{\text{1}}}$$

- 6, $${\underset{\_}{h}}_2-12$$

и $${\underset{\_}{h}}_{\underset{\_}{3}}-13$$

подключен выход датчика руля δ - 1, вторые входы этих трех фильтров оценки глубины соединены соответственно с:a) Formation of depth estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

. At the first input of three depth estimation filters: $$\underset{\_}{{\text{h}}_{\text{one}}}$$

- 6, $${\underset{\_}{h}}_2-12$$

and $${\underset{\_}{h}}_{\underset{\_}{3}}-13$$

the rudder sensor output δ - 1 is connected, the second inputs of these three depth estimation filters are connected respectively to:

- the output of the depth sensor h ₁ - 2 (connected to the filter depth assessment - 6),

- the output of the depth sensor h ₂ -_ 10 (connected to the filter depth assessment - 12),

- the output of the depth sensor h ₃ - 11 (connected to the filter depth assessment - 13).

. На первый вход четырех фильтров угла дифферента: ψ₁ - 7, ψ₂ - 14, ψ₃ - 15, ψ₄ - 16, подключен выход датчика руля δ - 1. На второй вход фильтра оценки угла дифферента - 7 подключен выход датчика угла дифферента ψ₁ - 3. Второй и третий входы остальных трех фильтров оценки угла дифферента соединены с:b) Formation of estimates of the angle of trim - $${\underset{\_}{\psi }}_{\underset{\_}{\text{i}}}$$

. The output of the four trim angle filters: ψ ₁ - 7, ψ ₂ - 14, ψ ₃ - 15, ψ ₄ - 16, the output of the rudder sensor δ - 1. The output of the trim angle estimation filter - 7 is connected to the output of the trim angle sensor ψ ₁ - 3. The second and third inputs of the remaining three filters for evaluating the angle of the trim are connected to:

- depth sensors h ₁ - 2. and h ₂ - 10 (connected to the filter estimates the angle of trim - 14),

- depth sensors h ₂ - 10 and h ₃ - l1 (connected to the filter estimates the angle of trim - 15),

- depth sensors h ₁ - 2 and h ₃ - 11 (connected to the filter estimates the angle of the trim - 16),

и оценок угла дифферента $${\underset{\_}{\psi }}_{\text{i}}$$

в формирователе - 24 (используются три датчика глубины: 2, 10, 11, и датчик угла дифферента 3, семь блоков диагностики 17-23 и формирователь средних значений оценок глубины $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и средних значений оценок угла дифферента $${\underset{\_}{\psi }}_{cp}$$

- 24).2. Formation of depth estimates $${\underset{\_}{\text{h}}}_i{}_{}$$

and trim angle estimates $${\underset{\_}{\psi }}_{\text{i}}$$

in the shaper - 24 (three depth sensors are used: 2, 10, 11, and a trim angle sensor 3, seven diagnostic blocks 17-23 and a shaper of average values of depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

- 24).

,a) In the diagnostic blocks 17, 19, 20, the difference module is calculated: $$|\; |\; |h_i-\underset{\_}{h_i}|\; |\; |$$

,

if the modulus of the difference in depth is less than the allowable value of With _h :

, $$|\; |\; |h_i-\underset{\_}{h_i}|\; |\; |<C_h(3)$$

,

в формирователь средних значений $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

- 24,then the output of this “i” diagnostic unit will receive a depth estimate $${\underset{\_}{\text{h}}}_i$$

into the average shaper $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

- 24,

if the condition is satisfied:

, $$|\; |\; |{\text{h}}_{\text{i}}\text{-}\underset{\_}{{\text{h}}_{\text{i}}}|\; |\; |\ge C_h(3a)$$

,

в формирователь средних значений $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

- 24,then the output of this “i” diagnostic unit will not receive a depth estimate $${\underset{\_}{\text{h}}}_i$$

into the average shaper $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

- 24,

, $$\left|{\psi }_{\text{2}}\text{-}\underset{\_}{{\psi }_{\text{2}}}\right|$$

, $$\left|{\psi }_{\text{3}}\text{-}\underset{\_}{{\psi }_{\text{3}}}\right|$$

и $$\left|{\psi }_{\text{4}}\text{-}\underset{\_}{{\psi }_{\text{4}}}\right|$$

,b) In the diagnostic blocks 18, 21, 22 and 23, the difference module is formed: $$|\; |\; |{\psi }_{\text{one}}\text{-}\underset{\_}{{\psi }_{\text{one}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{2}}\text{-}\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_{\text{2}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{3}}\text{-}\underset{\_}{{\psi }_{\text{3}}}|\; |\; |$$

and $$|\; |\; |{\psi }_{\text{four}}\text{-}\underset{\_}{{\psi }_{\text{four}}}|\; |\; |$$

