RU2117253C1 - Integrated complex for navigation and control over deep- sea vessels - Google Patents

Abstract

FIELD: sea navigation. SUBSTANCE: proposed integrated complex for navigation and control over deep-sea vessels has gimbal-free inertial measurement module and receiving equipment of satellite navigation system. Units of sensitive elements of gimbal-free inertial measurement module and receiving antenna of satellite navigation system are positioned at maximum possible distance from center of mass of vessel which gives selectivity by heading to gimbal-free inertial measurement module. The latter incorporates unit of sensitive elements with linear accelerometers and gyroscopes, unit generating parameters of translational movement, unit generating orientation parameters, unit transforming apparent velocity and unit of complex processing of information. EFFECT: increased accuracy and reliability of generation of heading, diminished mass and size characteristics. 3 dwg

Description

 The invention relates to the field of marine navigation instrumentation.

 The ship’s integrated navigation systems are known, including a number of instruments that develop course, pitching angles and dynamic parameters of the ship’s movement. So, in [1], the Breeze automatic motion control system (SAUD) was considered, in which the integrated system uses data from the Vega gyrocompass (GK), gyrovertical (GV), gyroscopic angular velocity sensor (DLS), and linear acceleration meter.

 The main disadvantage of such an integrated complex construction is low reliability due to the significant number of meters, interface units, and connections between gyroscopic sensors that are part of the circuit under consideration.

 Also known are integrated systems implemented on the basis of gimballess inertial navigation systems (SINS) and receiving equipment of a satellite navigation system (SNA) [2, 3].

 The main disadvantages of such schemes for building integrated complexes include their high cost. This is due to the high demands on the accuracy of sensitive elements and, mainly, on the accuracy of the gyroscopes used, since in order to ensure the angular velocity of the horizontal trihedron due to the daily rotation of the Earth and the linear velocity of the ship's center of mass, and to give the SINS gyrocompass properties, accuracy of order gyroscopes is necessary 0.1 ... 0.01 deg./h. As a result of this, integrated systems based on SINS are not currently used on ships.

 Also known is an integrated navigation and control complex for marine vessels [4, 5], consisting of a gimballess inertial measuring module (BIIM) and standard navigation aids: lag and gyroscopic compass (GK), or GK and on-board equipment of the satellite navigation system (SNA).

 An enlarged block diagram of such a complex based on SNA equipment is shown in FIG. one.

 The BIIM 1 considered here, as a dynamic prefix to the SNA receiving equipment, is a small-sized, highly reliable and relatively cheap gimbal-free module, as it includes a block of “rough” gyroscopic sensors (BHD) 2 [or a block of angular acceleration sensors (BDEU) or a block angular velocity sensors (DLS), which allow you to determine the angular velocity with an accuracy of 1 - 10 deg./h], the unit of accelerometers (BA) 3 and the computing device (WU) 4.

 The functioning of the integrated system is as follows. The output of the BGD 2 is the projection of the angular velocity of the object orientation parameters (BVPO) 5, taking into account the amendments, the current values of the orientation parameters 6 are generated (course, angles of the keel and side qualities, as well as the rate of change). BA 3 data after its conversion in the unit for converting the apparent speed increments (BPSC) 7 from the axes of the connected trihedron to geographic and compensation for “harmful” accelerations are integrated in the block for generating the parameters of translational motion (BVPPD) 8 in order to obtain the parameters of the translational motion of the vessel 9 (position coordinates and components of the linear velocity vector of the object on the axis of the horizontal coordinate system with the geographic orientation of the axes).

 For the joint processing of BIIM 1, GK 10 information and data of receiving equipment (PA) of the SNA 11 in order to make corrections in the complex information processing unit (BKOI) 12, the standard Kalman optimal linear filter (OFC) procedure is used. At the same time, to increase the accuracy of the system, in the block of SNA data corrections (SPS BPD) 13, the SNA 11 data is recounted, tied to the phase center of the antenna (A) 14 of the receiving equipment, to the installation site of the block of sensitive elements (BCH) 15.

 A disadvantage of the known device [4, 5], which is selected as a prototype, is the need to use a GK as part of an integrated complex for navigation and control of a gyroscopic device with a cardan suspension, which significantly reduces the reliability characteristics of the complex as a whole, increases its overall dimensions and cost.

 The aim of the invention is to increase the accuracy and reliability of the development of the course, as well as reducing the overall dimensions and cost of the integrated complex as a whole for navigating and controlling the movement of ships by eliminating the gyrocompass complex from its composition.

