UA126609C2 - A method of automatic control of ship movement using a pole of rotation - Google Patents

Abstract

The invention relates to navigation. The method of automatic control of ship motion using a pivot pole consists in obtaining from a linear velocity sensor the longitudinal speed of the ship, from an electronic mapping system the distance from the pivot pole to the center of mass of the ship, and maintaining a given longitudinal speed of motion through the automation of the power plant. The method additionally determines the displacement of the center of rotation of the vessel relative to the center of mass of the vessel depending on the longitudinal speed of the vessel, the position of the pivot pole relative to the center of rotation of the vessel, control for realizing the turn of the vessel around the current position of the pivot pole, the deviation of the current position of the pivot pole from the set value, generates corrective corrections to compensate for the current deviation of the pivot pole from the set value and generates total control for bow and stern thrusters. The technical result is the optimization of the ship's automatic turning control.

Description

of the current position of the pole of rotation, the deviation of the current position of the pole of rotation from the set value, form corrective corrections to compensate for the current deviation of the pole of rotation from the set value, and form the total control of the bow and stern thrusters. The technical result is the optimization of the automatic turning control of the ship.

UVO OM KK p in in ВХ ех KOKKKK KK xx I

KE x B: i i vka i: i i i vn; : in and and in 7 ! 7

Fig. 1

The invention belongs to the field of ship navigation, in particular to systems of automatic control of the movement of a ship using a turning pole.

The well-known device for determining the position of the turning pole of a marine vessel (Electronic resource / Golykov V.V., Maltsev S.Z. // Scientific Bulletin of the Kherson State Maritime Academy. - 213. - Mo 1(8). - pp. 21-27. - access point poru//Kta.Kv.pa/tsa/Itadev/v5siepse/rybiisayop5v/2013/1 8/5.rapii, which allows you to calculate the position of the turning pole by the magnitude and point of application of the lateral net force to the hull of the vessel and display the position of the pole rotation on the display. This method has low accuracy due to the use of approximate formulas for determining the position of the rotation pole, the presence of an error in determining the point of application of the net force, and also does not involve the use of the obtained results for the formation of controls.

A known method of experimentally determining the position of the turning pole (see, for example, O.N. Tovstokorii, Experimental determination of the position of the turning pole by tangential components of the bow and stern! (Electronic resource / O.N. Tovstokorii //

Scientific Bulletin of the Kherson State Maritime Academy. - 2014. - Mo 1(10). - with. 57-63. - access point pEr/Kta.k5.sa/yua/paisppua-garoia/paisppue-i2dapiua/a"Kpim-potetgim/2014/1-10)|, which allows to experimentally determine the position of the turning pole based on the data of measurements of the tangential component velocities of the nose and stern of the vessel.This method determines the position of the turning pole, but does not involve using the obtained results to form controls.

There is also a known method of assessing the position of the pole of rotation (due to the lack of established terminology, the author calls the pole of rotation the center of rotation) (see, for example, Center of rotation and the ego will move vzea-tap.ogo/5epig-mgazppepiua-ztsapa.pit!), which allows you to estimate the position of the turning pole depending on the speed of the vessel, the magnitude and direction of the wind, the position of the rudder, the inertia of the rotation, the action of the propeller and when reversing. The following figures indicate the position of the turning pole for these cases.

The disadvantage of the method is determining only the direction of displacement of the rotation pole, without determining the amount of displacement, which does not allow using the obtained results for

From the calculation of the steering angle.

The closest in technical essence to the method that is claimed is the method of manual control of the movement of the vessel taking into account the concept of the turning pole | see, for example, 5ео 5. 0.

Zaheg apa Moge ENisiepi Zpir Napaiiipd m/y She Rimoi Roipi Sopseri / 5.2. 5eo // Te Ipiegpaiiopai! come on! op Magipe Mamidayop apa Zaieiu oi Zea Ttapzropaiop. - 2016. - Mine. 10. - Ivye 4. - R. 605-612. BATTLE: 10.12716/1001.10.04.09, prototype).

This method consists in determining the position of the ship for different schemes of movement (pure rotation (uam/opiu), rotation with transverse movement (uam/n5mau), rotation with longitudinal movement (uamzh/zygde) and rotation with transverse and longitudinal movement (uaminvuauezygoe) turning poles -- relative to the center of mass of the vessel according to formula 2: where Ko. position of the pole of rotation relative to the center of mass of the vessel, U. lateral speed of the diametrical plane of the vessel, 7: - angular velocity of yawing of the vessel relative to the center of mass, taking into account the position of the pole of rotation for issuing recommendations on manual control of the movement of the vessel.

In Fig. 1 shows cases of using a turning pole when mooring a vessel without longitudinal speed and with longitudinal speed.