,

if the modulus of the difference in the angle of the trim is less than the permissible value of Cψ:

, $$|\; |\; |{\psi }_{\mathrm{one}}-\underset{\_}{{\psi }_{\mathrm{one}}}|\; |\; |<C\psi \left(\mathrm{four}\right)$$

,

в формирователь средних значений оценок глубины $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и угла дифферента $${\underset{\_}{\psi }}_{\underset{\_}{cp}}$$

- 24,then, from the output of this “i” diagnostic unit, an assessment of the trim angle $$\underset{\_}{\psi }\underset{\_}{{}_{\text{i}}}$$

shaper of average values of depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim angle $${\underset{\_}{\psi }}_{\underset{\_}{cp}}$$

- 24,

if the condition is satisfied:

, $$|\; |\; |{\psi }_{\text{i}}\text{-}\underset{\_}{{\psi }_{\text{i}}}|\; |\; |\ge C\psi \left(\mathrm{four}a\right)$$

,

с «i» блока диагностики 18, или 21, или 22, или 23 не вводятся в формирователь 24.then the trim angle estimates are $${\underset{\_}{\psi }}_{\underset{\_}{\text{i}}}$$

with "i" of the diagnostic unit 18, or 21, or 22, or 23 are not entered into the driver 24.

3. Obtaining the average values of the estimates of the depth h _cp and estimates of the angle of the trim ψ _cf (the shaper of the average values of the estimates of the depth h _cp and the estimates of the angle of the ψ _cp - 24)

и дифферентам $$\underset{\_}{\psi }\underset{\_}{{}_{cp}}$$

- 24 (в формирователе 24 в этом случае вычисляется среднее значение оценки глубины и дифферента):a) In the case of normal navigation conditions (all CAUD control channels are operational) in seven diagnostic blocks 17-23 conditions (3) and (4) are satisfied, therefore, three depth assessments and four trim angle assessments are entered into the imager of the average depth assessment value $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim $$\underset{\_}{\psi }\underset{\_}{{}_{cp}}$$

- 24 (in the former 24 in this case, the average value of the depth and trim estimate is calculated):

, $$\underset{\_}{\psi }\underset{\_}{{}_{cp}}={\displaystyle \sum (\underset{\_}{\psi }\underset{\_}{{}_1}+\underset{\_}{\psi }\underset{\_}{{}_2}+\underset{\_}{\psi }\underset{\_}{{}_3}+{\underset{\_}{\psi }}_{\underset{\_}{4}})}/4\left(5\right)$$

, $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}={\displaystyle \sum (\underset{\_}{h_{\mathrm{one}}}+\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="h"\; filenames="00000176.png"\; state="\{\{state\}\}">h</figure-callout>}}_2}+\underset{\_}{h_3})}/3$$

, $$\underset{\_}{\psi }\underset{\_}{{}_{cp}}={\displaystyle \sum (\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{one}}}+\underset{\_}{\psi }\underset{\_}{{}_2}+\underset{\_}{\psi }\underset{\_}{{}_3}+{\underset{\_}{\psi }}_{\underset{\_}{\mathrm{four}}})}/\mathrm{four}\left(5\right)$$

,

, $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, $$\underset{\_}{{\text{h}}_{\text{3}}}$$

- оценки глубины, вычисленные в фильтрах 6, 12, 13,Where $$\underset{\_}{{\text{h}}_{\text{one}}}$$

, $$\underset{\_}{{\text{<figure-callout id="2" label="h" filenames="00000176.png" state="{{state}}">h</figure-callout>}}_{\text{2}}}$$

, $$\underset{\_}{{\text{h}}_{\text{3}}}$$

- depth estimates calculated in filters 6, 12, 13,

, $$\underset{\_}{{\psi }_2}$$

, $$\underset{\_}{{\psi }_3}$$

, $$\underset{\_}{{\psi }_4}$$

- оценки угла дифферента, вычисленные в фильтрах 7, 14, 15, 16. $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

, $$\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_2}$$

, $$\underset{\_}{{\psi }_3}$$

, $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

- estimates of the angle of the trim calculated in the filters 7, 14, 15, 16.