 This goal is achieved by the fact that the BSE and the receiving antenna of the SNA are installed at a distance of at least 5 - 10 m from the square meter. vessel, which leads to modulation of errors of "rough" gyroscopes in the conditions of the yaw of the vessel. To realize the positive effect due to the separation of the BSE from the c.m. of the vessel, an integrated complex data conversion unit (BPDIC) from the installation site of the BEC to the center of mass (ts.m) of the vessel, the first input of which is connected to the output of the BVPPD, the second input is connected to the output of the BVPO and the output of the BPSC is connected to the third entrance BKOI.

 In FIG. 2 shows a structural diagram of the proposed integrated complex for navigation and ship traffic control.

 The integrated complex for navigation and ship traffic control includes BIIM 1, which contains BChE 15, consisting of BDG 2 and BA 3, VU 4, which, in turn, contains BVPO 5, BPPKS 7, BVPPD 8, BKOI 12, BPD SNA 13 and BPDIK 16, and A 14 PA SNA 11. Note that the algorithms implemented in the data conversion unit of the integrated complex from the installation site of the BSE to the meter vessels, similar to the algorithms implemented in the amendment block of the SNA data of the prototype. The output data of the integrated complex for navigation and ship traffic control are orientation parameters 6 (heading, keel and airborne vehicle angles, as well as their change rates) and ship progressive parameters 9 (location coordinates and components of the linear velocity vector of the object on the axis of the horizontal coordinate system with geographic orientation of the axes).

 The main difference between the proposed device and the prototype, in addition to the exclusion from its structure of the Civil Code and the corresponding communication at the heading from BVPO 5 to BKOI 12, is to place the BChE 15 BIIM 1 and the receiving antenna A 14 PA SNA 11 at the maximum possible distance from the meter of the vessel, as well as in the introduction of a new connection between the exit of BPSC 7 with the entrance of BKOI 12, which, on the one hand, differs from the generally accepted placement of gyrocompasses on sea vessels (the Civil Code seek to install near the ship’s meter [6]), and, on the other, allows give BIIM the selectivity of the course. Such a requirement for the placement of the BIE IIM can be explained as follows.

 One of the problems on the way to creating integrated complexes with fairly “crude” SE is the task of fulfilling the requirements for the accuracy of the course development to ensure navigational safety of navigation. Indeed, the use of PA SNA data on the horizontal components of the ship’s linear speed and the direct use of the gyrocompass effect in the BIIM due to the significant drifts of the used gyroscopes is not possible, since in this case the equilibrium position of the heading error determined by the ratio of the constant component of the “east” drift of the BIIM gyroscopes to the angular velocity of the Earth's rotation (for a fixed base), can be 100 degrees. and more.

 The solution of this problem by creating PA SNA for moving objects with phase interferometric measurements, providing the development of a course correction [7], leads to a complication of the PA SNA, a significant increase in its cost and, in addition, in this case there is a loss of information autonomy of the ISON at the rate .

The modulation turns of the BSE in the plane of the deck, in principle, give the BIIM selectivity in the course with acceptable accuracy, but lead to a complication of the equipment and, as a result, to an increase in weight and size characteristics and cost. At the same time, the duration of the transition process, determined by the time of estimation of the constant components of the drifts of the BIIM gyroscopes, is quite significant and can be 1.5 - 2.0 hours at a level of constant components of the drifts of 10 ^-2 deg./s.

где
α,β,γ - ошибки БИИМ в моделировании горизонтной системы координат ENh с географической ориентацией осей;
Δα_E,,Δα_N - проекции инструментальных погрешностей акселерометров на оси горизонтной системы координат.A similar effect with a reduction in the transition process time can be achieved by installing the BIEB BIEM at a considerable distance from the c.m. vessel. In this case, the angular oscillations of the vessel along the yaw angle, on the one hand, are similar to the modulation rotations of the BIIE BChE, and, on the other hand, they allow direct observation of the components due to inaccurate course knowledge in the errors in the linear speed of the BIIM. Indeed, the differential equations describing the errors of the autonomous BIIM in the production of the eastern ΔV _E and northern ΔV _N components of linear velocity have the form [5]:

Where
α, β, γ - biomass errors in modeling the horizontal coordinate system ENh with the geographic orientation of the axes;
Δα _E ,, Δα _N - projection of the instrumental errors of the accelerometers on the axis of the horizontal coordinate system.

Δa _BE , Δa _BN - errors of compensation of "harmful" accelerations along the corresponding axes;
n _E , n _N , n _h - projections of the apparent acceleration vector of the BIIM installation site on the axis of the horizontal coordinate system.

We emphasize that in the case of installing BIIM at the maximum possible distance from the center. m. of the vessel the horizontal components n _E , n _{N are} determined mainly by portable acceleration due to yaw, are periodic in nature and can be directly measured BA.