In this method: - the position of the turning pole is determined relative to the center of mass of the vessel, and not relative to the center of its rotation (the point relative to which the vessel has the least resistance to rotation in the yawing channel during its movement); the center of rotation of the ship depends not only on the mass-inertial characteristics of the ship, but also on the hydrodynamic characteristics, and also depends on the longitudinal speed of the ship; failure to take these circumstances into account leads to errors in ship management and undesirable consequences; in Fig. 1 shows the position of the ship for cases of its rotation around the turning pole, which coincides with the center of rotation (solid contour) and the center of mass (dashed contour); - it is not specified what is the relationship between the determined position of the turning pole and control d (steering wheel deviation angle); only general recommendations are provided for taking into account the position of the turning pole when manually controlling the movement of the vessel.

The task of the invention is to create a method that would allow, using the ship's standard command devices - the ship's linear speed sensor, the electronic mapping system,

Automation of the power plant, bow thruster, stern thruster, gain new capabilities: - perform automatic control of the ship's turn (including the optimal one), around the turning pole 79, without longitudinal speed; - perform automatic control of the ship's movement (including optimal) without a drift angle, or with a given drift angle, with longitudinal speed.

This is achieved by the fact that in the proposed method of automatic control of the movement of the ship using the turning pole, which consists in obtaining from the linear speed sensor the longitudinal speed of the ship, from the electronic mapping system the distance E from the turning pole to the center of mass of the ship, maintaining through the automation of the power plant the given longitudinal speed of movement, transmission and processing of commands by bow and stern thrusters, additionally determine the displacement of the center of rotation of the bottom relative to a. - at 2 M Mach of the ship's center of mass, depending on the longitudinal speed of the ship, ; oh, where is she?

Kk I Ko-Ko-Ah and the position of the pole aprvorotm from the axis of the center of rotation of the ship; management brf----- - l - - - la oo 4 -Ko yo bo «|btahi ak, im. shk ; to implement a vessel turn around the current position of the LO of the turning pole, deviation of the current position of the Ko of the turning pole from

Same as the given value of Co. form corrective corrections Ai to" to compensate for the current deviation of the turning pole from the set value, form the total control of the bow and stern thrusters.

Revealing the cause-and-effect relationships between the set of essential features of the claimed method and the technical result, it should be noted that: - a feature of the formula ".

Ah--1--X5x31x 2 In MU groin a. - at the center of mass of the vessel l depending on the longitudinal speed of the vessel, . Ko - Ko - Ah position of the turning pole relative to the center of rotation of the ship ", allows . . - Yau 2. take into account the displacement of the ship's center of rotation relative to it. dentve:ma, depending on the speed of the ship, clarify the scheme of the ship's movement and reduce the required dynamic area; 15З0И-ХЩЙЙЙ.2З52ЗШШШШШШШ2ШБВБШ8В8В5-ko

I - Ko yo. because k|btah| ak, am, ro - a sign of the formula "... management; to implement a turn of the vessel around the current position of the turning pole ..." allows you to form controls on the bow and stern propulsion devices to implement a turn around

From the current turn pole; c - a sign of the formula "determine...the deviation of the current position of the 79th turning pole from

Same as the given value of Co. form corrective corrections b dod" to compensate for the current deviation of the turning pole from the set value..." allows you to keep the current position of the turning pole near the set value due to the formation of corrective controls on the bow and stern thrusters; - a sign of the formula "...form the total control of the bow and stern thrusters." allows you to shape the controls to implement a reversal around the current rotation pole and hold the current rotation pole near a given value.

The method is carried out using the control scheme shown in fig. 2.

The control scheme includes a linear speed sensor (LSP) 1, an electronic mapping system (ECS) 2, a block for calculating the displacement of the center of rotation relative to the center of mass of the vessel,

Setters of constants 4, 8, adders 5, 7, 11, 12, 14, integrator 13, Block 6 of calculation of controls, bow 9 and stern 10 propulsion devices, Automation of the power plant

(ACEU) 15, Motion speed encoder 16. The output of the DLSh 1 of the vessel is connected to the third input of Block C and the first input of the ASEU, the first and second inputs of Block C are connected, respectively, to the first and second outputs of the constant encoder 4, the output of Block C and the output of EKS 2 is connected to the first and second inputs of the adder 5, respectively, the output of the adder 5 is connected to the first input of the adder 7 and the fifth input of the Block b of the control calculation, the second input of the adder 7 is connected to the fifth output

Constants setter 8, first, second, third, fourth outputs Constants setter 8 are connected respectively to the first, second, third and fourth inputs of Block 6, the first and second outputs

Blocks 6 are connected respectively to the first inputs of adders 11, 12, the output of adder 7 is connected to the first input of adder 14, the output of adder 14 is connected to the input of integrators 13, the output of integrator 13 is connected to the second input of adder 14 and the second inputs of the adders 11, 12, the output of the adder 11 is connected to the input of the bow thruster 9, and the output of the adder 12 is connected to the input of the stern thruster 10, the output of the speed controller 16 is connected to the second input of the ACEU 15.