The output of the shaper of the average values for estimating the depth and angle of trim 24 is connected to the fourth input of the adder 8. At the output of the adder 8, a steering control law is generated in accordance with dependence (2) or (2a). The output of the adder 8 is connected to the input of the steering gear 4, while the ship is moving at a given depth or with a given trim angle (depending on the control mode set in the SAUD for a given swimming depth or with a given trim angle).

и $${\underset{\_}{\psi }}_{\text{i}}$$

) в блоках диагностики удовлетворяется условие (3а) и/или (4а), при этом в формирователе среднего значения оценки глубины $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и дифферента $$\underset{\_}{{\psi }_{\text{cp}}}$$

24 вычисляется среднее значение оценки глубины и дифферента с использованием оценок $$\underset{\_}{{\text{h}}_{\text{i}}}$$

и $${\underset{\_}{\psi }}_{\underset{\_}{\text{i}}}$$

только исправных каналов.b) In the event of a failure in one of the sensors 2, or 3, or 10, or 11 (channels for generating estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

and $${\underset{\_}{\psi }}_{\text{i}}$$

) in the diagnostic blocks, condition (3a) and / or (4a) is satisfied, while in the shaper of the average value of the depth estimate $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim $$\underset{\_}{{\psi }_{\text{cp}}}$$

24 calculates the average value of the assessment of depth and trim using estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

and $${\underset{\_}{\psi }}_{\underset{\_}{\text{i}}}$$

only serviceable channels.

b ₁ ) Failure in the sensor h ₁ - 2:

- in the diagnostic unit 17, the dependence (3a) was realized:

, $$|\; |\; |{\text{h}}_{\text{one}}\text{-}\underset{\_}{{\text{h}}_{\text{one}}}|\; |\; |\ge C_h(3a_{\mathrm{one}})$$

,

- in the diagnostic unit 21, the dependence (4a) was realized:

, $$|\; |\; |{\psi }_{\text{2}}\text{-}\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_{\text{2}}}|\; |\; |\ge C\psi (\mathrm{four}{a}_{\mathrm{one}})$$

,

- in the diagnostic unit 23, the dependence (4a) was realized:

, $$|\; |\; |{\psi }_{\text{four}}\text{-}\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_{{}_{\text{2}}}}|\; |\; |\ge C\psi ,(\mathrm{four}{a}_{\mathrm{eleven}})$$

,

where: ψ ₂ is the measured trim angle (ψ ₂ = (h ₁ -h ₂ ) / L is calculated in the filter 14 using the measured depths: h ₁ from the sensor 2, h ₂ from the sensor 10, which is introduced from the filter 14 into the diagnostic unit 21)

- оценка угла дифферента ψ₂ (вычисляется в фильтре 14 с использованием динамической модели движения корабля по дифференту), $${\underset{\_}{\psi }}_{\text{2}}$$

- assessment of the angle of trim ψ ₂ (calculated in the filter 14 using a dynamic model of the movement of the ship along the trim),

ψ ₄ - the measured trim angle (ψ ₄ = (h ₁ -h ₃ ) / L _{1 is} calculated in the filter 16 using the measured depths: h ₁ from the sensor 2, h ₃ from the sensor 11, which is entered from the filter 16 into the diagnostic unit 23)

- оценка угла дифферента ψ₄ (вычисляется в фильтре 16 с использованием динамической модели движения корабля по дифференту), $${\underset{\_}{\psi }}_{\text{four}}$$

- assessment of the angle of the trim ψ ₄ (calculated in the filter 16 using a dynamic model of the ship's movement along the trim),

L is the distance between the sensors 2 and 10,

L ₁ - the distance between the sensors 2 and 11.

и дифферента $${\underset{\_}{\psi }}_{cp}$$

в формирователе среднего значения оценки глубины и дифферента 24 вычисляется в виде:Depth Assessment Average $${\underset{\_}{\text{h}}}_{\mathrm{from}R}$$

and trim $${\underset{\_}{\psi }}_{cp}$$

in the shaper of the average value of the assessment of depth and trim 24 is calculated as:

, $${\psi }_{cp}=(\underset{\_}{{\psi }_1}+{\underset{\_}{\psi }}_3)/\mathrm{2,}\left(5_1\right)$$

. $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}=(\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="h"\; filenames="00000176.png"\; state="\{\{state\}\}">h</figure-callout>}}_2}+{\underset{\_}{h}}_3)/2$$

, $${\psi }_{cp}=(\underset{\_}{{\psi }_{\mathrm{one}}}+{\underset{\_}{\psi }}_3)/2\left(5_{\mathrm{one}}\right)$$

.