где
ν_VE,ν_VN,ν_Vh - соответствующие погрешности СНС в выработке линейной скорости, аппроксимируемые процессами типа "белый" шум с l σ = 0,1 м/с на частоте 1 Гц [8].To confirm the operability of the proposed device, numerical simulation of its errors was carried out. In the numerical simulation of this problem on a PC, we used the measurements of Z _i (i = V _E , V _N , V _h ) of the Kalman filter:

Where
ν _VE , ν _VN , ν _Vh are the corresponding SNA errors in the linear velocity generation approximated by processes of the “white” noise type with l σ = 0.1 m / s at a frequency of 1 Hz [8].

 To form measurements (2), a simulation model of errors of an integrated complex of 21 orders was used. The numerical values (l σ) of the instrumental errors of the SE and the initial uncertainties of the output data of the BIIM are given in the table.

В соответствии с уравнениями погрешностей ИСОН на ДУС вектор состояния имеет вид [5]:

где
Δω_x,Δω_y,Δω_z - проекции постоянных составляющих дрейфа БГД (ДУС) на оси, связанной с корпусом объекта системы координат xyz;
Δa_x,Δa_y,Δa_z - аналогичные проекции постоянных составляющих погрешностей линейных акселерометров.The calculation model of the errors of ISON was presented in vector-matrix form:

In accordance with the error equations of ISON on the TLS, the state vector has the form [5]:

Where
Δω _x , Δω _y , Δω _z - projection of the constant components of the drift of the BGD (TLS) on the axis associated with the body of the object coordinate system xyz;
Δa _x , Δa _y , Δa _z - similar projections of the constant components of the errors of linear accelerometers.

The distance was characterized by the following values: along the transverse axis - 2 m, along the longitudinal - 20 m, and along the vertical - 5 m. The parameters of "small" and "large" qualities during modeling were taken as follows:
"small" pitching and yaw:
yaw - φ _r = 1.5 ^° , T _φ = 25 s;
pitching - ψ = 1.5 ^° , T _ψ = 10 s;
side roll - θ _k = 2.0 ^° , T _φ = 15 s
"big" pitching and yaw:
yaw - φ _r = 3.0 ^° , T _φ = 20 s;
pitching - ψ = 2.5 ^° , T _ψ = 5 s;
side roll θ _k = 12.0 ^° , T _φ = 9 s.
The results of numerical simulation of errors of the integrated complex at the heading are presented in FIG. 3, from which it follows that in the presence of yaw, the integrated complex has a gyrocompass effect.

Literature
1. Zlobin G.P., Smigelsky S.P. Hydrofoil and hovercraft. L .: Shipbuilding, 1976.

 2. Plotnikov P.K. et al. Algorithms of operation and properties of integrated strapdown dual-orientation orientation and navigation systems // Abstract of the report at the III St. Petersburg International Conference on Integrated Navigation Systems // Gyroscopy and navigation. 1996, - N 3, p. 115.

 3. Chesnokov G.I. and others. Integrated navigation system for moving ground objects // Abstract of the report at the III St. Petersburg International Conference on Integrated Navigation Systems // Gyroscopy and Navigation.-1996.-N3.-p.117.

 4. RF patent N 2056037. Gyroazimuthorizontkompas / Emelyantsev G.I., Anuchin O.N., Binder Y.I., Gusinsky V.Z., Khodorkovsky Y.I.I., 1992.

 5. Anuchin O.N. et al. Inertial measuring module of an integrated navigation complex for marine vessels // Gyroscopy and navigation. 1994, N 1, p. 32 - 44.

 6. Register of the USSR. Rules for the conventional equipment of ships. - M.: Transport, 1990.

7. Reznichenko V.I., Shashkov A.A. Phase method for determining orientation by signals of a satellite navigation system // Navigation and Hydrography, 1996, N 2, p. 56 - 60
8. Zaitsev A.V., Reznichenko V.I. Features of the functioning of satellite navigation equipment at a marine facility // Navigation and hydrography. 1995, N 1, p. 56 - 60.

Claims (1)

 An integrated complex for navigation and traffic control of marine vessels, containing on-board equipment of a satellite navigation system with a receiving antenna and a gimballess inertial measuring module, including a block of sensitive elements with linear accelerometers and gyroscopes, a block for generating translational motion parameters, a block for generating orientation parameters, an apparent increment conversion block speed and integrated information processing unit, characterized in that its composition is additionally introduced an integrated complex data conversion unit to the ship's center of mass, the first input of which is connected to the output of the translational motion generation unit, the second input is connected to the output of the orientation parameter generation unit, the apparent speed increment conversion unit is connected to the complex information processing unit, while the sensor unit The receiving antenna of the satellite navigation system is installed at a distance of at least 5 - 10 m from the center of mass of the vessel.

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