Shown in Fig. 2, the automatic control scheme calculates the control of the steering devices 9, 10 based on the information of the DLSH 1 and EKS 2 periodically, with the clock of the on-board controller. DLSH 1 measures the speed of the MU vessel, which is used to support the ASEU

With the specified speed of the vessel U and the calculation of the displacement m Z of the displacement of the center of rotation of the vessel relative to . 2 In U dah I . its center of mass according to the formula - Ship's length - and maximum speed

Utakh are fed to the first and second inputs of Block 3, respectively. The displacement Ah from the output of Block C is used to calculate with adder 5 the current position of the turning pole Ko relative to the center of rotation of the vessel according to the formula Ko-Ko-Ah. The boss value comes from EKS 2, where it is measured according to the current Position, chuddat to the given position of the turning pole.

The current position of the turning pole 79 from the exit of Vlomna 5 is used further by Block 6 for br -Z-Я Я; 6; - - 60 ate it, ba kb. ac. am calculation of management 2 | tah| At 5 Control 65 is chosen arbitrarily from the permissible area, and control 9 is calculated according to the given formula, 8 ssh. . . to - b, obtained from the linear mathematical model of the ship. Prydeu" Bach obtain optimal - (4 shЩ3 и s. . au, to ts control of the turn, minimal in time. Constants ; t, 1, which determine the hydrodynamic characteristics of the vessel and the shoulders of the installation of bow and stern thrusters relative to the center of rotation, are submitted to the first , second, third, fourth entrances

From Block 6, respectively, From the first, second, third, fourth outputs of the Constant Setter 8.

Controls 71, 72, obtained from the output of Block 5, do not take into account possible deviations of the ship's movement parameters due to the approximation of the used mathematical model, external influences of wind and currents, measurement errors, etc. For these and other reasons, the current position of the rotation pole will differ more and more over time from the set Ko. To keep the current position of the rotation pole near the set value, adder 7 calculates . KA-kK, . deviation 9 9 of the current position of the rotation pole from the given one, at the same time, the current position Ko is fed from the output of the adder 5 to the first input of the adder 7, and the given position

J. J

- . KA-kK,

Co from the fifth output of the Constant Setter 8 to the second input of the adder 7. Deviation 0.10 is applied to the first input of the adder 14. The adder 14, together with the inverter 13, determine the 5 8 T- Я - b --IDKo- Ko corrective correction Ab to the controls 71,72 as follows a . This corrective correction is applied to the second Inputs of the adders 11, 12. Since the position of the pole 0-55 in the turn is calculated by the formula Ф: where У is the lateral speed of the vessel, and Fo: angular

. . . In speed of yawning, then Ko can be changed either by changing U or by changing :, that is, the corrective correction can be taken into account in two ways: b to, КА 5 02 tА if you need to change 7, db tAb du» - AB if you need to change "г.

The choice of the method of taking into account the corrective correction is determined by the sign of the gain coefficient of the second input of the adders 11, 12. Controls 71, 72 from the outputs of the adders 11, 12 are fed, respectively, to the inputs of the bow and stern thrusting devices 9, 10.

The use of this method allows automatic control of the ship's turn (including the optimal one), around the turning pole 9, without longitudinal speed, and automatic control of the ship's movement (including the optimal one) without a drift angle, or with a given drift angle, with a longitudinal speed.

Claims (1)

FORMULA OF THE INVENTION The method of automatic control of the movement of the ship using the turning pole, which consists in obtaining from the linear speed sensor the longitudinal speed of the ship, from the electronic cartographic system the distance 9 from the turning pole to the center of mass of the ship, maintaining through the automation of the power plant the set longitudinal speed of movement, transmission and working out commands with bow and stern thrusters, which differs in that they additionally determine the displacement of the ship's center of gravity relative to Ah--1---8A. - - -in 2 M Mach B. of the center of mass of the ship, depending on the longitudinal speed of the ship, where is the length of the ship, Mach is the maximum speed of the ship; the position of the turning pole in relation to b ---Ш5З-- - - - - zho 05 IMU destiny -Kl-. to KO, ak am of the center of rotation of the vessel Ko - Ko Ah. control 2? | tach, In 5 for 4, am. ssh Co. Yam, before the implementation of the ship's turn around the current position of the turning pole, where ; x- constants that determine the hydrodynamic characteristics of the vessel, in 5. the arm of the installation of bow and stern propulsion devices, respectively, relative to the center of rotation; deviation of the current XO position of the turning pole from the set value of Ko. form corrective corrections Ai db" to compensate for the current deviation of the turning pole from the set value, form the total control of the bow and stern thrusters.