The average value of the depth estimate - h _cf (5 ₁ ) will go to adder 8 only when the ship controls the depth of the ship (see dependence (2)).

The average value of the assessment of the angle of the trim - ψ _cf (5 ₁ ) will go to the adder 8 only in the mode of controlling the movement of the ship along the angle of the trim (see dependence (2a)).

b ₂ ) Failure in the depth sensor h ₂ - 10:

- in the diagnostic unit 19, the dependence (3a) was realized:

, $$|\; |\; |{\text{h}}_{\text{2}}\text{-}{\underset{\_}{\text{h}}}_2|\; |\; |\ge C_h(3a_2)$$

,

- in the diagnostic unit 21, the dependence (4a) was realized:

, $$|\; |\; |{\psi }_{\text{2}}\text{-}{\underset{\_}{\psi }}_2|\; |\; |\ge C\psi (\mathrm{four}{a}_2)$$

,

- in the diagnostic unit 22, the dependence (4a) was realized:

, $$|\; |\; |{\psi }_{\text{3}}\text{-}{\underset{\_}{\psi }}_3|\; |\; |\ge C\psi (\mathrm{four}{a}_2{}_{\mathrm{one}})$$

,

where: ψ ₂ is the measured trim angle (ψ ₂ = (h ₁ -h ₂ ) / L is calculated in the filter 14 using the measured depths: h ₁ from the sensor 2, h ₂ from the sensor 10, ψ ₂ from the filter 14 is entered into the block Diagnostics 21)

- оценка угла дифферента ψ₂ (вычисляется в фильтре 14 с использованием динамической модели движения корабля по дифференту), $${\underset{\_}{\psi }}_{\text{2}}$$

- assessment of the angle of trim ψ ₂ (calculated in the filter 14 using a dynamic model of the movement of the ship along the trim),

ψ ₃ - the measured trim angle (ψ ₃ = (h ₁ -h ₃ ) / L _{2 is} calculated in the filter 15 using the measured depths: h ₁ from the sensor 2, h ₃ from the sensor 11, ψ ₃ from the filter 15 is entered into the diagnostic unit 22)

- оценка угла дифферента $${\underset{\_}{\psi }}_{\text{3}}$$

(вычисляется в фильтре 15 с использованием динамической модели движения корабля по дифференту), $${\underset{\_}{\psi }}_{\text{3}}$$

- assessment of the trim angle $${\underset{\_}{\psi }}_{\text{3}}$$

(calculated in filter 15 using a dynamic model of the ship’s movement along the trim),

L is the distance between the sensors 2 and 10,

L ₂ - the distance between the sensors 2 and 11.

и дифферента $${\underset{\_}{\psi }}_{\underset{\_}{cр}}$$

в формирователе среднего значения оценки глубины и дифферента 24 примет вид:Depth Assessment Average $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim $${\underset{\_}{\psi }}_{\underset{\_}{cR}}$$

in the shaper of the average value for assessing the depth and trim 24 will take the form:

, $${\psi }_{cp}=(\underset{\_}{{\psi }_1}+{\underset{\_}{\psi }}_4)/2\left(5_2\right)$$

. $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}=(\underset{\_}{h_{\mathrm{one}}}+{\underset{\_}{h}}_3)/2$$

, $${\psi }_{cp}=(\underset{\_}{{\psi }_{\mathrm{one}}}+{\underset{\_}{\psi }}_{\mathrm{four}})/2\left(5_2\right)$$

.

b ₃ ) Failure in the sensor depth h ₃ - 11:

- in the diagnostic unit 20, the dependence (3a) was realized:

, $$|\; |\; |{\text{h}}_{\text{3}}\text{-}{\underset{\_}{\text{h}}}_3|\; |\; |\ge C_h(3a_3)$$

,

- in the diagnostic unit 23, the dependence (4a) was realized:

, $$|\; |\; |{\psi }_{\text{four}}\text{-}{\underset{\_}{\psi }}_{\mathrm{four}}|\; |\; |\ge C\psi (\mathrm{four}{a}_3)$$

,

-. in the diagnostic unit 22, the dependence (4a) was realized:

, $$|\; |\; |{\psi }_{\text{3}}\text{-}{\underset{\_}{\psi }}_3|\; |\; |\ge C\psi (\mathrm{four}{a}_{31})$$

,

where: ψ ₄ is the measured trim angle (ψ ₄ = (h ₁ -h) / L is calculated in the filter 16 using the measured depths: h ₁ from the sensor 2, h ₃ from the sensor 11, ψ ₄ from the filter 16 is entered into the diagnostic unit 22)

- оценка угла дифферента $${\underset{\_}{\psi }}_{\text{4}}$$

(вычисляется в фильтре 16 с использованием динамической модели движения корабля по углу дифферента), $${\underset{\_}{\psi }}_{\text{four}}$$

- assessment of the trim angle $${\underset{\_}{\psi }}_{\text{four}}$$

(calculated in filter 16 using a dynamic model of the ship’s movement along the trim angle),

ψ ₃ - the measured trim angle (ψ ₃ = (h ₂ -h ₃ ) / L _{2 is} calculated in the filter 15 using the measured depths: h ₂ from the sensor 10, h ₃ from the sensor 11, ψ ₃ from the filter 15 is entered into the diagnostic unit 22)

- оценка угла дифферента ψ₃ (вычисляется в фильтре 15 с использованием динамической модели движения корабля по углу дифферента), $${\underset{\_}{\psi }}_{\text{3}}$$

- assessment of the angle of trim ψ ₃ (calculated in the filter 15 using a dynamic model of the movement of the ship along the angle of the trim),

L is the distance between the sensors 2 and 11,

L ₂ is the distance between the sensors 10 and 11.

и дифферента $${\underset{\_}{\psi }}_{\underset{\_}{cp}}$$

в формирователе среднего значения оценки глубины и дифферента 24 примет вид:Depth Assessment Average $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim $${\underset{\_}{\psi }}_{\underset{\_}{cp}}$$

in the shaper of the average value for assessing the depth and trim 24 will take the form:

, $${\psi }_{cp}=(\underset{\_}{{\psi }_1}+{\underset{\_}{\psi }}_3)/2\left(5_3\right)$$

. $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}=(\underset{\_}{h_{\mathrm{one}}}+{\underset{\_}{h}}_3)/2$$

, $${\psi }_{cp}=(\underset{\_}{{\psi }_{\mathrm{one}}}+{\underset{\_}{\psi }}_3)/2\left(5_3\right)$$

.

d) Failure in the trim angle sensor ψ ₁ - 3:

in the block of diagnostics 7 the dependency is fulfilled:

. $$|\; |\; |{\psi }_{\text{one}}\text{-}{\underset{\_}{\psi }}_{\underset{\_}{\mathrm{one}}}|\; |\; |\ge C\psi (\mathrm{four}{a}_{\mathrm{four}})$$

.

и дифферента $${\underset{\_}{\psi }}_{cp}$$

в формирователе среднего значения оценки глубины и дифферента 24 примет вид:Depth Assessment Average $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim $${\underset{\_}{\psi }}_{cp}$$

in the shaper of the average value for assessing the depth and trim 24 will take the form:

, $${\psi }_{cp}=(\underset{\_}{{\psi }_2}+\underset{\_}{{\psi }_3}+\underset{\_}{\psi }\underset{\_}{{}_4)/3}\left(5a_4\right)$$

. $${\underset{\_}{\text{h}}}_{\underset{\_}{cp}}=(\underset{\_}{h_{\mathrm{one}}}\underset{\_}{+}\underset{\_}{h}\underset{\_}{{}_2+h_3})/3$$

, $${\psi }_{cp}=(\underset{\_}{{\mathrm{<figure-callout\; id="2"\; label="\psi "\; filenames="00000176.png"\; state="\{\{state\}\}">\psi </figure-callout>}}_2}+\underset{\_}{{\psi }_3}+\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{four}})/3}\left(5a_{\mathrm{four}}\right)$$

.

4. Control of the movement of the ship in the depth or angle of the trim.

The proposed SAUD provides for two modes of controlling the movement of the ship:

- transitions to a predetermined depth value and subsequent stabilization on it - $${\underset{\_}{h}}_{cp}={\underset{\_}{h}}_{sd},$$

- according to the angle of the trim with subsequent stabilization on this angle of the trim ψ _sr = ψ _rear .

Consider the control mode in depth.

The boatswain in the setpoint depth and angle trim 5 sets the desired control mode.

a) Sets the master 5 to the desired cruising depth of the ship h _rear , while in this system the law (2) of automatic control of the steering gear 4 is formed, which takes the ship to a given depth and keeps the ship at a given depth.

Consider the operations that are performed in the system.

The input of the adder 8 is connected:

- a predetermined depth h _rear (from the dial depth 5),

- the rate of change of depth d / dt h _cp from the differentiation unit 9, the input of which receives an estimate of the average depth from the shaper 24),

- rudder angle δ (from rudder sensor 1),

(с формирователя среднего значения оценок глубин $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

и угла дифферента ψ_ср - 24).- average value of depth estimates - $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

(from the shaper of the average value of the depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim angle ψ _sr - 24).

The adder 8 forming the control law (2), which is realized on the steering gear inlet 4, thereby providing movement of the ship at a predetermined depth h _zd.

b) Sets the given trim angle ψ _rear , while in the system under consideration the law (2a) of automatic control of the steering gear 4 is formed, which displays the ship at the given trim angle and holds the ship at the given trim angle.

Consider the operations that are performed in the system. The input of the adder 8 is connected:

- a given angle of trim - ψ _rear (from the depth gauge and trim 5),

- the derivative of the estimate of the average angle of the trim - d / dt_ψ _cp (from the differentiation unit 9, the input of which receives the estimate of the average value of the angle of the trim ψ _cf from the shaper 24),

- rudder angle - δ (from rudder sensor 1),

и угла дифферента ψ_ср - 24);- the average value of the estimates of the angle of the trim - ψ _cf (from the shaper of the average value of the estimates of the depths $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and trim angle ψ _sr - 24);

In the adder 8, the control law (2a) is generated, which is fed to the input of the steering gear 4, thereby ensuring the movement of the ship with a given trim angle ψ _rear .

The simulation of the above system confirmed the effectiveness of the proposed fail-safe control system.

Fig. 2 and 3 show the results of modeling filtering algorithms in the event of a failure of one of the depth sensors in a typical SAUD and in the fault-tolerant ship motion control system, which was discussed above.

Claims (1)

A fail-safe control system for the movement of the ship, containing a differentiation unit, rudder sensor δ, depth sensor h ₁ , trim angle sensor ψ ₁ , steering gear, adjuster for depth h _rear and trim angle ψ _rear , adder, to the first input of which the steering wheel sensor δ is connected, the second input-output of the differentiation unit, the third input is the setter depth h _rear and trim angle ψ _rear , the adder output is connected to the input of the steering gear, the depth estimation filter $${\underset{\_}{\text{h}}}_{\text{one}}$$

at the input of which a depth sensor h ₁ and a rudder sensor δ are connected, a trim angle estimation filter $${\underset{\_}{\psi }}_{\mathrm{one}}$$

, the input of which is connected to the trim angle sensor ψ ₁ and the rudder sensor δ, differs in that the following are entered into the system: depth sensor h ₂ , depth sensor h ₃ , depth estimation filter $$\underset{\_}{{\text{h}}_{\text{2}}}$$

depth rating filter $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, trim angle estimation filter $$\underset{\_}{{\psi }_2}$$

, trim angle estimation filter $$\underset{\_}{{\psi }_3}$$

, trim angle estimation filter $$\underset{\_}{{\psi }_{\mathrm{four,}}}$$

, on the first input of each of the five filters: $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, $$\underset{\_}{{\psi }_2}$$

, $$\underset{\_}{{\psi }_3}$$

, $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

the rudder sensor output δ is connected, the depth sensor h _{2 is} connected to the second input of the depth estimation filter h ₂ , the depth sensor h _{3 is} connected to the second input of the depth estimation filter h ₃ , to the second and third inputs of the three trim angle estimation filters: 1) $$\underset{\_}{{\psi }_2}$$

, 2) $$\underset{\_}{{\psi }_3}$$

, 3) $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

the outputs of two depth sensors are connected respectively: 1) h ₁ and h ₂ , 2) h ₂ and h ₃ , 3) h ₁ and h ₃ ; depth estimator $${\underset{\_}{h}}_{cp}$$

and trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

; seven diagnostic blocks: $$\underset{\_}{{\text{h}}_{\text{one}}}$$

, $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

, $$\underset{\_}{{\psi }_2}$$

, $$\underset{\_}{{\psi }_3}$$

, $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

, to the first inputs of which are connected respectively: the output of the depth estimation filter $$\underset{\_}{{\text{h}}_{\text{one}}}$$

depth filter output $$\underset{\_}{{\text{h}}_{\text{2}}}$$

depth filter output $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, trim angle estimation filter output $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

, trim angle estimation filter output $$\underset{\_}{{\psi }_2}$$

, trim angle estimation filter output $$\underset{\_}{{\psi }_3}$$

, trim angle estimation filter output $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

; to the second input of four diagnostic blocks: 1) $$\underset{\_}{{\text{h}}_{\text{one}}}$$

, 2) $$\underset{\_}{{\text{h}}_{\text{2}}}$$

, 3) $$\underset{\_}{{\text{h}}_{\text{3}}}$$

, four) $$\underset{\_}{{\psi }_{\text{one}}}$$

Three depth sensors are connected respectively: 1) h ₁ , 2) h ₂ , 3) h ₃ and the trim angle sensor 4) ψ ₁ ; to the second and third inputs of three filters for assessing the angle of trim: 1) $$\underset{\_}{{\psi }_2}$$

, 2) $$\underset{\_}{{\psi }_3}$$

, 3) $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

respectively connected: a) two depth sensors h ₁ , h ₂ , b) two depth sensors h ₂ , h ₃ , 3) two depth sensors h ₃ , h ₁ ; in seven diagnostic blocks, seven difference modules are formed:
$$|\; |\; |{\text{h}}_{\text{one}}\text{-}\underset{\_}{{\text{h}}_{\text{one}}}|\; |\; |$$

, $$|\; |\; |{\text{h}}_{\text{2}}\text{-}\underset{\_}{{\text{h}}_{\text{2}}}|\; |\; |$$

, $$|\; |\; |{\text{h}}_{\text{3}}\text{-}\underset{\_}{{\text{h}}_{\text{3}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{one}}\text{-}\underset{\_}{{\psi }_{\text{one}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{2}}\text{-}\underset{\_}{{\psi }_{\text{2}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{3}}\text{-}\underset{\_}{{\psi }_{\text{3}}}|\; |\; |$$

, $$|\; |\; |{\psi }_{\text{four}}\text{-}\underset{\_}{{\psi }_{\text{four}}}|\; |\; |$$

;
if all seven difference modules satisfy the conditions:
$$|\; |\; |{\text{h}}_{\text{i}}\text{-}\underset{\_}{{\text{h}}_{\text{i}}}|\; |\; |<C_{\mathrm{one}}^{}$$

and | ψ _i - ψ _i | <C ₂ ,
then estimates $$\underset{\_}{{\text{h}}_{\text{i}}}$$

and $${\underset{\_}{\psi }}_i$$

from appropriate depth filters $$\underset{\_}{{\text{h}}_{\text{i}}}$$

and trim angle filters $${\underset{\_}{\psi }}_i$$

, through the diagnostic blocks, they are connected to the block shaper of average values of depth estimates $${\underset{\_}{\text{h}}}_{cp}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

where the average values are calculated:
$${\underset{\_}{\text{h}}}_{cp}$$

= ( $$\underset{\_}{{\text{h}}_{\text{one}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{2}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{3}}}$$

) / 3 and $${\underset{\_}{\psi }}_{cp}$$

= ( $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

+ $$\underset{\_}{{\psi }_2}$$

+ $$\underset{\_}{{\psi }_3}$$

+ $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

)/four,
a) at the entrance of the steering gear (in the case of setting the automatic control of the ship’s movement in depth in the automated control system), the law of controlling the ship’s movement in depth (2) is formed:
$$d/dt\_{\delta }_{sd}=K_{\mathrm{one}a}(\underset{\_}{h_{cp}}-\underset{\_}{h_{sd}})+K_{2a}d/dt\underset{\_}{h_{{}_{cp}}}-{\mathrm{TO}}_{3a}\delta ,\left(2\right)$$

,
Where $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

- the average value of the depth assessment, which is entered on the fourth input of the adder from the output of the shaper of the average values of the depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

,
$$\underset{\_}{{\text{h}}_{\text{healthy}}}$$

- set value of depth,
$$d/dt\underset{\_}{{\text{h}}_{\text{cp}}}$$

- derivative of the estimate of the average value of the depth estimate $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

,
δ is the angle of the steering wheel,
δ _rear - the specified value of the steering angle,
To _{1a, 2a, 3a} - constant regulation coefficients,
b) at the input of the steering gear (in the case of setting the automatic control of the ship’s movement along the trim angle), the law of controlling the ship’s motion along the trim angle is formed:
$$\text{d / dt\_}{\delta }_{\text{healthy}}={\text{K}}_{\text{one}}\text{(}{\underset{\_}{\psi }}_{\text{wed}}\text{-}{\psi }_{\text{healthy}}\text{)}+{\text{K}}_{\text{2}}\text{d / dt}{\underset{\_}{\psi }}_{\text{wed}}{\text{-TO}}_{\text{3}}\delta ,\left(\text{2a}\right)$$

,
Where $${\underset{\_}{\psi }}_{cp}$$

- the average value of the evaluation of the angle of the trim, which is introduced to the fourth input of the adder from the output of the shaper of the average values of the depth estimates $$\underset{\_}{{\text{h}}_{\text{cp}}}$$

and average values of trim angle estimates $${\underset{\_}{\psi }}_{cp}$$

,
ψ _rear - the set value of the angle of the trim,
$$d/dt{\underset{\_}{\psi }}_{\mathrm{from}R}$$

- the derivative of the average value of the angle of trim,
δ is the angle of the steering wheel,
δ _zd - setpoint steering angle or d / dt_δ _zd,
K _{1, 2, 3.} - constant regulation coefficients,
if not all seven difference modules satisfy conditions (1), and some satisfy condition (3) and or (4):
| h _i - $$\underset{\_}{{\text{h}}_{\text{i}}}$$

| | | ≥ C ₁ ,
| ψ _i - ψ _i | ≥C ₂ ,
then in the diagnostic blocks $$\underset{\_}{\text{h}}\underset{\_}{{}_i}$$

and $${\underset{\_}{\psi }}_{\text{i}}$$

in which the difference modules satisfy conditions (3) or (4), these estimates are disabled $$\underset{\_}{{\text{h}}_{\text{i}}}$$

, $${\underset{\_}{\psi }}_{\text{i}}$$

from the shaper of average values of depth estimates - $$\underset{\_}{h_{cp}}$$

and trim angle - $${\underset{\_}{\psi }}_{cp}$$

:
a) when the depth sensor h ₁ fails in three diagnostic blocks: h ₁ , ψ ₂ , and ψ _4, condition (3), (4) is satisfied:
| h ₁ - h ₁ | ≥ C _h , | ψ ₂ - ψ ₂ | ≥Cψ, | ψ ₄ - ψ ₄ | ≥Cψ,
while in the shaper of the average values of the estimates of the depth and angle of the trim will be:
$$\underset{\_}{h_{cp}}$$

= 1/2 ( $$\underset{\_}{{\text{h}}_{\text{2}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{3}}}$$

), $${\underset{\_}{\psi }}_{cp}$$

= 1/2 ( $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

+ $$\underset{\_}{{\psi }_3}$$

);
b) when the depth sensor h ₂ fails, conditions (3), (4) are satisfied in three diagnostic blocks: h ₂ , ψ ₂ , and ψ ₃ , while in the average value shaper the estimates of the depth and trim angle will be:
$$\underset{\_}{h_{cp}}$$

= 1/2 ( $$\underset{\_}{{\text{h}}_{\text{one}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{3}}}$$

), $${\underset{\_}{\psi }}_{cp}$$

= 1/2 ( $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

+ $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

),
c) when the depth sensor h ₃ fails, condition (3), (4) is satisfied in three diagnostic blocks: h ₃ , ψ ₃ , and ψ ₄ , while in the average value shaper the estimates of the depth and trim angle will be:
$$\underset{\_}{h_{cp}}$$

= 1/2 ( $$\underset{\_}{{\text{h}}_{\text{one}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{3}}}$$

), $${\underset{\_}{\psi }}_{cp}$$

= 1/2 ( $$\underset{\_}{{\psi }_{\mathrm{one}}}$$

+ $$\underset{\_}{{\psi }_2}$$

),
g) at failure of the sensor trim angle ψ ₁ satisfy the condition (4) to the diagnosis unit ψ _1, wherein in the shaper averages depth estimates and the trim angle will be:
$$\underset{\_}{h_{cp}}$$

= 1/3 ( $$\underset{\_}{{\text{h}}_{\text{one}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{2}}}$$

+ $$\underset{\_}{{\text{h}}_{\text{3}}}$$

), $${\underset{\_}{\psi }}_{cp}$$

= 1/3 ( $$\underset{\_}{{\psi }_2}$$

+ $$\underset{\_}{{\psi }_3}$$

+ $$\underset{\_}{{\psi }_{\mathrm{four}}}$$

)

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